1、BSI Standards PublicationBS EN 50553:2012Railway applications Requirements for runningcapability in case of fire onboard of rolling stockIncorporating corrigendum October 2013BS EN 50553:2012+A1:2016Incorporating corrigendum October 2013BS EN 50553:2012+A1:2016 BRITISH STANDARDNational forewordThis
2、British Standard is the UK implementation of EN 50553:2012+A1:2016, incorporating corrigendum October 2013. It supersedes BS EN 50553:2012 which is withdrawn.The UK participation in its preparation was entrusted by Technical Committee GEL/9, Railway Electrotechnical Applications, to Subcommittee GEL
3、/9/-/2, Railway Electrotechnical Applications - Running capability in the case of fire.A list of organizations represented on this subcommittee can be obtained on request to its secretary.This publication does not purport to include all the necessary provisions of a contract. Users are responsible f
4、or its correct application. The British Standards Institution 2016. Published by BSI Standards Limited 2016ISBN 978 0 580 91502 4ICS 13.220.50; 45.060.01Compliance with a British Standard cannot confer immunity from legal obligations.This British Standard was published under the authority of the Sta
5、ndards Policy and Strategy Committee on 31 March 2012.Amendments/corrigenda issued since publicationDate Text affected31 January 2014 Implementation of CENELEC corrigendum October 2013: Corrected formula i(v) in clause B.130 April 2016 Implementation of CENELEC amendment A1:2016: Subclause 6.2.2.1,
6、list entries b) and c) updatedEUROPEAN STANDARD EN 50553 NORME EUROPENNE EUROPISCHE NORM February 2012 CENELEC European Committee for Electrotechnical Standardization Comit Europen de Normalisation Electrotechnique Europisches Komitee fr Elektrotechnische Normung Management Centre: Avenue Marnix 17,
7、 B - 1000 Brussels 2012 CENELEC - All rights of exploitation in any form and by any means reserved worldwide for CENELEC members. Ref. No. EN 50553:2012 E ICS 13.220.50; 45.060.01 English version Railway applications - Requirements for running capability in case of fire on board of rolling stock App
8、lications ferroviaires - Exigences en matire daptitude au roulement en cas dincendie bord des vhicules ferroviaires Bahnanwendungen - Anforderungen an die Fahrfhigkeit im Brandfall an Bord von Bahnfahrzeugen This European Standard was approved by CENELEC on 2012-01-23. CENELEC members are bound to c
9、omply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENE
10、LEC Management Centre or to any CENELEC member. This European Standard exists in three official versions (English, French, German). A version in any other language made by translation under the responsibility of a CENELEC member into its own language and notified to the CEN-CENELEC Management Centre
11、 has the same status as the official versions. CENELEC members are the national electrotechnical committees of Austria, Belgium, Bulgaria, Croatia, Cyprus, the Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta,
12、the Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United Kingdom. EN 50553:2012+A1March 2016BS EN 50553:2012EN 50553:2012 - 2 - Contents Foreword 4Introduction . 51 Scope 72 Normative references 73 Terms and definitions 84 Symbols and
13、abbreviated terms . 105 Methodology 115.1 Principles 115.2 Fire Classification Scheme . 115.3 Application 126 Verification of compliance . 156.1 Specific requirements . 156.2 Decision Box 1 - Existence of a Type 2 (or Type 3) fire . 156.3 Decision Box 2 - Individual system function . 196.4 Decision
14、Box 3 - Redundant array system function 216.5 Decision Box 4 - Presence of a fire fighting system . 226.6 Decision Box 5 - Degraded mode . 25Annex A (informative) Existing standards and background . 27Annex B (normative) Determination of compliance for degraded mode 29B.1 First method 29B.2 Second m
15、ethod . 29Annex C (informative) Passenger “Field“) Modelling. 31C.3 Demonstration of Fire Detection by Test 31C.4 Fire Fighting Assessment . 33Annex D (informative) Example of an approach to CFD validation . 35Annex E (informative) Guidance for a system function approach . 36Annex ZZ (informative) C
16、overage of Essential Requirements of EC Directives . 37Bibliography 38Figures Figure 1 Decision box flow chart . 14Figure 2 Decision box 1 flow chart 17Figure C.1 Plan View : Standard chamber with additional fog generator 33Figure C.2 Side View : Fog Generator and fire source . 33BS EN 50553:2012+A1
17、:2016EN 50553:2012+A1:2016 2 2223BS EN 50553:2012- 3 - EN 50553:2012 Tables Table B.1 Formulae for calculating the progression of the train . 30Table E.1 Cross-reference: system function and clauses 36BS EN 50553:2012+A1:2016EN 50553:2012+A1:2016 3 BS EN 50553:2012EN 50553:2012 - 4 - Foreword This d
