SIST EN 16334-1:2014+A1:2022

SLOVENSKI STANDARD
SIST EN 16334-1:2014+A1:2022
01-julij-2022
Železniške naprave - Potniški alarmni sistem - 1. del: Sistemske zahteve za glavni
tir
Railway applications - Passenger Alarm System - Part 1: System requirements for
mainline rail
Bahnanwendungen - Fahrgastalarmsystem - Teil 1: Systemanforderungen für
Vollbahnen
Applications ferroviaires - Système d'alarme passager - Partie 1: Prescriptions relatives
au système
Ta slovenski standard je istoveten z: EN 16334-1:2014+A1:2022
ICS:
13.320 Alarmni in opozorilni sistemi Alarm and warning systems
45.060.20 Železniški vagoni Trailing stock
SIST EN 16334-1:2014+A1:2022 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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SIST EN 16334-1:2014+A1:2022

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SIST EN 16334-1:2014+A1:2022


EN 16334-1:2014+A1
EUROPEAN STANDARD

NORME EUROPÉENNE

May 2022
EUROPÄISCHE NORM
ICS 13.320; 45.060.20 Supersedes EN 16334:2014
English Version

Railway applications - Passenger Alarm System - Part 1:
System requirements for mainline rail
Applications ferroviaires - Système d'alarme passager - Bahnanwendungen - Fahrgastalarmsystem - Teil 1:
Partie 1: Prescriptions relatives au système Systemanforderungen für Vollbahnen
This European Standard was approved by CEN on 22 May 2014 and includes Amendment 1 approved by CEN on 20 March 2022.

CEN members are bound to comply 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-CENELEC Management Centre or to any CEN
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 CEN member into its own language and notified to the CEN-CENELEC Management
Centre has the same status as the official versions.

CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.





EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION

EUROPÄISCHES KOMITEE FÜR NORMUNG

CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2022 CEN All rights of exploitation in any form and by any means reserved Ref. No. EN 16334-1:2014+A1:2022 E
worldwide for CEN national Members.

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SIST EN 16334-1:2014+A1:2022
EN 16334:2014+A1:2022 (E)
Contents Page

European foreword . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 6
4 Symbols and abbreviated terms . 7
5 System overview, architecture and interfaces . 7
6 Functional requirements . 7
6.1 General . 7
6.2 Advise the driver (and optionally on board staff members or control centre) of a
potential danger . 8
6.3 Advise the passenger . 9
6.4 Manage PAS communication . 10
6.5 Determine if the train is stopped at a platform or departing from a platform . 10
6.6 Recognize the action of the driver . 11
6.7 Request brake action . 11
6.8 PAS actions after PAD activation . 11
6.9 PAS power up in the active cab or train reconfiguration . 12
6.10 Driver acknowledgement . 12
6.11 Overriding PAS brake request . 12
6.12 Reset the PAS . 13
7 Event sequence . 13
8 Degraded modes . 13
8.1 PAS degraded mode: isolated or not functioning . 13
8.2 Advising the driver . 13
9 Minimum safety requirements . 14
10 Requirements for PAD . 14
10.1 Installation requirements . 14
10.2 Passenger interface . 15
10.2.1 PAD . 15
10.2.2 Information labels . 16
Annex A (normative) PAS information management . 18
Annex B (normative) PAS brake request management . 20
Annex C (normative) Sign indicating the reset equipment for the local PAD . 21
Annex D (informative) Square key to restore the passenger emergency brake PAD in the
initial position (mandatory for international service trains) . 23
Annex E (informative) System overview . 24
E.1 General . 24
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E.2 System architecture . 25
Annex F (normative) Overall dimension of the PAD handle interface . 26
Annex G (informative) Inscription indicating the PAD . 27
Annex H (informative) Label for PAD . 28
Annex I (informative) Degraded mode . 30
Annex ZA (informative) Relationship between this European Standard and the Essential
Requirements of EU Directive 2016/797/EU aimed to be covered. 33
Bibliography . 35