18、ocument (EN 50553:2012) has been prepared by CLC/TC 9X, “Electrical and electronic applications for railways“. The following dates are fixed: latest date by which this document has to be implemented at national level by publication of an identical national standard or by endorsement (dop) 2013-01-23
19、 latest date by which the national standards conflicting with this document have to be withdrawn (dow) 2015-01-23 Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CENELEC and/or CEN shall not be held responsible for identifying any
20、 or all such patent rights. This document has been prepared under a mandate given to CENELEC by the European Commission and the European Free Trade Association and supports essential requirements of EU Directives 96/48/EC (HSR) and 2001/16/EC (CONRAIL), both recast by 2008/57/EC (RAIL). For the rela
21、tionship with EU Directive(s) see informative Annex ZZ, which is an integral part of this document. _ BS EN 50553:2012+A1:2016EN 50553:2012+A1:2016 4 EN 50553:2012/A1:2016 2 European foreword This document (EN 50553:2012/A1:2016) has been prepared by CLC/TC 9X “Electrical and electronic applications
22、 for railways”. The following dates are fixed: latest date by which this document has to be implemented at national level by publication of an identical national standard or by endorsement (dop) 2017-02-15 latest date by which the national standards conflicting with this document have to be withdraw
23、n (dow) 2019-02-15 Attention is drawn to the possibility that some of the elements of this document may be the subject of patent rights. CENELEC and/or CEN shall not be held responsible for identifying any or all such patent rights. This document has been prepared under a mandate given to CENELEC by
24、 the European Commission and the European Free Trade Association, and supports essential requirements of EU Directive(s). For the relationship with EU Directive(s) see informative Annex ZZ, which is an integral part of EN 50553:2012. _ Foreword to amendment A1BS EN 50553:2012- 5 - EN 50553:2012 Intr
25、oduction The purpose of this European Standard is to define requirements for running capability under fire conditions which are applicable to railway rolling stock with passengers, so that a train will be able to reach a “safe area“ as defined in the Safety in Rail Tunnels TSI (TSI SRT) 1.1.3. Speci
26、fically, this standard is intended to clarify and rationalise the requirements for rolling stock running capability in the EN 45545 series (Operation Categories 2, 3 and 4) and in the TSI SRT (Fire Safety Categories A and B). It is also intended to define specific technical measures, compliance with
27、 which will allow a Presumption of Conformity with the TSI SRT to be made by the Notified Body assessing the Rolling Stock. NOTE 1 In several cases it might appear that requirements are included which are duplicating requirements given in the EN 45545 series and/or which are dealt with in other ways
28、 by the EN 45545 series. This is not the intention and is not the case. The EN 45545 series introduces running capability functional requirements but does not generally define how they are to be met nor to what level of performance. Also, a number of requirements which are included in the EN 45545 s
29、eries, would be relevant to, or suitable for, running capability use but are not identified for this use within the TS. It is therefore necessary to include requirements which are apparently duplicating the EN 45545 series in this standard but which actually do not duplicate the TS when examined in
30、detail. If desired it should be possible, when converting EN 45545 to an EN, to include these requirements during the process which would allow them to be removed from this standard. Reference to Annex A shows that it is necessary for this standard specifically to address 4.2.5.5 of the TSI SRT. Thi
31、s standard considers the requirement to “improve the probability that a passenger train with a fire on board will continue to operate“ in a “reasonably practicable“ context. It is understood that “train“ includes all vehicles such as locomotives and power cars which are associated with the passenger
32、 vehicles. Requirements for running capability cannot be defined without a knowledge of other fire characteristics of the train, specifically its reaction to fire and fire resistance specification. The assumption is made that the fire standard applied is the EN 45545 series or any standard for which
33、 technical equivalence can be demonstrated. NOTE 2 In defining conditions to assure running capability it is only the intention to define requirements which allow the train to remain capable of controlled movement. The general safety level of the train when operating under these conditions (for exam