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SIST EN 16334-1:2014+A1:2022
EN 16334:2014+A1:2022 (E)
European foreword
This document (EN 16334:2014+A1:2022) has been prepared by Technical Committee CEN/TC 256
“Railway applications”, the secretariat of which is held by DIN.
This European Standard shall be given the status of a national standard, either by publication of an
identical text or by endorsement, at the latest by November 2022 and conflicting national standards
shall be withdrawn at the latest by November 2022.
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent
rights.
This document includes Amendment 1 approved by CEN on 13 March 2022.
This document supersedes !EN 16334:2014".
The start and finish of text introduced or altered by amendment is indicated in the text by tags !".
This document has been prepared under a Standardization Request given to CEN by the European
Commission and the European Free Trade Association, and supports essential requirements of EU
Directive(s) / Regulation(s).
For relationship with EU Directive(s) / Regulation(s), see informative Annex ZA, which is an integral
part of this document.
Any feedback and questions on this document should be directed to the users’ national standards body.
A complete listing of these bodies can be found on the CEN website.
According to the CEN-CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland,
Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of
North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the
United Kingdom.
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1 Scope
! This document specifies the characteristics and the performance requirements of the Passenger
Alarm System (PAS). The aim of the PAS is to:
— allow passengers, in case of emergency situations, to inform the driver;
— allow the driver to keep the train moving or to stop the train at a safe location;
— stop the train automatically:
a) at a platform,
b) if there is no acknowledgement by the driver.
This document covers the PAS fitted to passenger carrying rolling stock and specifies:
— the functional requirements for an alarm triggered in the driving cab (Clause 6);
— the communication channel between the driver and passengers or on-board staff (6.4)
— the dynamic analysis of the PAS (Clause 7);
— the requirements for the degraded modes management (Clause 8);
— the safety related requirements (Clause 9);
— requirements for the Passenger Alarm Device (PAD) and PAD area (Clause 10).
This document applies to heavy rail rolling stock, which is in the field of the EU Directive 2016/797/EU.
This document does not apply to metros, trams and light rail, as defined by the CEN/CENELEC Guide 26.
Existing passenger alarm systems may require modification to work in conjunction with vehicles that
comply with this document.
NOTE Most of the requirements of UIC 541-6 are compliant with this document.
Other communication systems such as “communication device for passengers”, “call for aid”,
“emergency call” or “call for assistance” are covered by the EN 16683 series."
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, the latest edition of the referenced document (including any amendments) applies.
!EN 13272-1:2019, Railway applications - Electrical lighting for rolling stock in public transport
systems - Part 1: heavy rail"
EN 14478:2005, Railway applications — Braking — Generic vocabulary
!EN 16186-2:2017, Railway applications - Driver's cab - Part 2: Integration of displays, controls and
indicators
EN 16186-3:2018, Railway applications - Driver's cab - Part 3: design of displays
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EN 50126-1:2017, Railway Applications - The Specification and demonstration of reliability, availability,
maintainability and safety (RAMS) - Part 1: generic RAMS process
EN 50126-2:2017, Railway Applications - The specification and demonstration of reliability, availability,
maintainability and safety (RAMS) - Part 2: systems approach to safety"
ISO 3864-1, Graphical symbols — Safety colours and safety signs — Part 1: Design principles for safety
signs and safety markings
ISO 3864-4:2011, Graphical symbols — Safety colours and safety signs — Part 4: Colorimetric and
photometric properties of safety sign materials
3 Terms and definitions
For the purposes of this document, the terms and definitions given in EN 14478:2005 apply.
NOTE The definition for 'passenger alarm' given in EN 14478:2005, 4.9.2.2, is superseded by this document.
3.1
Closed Circuit Television
CCTV
on board video recording system
3.2
PAD operated
handle that is operated when it is manipulated in order to change its mechanical status and therefore to
send an information to the PAS
3.3
Passenger Alarm Interface
PAI
arrangement of equipment close to each other or one single equipment, which includes:
— passenger alarm device (see Clause 9);
— microphone;
— loudspeaker;
— visual indicators: lights;
— resetting device(s);
— information labels;
— a seal (optional)
! Note 1 to entry: For units designed for operation with staff on-board (other than driver), it is permitted to
have no microphone and loudspeaker. In that case, the communication link is established between the driver's cab
and the staff on-board."
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3.4
Passenger Alarm Device
PAD
interface to the PAS through which the requirement for a defined Passenger Alarm System demand is
indicated or initiated by passengers or operating staff
Note 1 to entry: The PAD is sometimes called emergency handle or alarm handle. These short-terms should
only be used where misunderstanding is not possible or in descriptions prepared for passengers. In this
document, 'handle' is used as a generic term and its design is defined in 10.2.
3.5
standstill
when the speed of the train has decreased to 3 km/h or less
4 Symbols and abbreviated terms
For the purposes of this document, the following symbols and abbreviated terms apply.
CCTV Closed Circuit Television (see 3.1)
PAI Passenger Alarm Interface (see 3.3)
PAD Passenger Alarm Device (see 3.4)
PAS Passenger Alarm System (see Clause 6)
TCMS Train Control and Monitoring System
5 System overview, architecture and interfaces
An example of the system overview is described in Annex E.
6 Functional requirements
6.1 General
The aim of the Passenger Alarm System is:
a) to permit passengers in case of emergency situation to inform the driver;
b) to permit the driver to keep the train moving or to stop the train at a safe location;
c) to stop the train automatically:
1) at a platform,
2) if no acknowledgement by the driver.
The mandatory functions that are set out in this clause are for normal mode operations. They are
supplemented by additional optional functions which may be incorporated in the PAS. For degraded
modes see Clause 8.
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6.2 Advise the driver (and optionally on board staff members or control centre) of a
potential danger
6.2.1 PAD shall be available for passengers and staff (see Clause 10 for PAD installation
requirements).
6.2.2 The information that at least one PAD has been operated shall be transmitted to the driver.
6.2.3 An acoustic and flashing visual signal shall be given to the driver when a PAD has been operated.
For the duration of signals and triggering conditions see Clause 7.
Colour and frequency of visual and acoustic signals in the driver’s cab shall conform to the
!EN 16186-2 and EN 16186-3" requirements.
6.2.4 In addition, if remote resetting of PADs is available, an acoustic signal shall be activated for each
new activation of a PAD, in accordance with the safety requirements given in Clause 9.
6.2.5 The maximum permitted delay from any PAD operated and the acoustic and visual signal for the
driver is 2 s.
6.2.6 When the driver has acknowledged, each acoustic signal shall be turned off within 1 s, and the
visual signal should change from blinking to steady within 1 s. It is permitted to retain a flashing light as
a reminder for the driver. A visual signal shall remain until all the PADs operated have been reset.
6.2.7 The system shall indicate to the driver if the PAS is not working properly or is working in
limited mode (see Clause 8).
6.2.8 A PAS passenger area module shall not be automatically or remotely isolated.
NOTE This is to ensure a member of the train staff or the driver carries out the isolation.
Colour and frequency of visual and acoustic signals in the driver’s cab shall conform to the
!EN 16186-2 and EN 16186-3" requirements.
6.2.9 Additional optional functions