34、ple the level of lighting within the saloon) is not within the scope. Matters such as this are dealt with in other standards (including, but not limited to, the EN 45545 series). The standard defines requirements based on a philosophy which recognises that stopping a train is not itself a life-threa
35、tening event. It is therefore not required to have running capability for all fires; only those fires which may cause serious injury and/or develop to threaten life. For example, situations such as the combustion of an individual electrical component inside a technical cabinet meeting criteria for f
36、ire resistance in accordance with the EN 45545 series, do not attract running capability requirements under this standard. In a similar manner, if any fire is extinguished with no reignition during the relevant period of the incident, it is deemed that there is no longer a requirement for running ca
37、pability and the train can be stopped (as if it was a non-safety threatening technical fault). These examples illustrate how the impracticability of addressing all thermal events that could stop a train is circumvented by the philosophy applied. Compliance with the running capability requirements fo
38、r any relevant system function is derived from one or more of the following: absence of a relevant fire; assuring system function under the fire; assuring system function for a redundant array under the fire; extinguishing the fire; assuring sufficient remaining Tractive Effort under the fire. BS EN
39、 50553:2012+A1:2016EN 50553:2012+A1:2016 5 EN 50553:2012/A1:2016 2 European foreword This document (EN 50553:2012/A1:2016) has been prepared by CLC/TC 9X “Electrical and electronic applications for railways”. The following dates are fixed: latest date by which this document has to be implemented at
40、national level by publication of an identical national standard or by endorsement (dop) 2017-02-15 latest date by which the national standards conflicting with this document have to be withdrawn (dow) 2019-02-15 Attention is drawn to the possibility that some of the elements of this document may be
41、the subject of patent rights. CENELEC and/or CEN shall not be held responsible for identifying any or all such patent rights. This document has been prepared under a mandate given to CENELEC by the European Commission and the European Free Trade Association, and supports essential requirements of EU
42、 Directive(s). For the relationship with EU Directive(s) see informative Annex ZZ, which is an integral part of EN 50553:2012. _ BS EN 50553:2012EN 50553:2012 - 6 - NOTE 3 This document does not cover requirements regarding maintenance, cleaning or prevention of arson. Nevertheless these are importa
43、nt considerations in the management of fire safety and must be recognised by those using this standard. They may be covered appropriately by the Maintenance requirements of Technical Specifications for Interoperability and the Safety Management Systems of Railway Undertakings. BS EN 50553:2012+A1:20
44、16EN 50553:2012+A1:2016 6 BS EN 50553:2012- 7 - EN 50553:2012 1 Scope This European Standard defines requirements for running capability under fire conditions which are applicable to passenger carrying railway rolling stock. In particular, technical measures are specified, compliance with which will
45、 contribute to conformity with the Directive and the relevant Technical Specifications for Interoperability (TSI). The standard specifies the fire conditions: for which it is not necessary to define running capability requirements as there is no significant potential for serious injury or threat to
46、life; for which it is reasonable to expect trains to continue to run in a controlled manner; for which it is not reasonably practicable to define requirements which give complete assurance of running in a controlled manner, due to the exceptional nature of the fire incident. The TSI SRT defines runn
47、ing capability requirements in respect of fires within technical areas/equipment only. However for general guidance the scope of this standard is extended to include fires from non-technical causes within passenger/staff areas which may impact train system functions adjacent to and/or passing throug
48、h the affected area. This extension of applicability significantly increases the number of system functions which are potentially at risk and therefore requires that the “reasonably practicable“ principles be extended to this new condition. The standard does not consider situations where a primary n
49、on-fire incident is likely to immobilise the train by definition; for example major mechanical defect leading to derailment, even when fire then occurs. 2 Normative references The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references,
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