6.2.9.1 There may be a reminder for the driver that a PAD has been operated by repeating the
acoustic and flashing signals at intervals until all the PAD have been reset (cycling through 6.2.3 to
6.2.6). The time interval between reminders may be selected having taken into account the proposed
train service.
6.2.9.2 The PAS can advise the on board staff by acoustic and/or visual signals that a PAD has been
operated. The recommended maximum delay from any PAD operated and the acoustic and/or visual
signal for on board staff is 2 s.
6.2.9.3 The PAS may indicate that a PAD has been operated on the outside of the train.
EXAMPLE An external flashing light on the vehicle where the PAD has been operated.
6.2.9.4 For a vehicle with several compartments, PAS may give information to identify the activated
PAD.
EXAMPLE For a vehicle with compartments such as a sleeping car or restaurant car, or the train manager's
office, a light outside each compartment could be used to identify the activated PAD.
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6.2.9.5 If TCMS from each vehicle to the cab is available, PAS may give an output to identify where a
PAD has been operated.
EXAMPLE To show the location on a driver’s display in the cab or other areas for on board staff.
6.2.9.6 If train CCTV is available, PAS may inform the CCTV system on the location of the PAD that
has been operated.
6.2.9.7 If remote resetting of PAD is available, an acoustic signal may be activated for each new
activation of a PAD.
6.2.9.8 The acoustic signal can be turned off if the PAS alarm is supported by an emergency brake
application by the driver. In this case, if the automatic brake controller is already in emergency brake
position, the acoustic signal sounds for at least 5 s.
6.3 Advise the passenger
6.3.1 When a PAD is operated, the PAI shall give local feedback to the passenger within 1 s maximum.
— The PAD shall be latched in the applied position and shall be visibly different to the un-operated
normal status.
— A flashing visual signal (red colour recommended) shall be activated on the PAI.
— An acoustic signal shall be activated.
— If another PAD is operated before the driver’s acknowledgement the PAI response is the same.
6.3.2 The PAS shall give feedback of driver's acknowledgement by stopping the PAI acoustic signal
and changing status of the previous feedback signal from flashing to steady.
The PAI acoustic signal shall not interfere with the ability of the driver to communicate with the
passenger.
! For units designed for operation with staff on-board (other than driver), it is permitted to have this
communication link established between the driver's cab and the staff on-board instead of between the
passenger and the driver’s cab."
6.3.3 After the driver’s acknowledgement, if another PAD is operated, the PAI flashing signal goes to
steady. PAI acoustic signal is managed for a minimum duration of 3 s, unless communication with the
driver is already implemented.
6.3.4 It is recommended that the PAI should indicate when audio communication with the driver is
available:
— by a steady green indication;
— by a tone feedback signal.
NOTE A possible tone can be two frequencies (1,5 kHz and 4 kHz), alternating at 8 Hz.
The acoustic signal may be complemented by a broadcast announcement.
EXAMPLE To advise the train crew.
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6.4 Manage PAS communication
!For units designed for operation with staff on-board (other than driver), it is permitted to have this
communication link established between the driver's cab and the staff on-board. In that case, the
following requirements are not mandatory."
6.4.1 PAS shall provide an acoustic link to enable a conversation between the driver and the place
where the PAD has been operated. That link shall be initiated and closed by the driver.
6.4.2 The acoustic link shall be available at all locations where a PAD has been operated, permitting
the driver to talk to every location where a PAD has been operated (link 'one to many' for the driver).
6.4.3 The system shall enable the driver to manage (simultaneously or sequentially) communications
from at least one location and up to a maximum of three locations.
6.4.4 A location shall not hear the communication generated by another location, except from the
driver, as shown in Figure 1.

Figure 1 — Permitted communications
6.5 Determine if the train is stopped at a platform or departing from a platform
6.5.1 A train is considered as stopped at a platform if a door 'release' command has been activated
and the train is at standstill. A train at a platform where there has not been any door 'release' command
is considered as outside a platform area.
6.5.2 PAS shall consider that the train is still at a platform when there has been a change of door
status from 'released' to 'closed and locked' and the end of platform has not been passed by the last
vehicle.
6.5.3 PAS should have input from an on-board platform detection system.
6.5.4 If the platform is not physically detected, the train shall be considered to have left the platform
when either one of the two following requirements is fulfilled:
— the distance covered is (100 ± 30) m; or
— the train travels for a duration of (16 ± 2) s.
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!6.5.5 For units intended to operate on lines that are fitted with the ETCS track side system for
control command and signalling (including ‘passenger door’ information as described in Annex A Index
7 of TSI CCS), this on-board device shall be able to receive from the ETCS system the information
related to platform."
6.6 Recognize the action of the driver
6.6.1 The PAS shall recognize if the driver has acknowledged the information that a PAD has been
operated.
6.6.2 The PAS shall recognize if the driver has initiated the override of PAS brake request.
6.6.3 The PAS shall recognize if the driver has initiated or closed a communication link with a location
where a PAD has been operated.
6.7 Request brake action
The activation of the PAD shall initiate the PAS to automatically request a brake application in the
following situations:
a) If the train is at a platform or is leaving a platform (as defined in 6.5), the PAS shall request an
emergency brake or full service brake.
b) If a train is outside the platform area described in 6.5, (10 ± 1) s after activation of the (first)
passenger alarm, an automatic service brake application shall be requested by the PAS with at least
2/3 of the full service brake effort unless the passenger alarm is acknowledged by the driver within
this time. It is permitted to request a full service or an emergency brake application. The PAS shall
allow the driver to override at any time a PAS automatic brake request.
In that case, the driver is permitted to acknowledge after the PAS has requested a brake application.
This should cancel the brake request.
If the PAS alarm is acknowledged by an emergency brake application by the driver, using the
emergency brake position of the automatic brake controller, it is permitted that the PAS
additionally requests an automatic brake application.
c) If a train, with a PAD operated AND acknowledged by the driver, stops at a platform (6.5) when the
doors are released, the PAS shall request an emergency brake application or a full service brake
application. As an option the PAS can provide a reminder that the PAD is activated.
d) As an option, for the trains running at high speed, activation of a PAD at a speed greater than a
threshold speed of 200 km/h may initiate a controlled reduction in the speed, not less than
160 km/h After acknowledgement by the driver, the response of the PAS is the same as for lower
speed.
6.8 PAS actions after PAD activation
6.8.1 If the train is at a platform (doors status 'released') AND a PAD is operated:
a) the PAS requests a brake command (see 6.7);
b) the PAS alerts the driver;
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c) if the driver acknowledges it, the audible alert is disabled (sound switched off), but the brake
remains applied: no PAS brake override available to the driver until the doors status is 'closed' and
'locked';
d) the PAS will be reset after resetting of all PADs.
NOTE For other processes see Annex A.
6.8.2 If the train leaves a platform area (doors status 'closed' and 'locked') AND a PAD is operated:
a) the PAS requests a brake command (see 6.7);
b) the PAS alerts the driver;
c) if the driver acknowledges, before the train is at standstill, the audible alert is disabled (sound
switched off), the brake remains applied: no PAS brake override available to the driver;
d) if the driver acknowledges after standstill the following actions shall occur:
1) PAS visual alert remains on until PAD is reset,
2) PAS acoustic alert is turned off,
3) PAS brake request is overridden.
6.8.3 If the train is not at a platform: see Clause 7.
6.9 PAS power up in the active cab or train reconfiguration
6.9.1 The PAS shall check the status of the PAD on the train. If any PAD have been operated, the PAS
shall react as set out in 6.2.
6.9.2 The minimum conditions to determine the availability of the PAS is integrity and continuity of
PAS through the train.
6.10 Driver acknowledgement
6.10.1 PAS shall monitor an input to determine if the driver has acknowledged the alarm.
6.10.2 A dedicated interface shall be installed for the driver to acknowledge the alarm. It may be
designed as a discrete acknowledgement button (see Figure E.1) or by using the position 'quick release'
of the automatic brake controller.
6.10.3 The detection of the movement of the brake controller by the driver, either into full service
brake or full release position can be used for acknowledgement. If the brake controller is already in full
service, emergency brake or full release position, the dedicated interface should be used to make the
acknowledgement.
6.10.4 A PAS acknowledgement shall permit the driver to override the PAS brake request, except at the
platform as set out in 6.8.1 a) and when leaving a platform as set out in 6.8.2.
6.11 Overriding PAS brake request
PAS shall not be capable of ove
...