Bsi bs en 01889 2 2003 + a1 2009

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National foreword

This British Standard is the UK implementation of

EN 1889-2:2003+A1:2009 It supersedes BS EN 1889-2:2003 which is withdrawn

The start and finish of text introduced or altered by amendment is indicated in the text by tags Tags indicating changes to CEN text carry the number of the CEN amendment For example, text altered by CEN amendment A1 is indicated by !"

The UK participation in its preparation was entrusted by Technical Committee MRE/1, Mining mechanical equipment and machinery

A list of organizations represented on this committee 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 for its correct application

Compliance with a British Standard cannot confer immunity from legal obligations.

Amendments/corrigenda issued since publication

30 November 2009 Implementation of CEN amendment A1:2009

This British Standard was

published under the authority

of the Standards Policy and

Strategy Committee on

7 August 2003

© BSI 2009

EUROPÄISCHE NORM April 2009

English Version Machines for underground mines - Mobile machines working

underground - Safety - Part 2: Rail locomotives

Machines pour l'exploitation de mines souterraines -

Machines mobiles souterraines - Sécurité - Partie 2:

Locomotives sur rails

Maschinen für den Bergbau unter Tage - Bewegliche Maschinen für die Verwendung unter Tage - Sicherheit -

Teil 2: Lokomotiven

This European Standard was approved by CEN on 13 February 2003 and includes Amendment 1 approved by CEN on 24 February 2009 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 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 Management Centre has the same status as the official versions

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

EUROPEAN COMMITTEE FOR STANDARDIZATION

C O M I T É E U R O P É E N D E N O R M A L I S A T I O N

E U R O P Ä I S C H E S K O M I T E E FÜ R N O R M U N G

Management Centre: Avenue Marnix 17, B-1000 Brussels

© 2009 CEN All rights of exploitation in any form and by any means reserved

worldwide for CEN national Members

Ref No EN 1889-2:2003+A1:2009: E

Contents Page

Foreword 3

Introduction 4

1 Scope 5

2 Normative references 5

3 Terms and definitions 7

4 List of significant hazards 8

5 Safety requirements and/or safety measures 11

6 Verification of safety requirements 25

7 Information for use 26

Annex A (normative) Illuminance requirements for locomotive headlights 32

Annex B (normative) Brake testing 37

Annex C (normative) Dimensions of locomotive drivers' cabs 40

Annex D (normative) Verification data for safety requirements 43

Annex E (normative) Model form for description of underground locomotives 47

Annex ZA (informative) !!Relationship between this European Standard and the Essential Requirements of EU Directive 98/37/EC"" 49

Annex ZB (informative) !!Relationship between this European Standard and the Essential Requirements of EU Directive 2006/42/EC"" 50

Bibliography 51

Foreword

This document (EN 1889-2:2003+A1:2009) has been prepared by Technical Committee CEN/TC 196,

"Machines for underground mines - Safety", 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 October 2009, and conflicting national standards shall be withdrawn at the latest by December 2009

This document includes Amendment 1, approved by CEN on 2009-02-24

This document supersedes EN 1889-2:2003

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 mandate given to CEN by the European Commission and the European Free Trade Association and supports essential requirements of EC Directive(s)

!For relationship with EC Directive(s), see informative Annexes ZA and ZB, which are integral parts of this document."

Annexes A, B, C, D and E are normative

This document includes a Bibliography

According to the CEN/CENELEC Internal Regulations, the national standards organizations of the following countries are bound to implement this European Standard: Austria, Belgium, Bulgaria, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain, Sweden, Switzerland and United Kingdom

Introduction

This European Standard is a type C standard as stated in EN 1070

The machinery concerned and the extent to which hazards, hazardous situations and events are covered are indicated in the scope of this document

The standard takes into account the current state of the art and technical facilities to use in order to exclude or prevent, as far as possible, hazards when rail locomotives are used underground

When compiling this standard it has been assumed that:

 components are:

a) designed in accordance with good engineering practice, taking account of expected shocks and vibrations and calculation codes, including all failure modes;

b) of sound mechanical and electrical construction;

c) made of materials with adequate strength and of suitable quality; and

d) free of defects

e) harmful materials, such as asbestos are not used;

f) components are kept in good repair and working order, so that the required dimensions remain fulfilled despite wear;

g) negotiations have taken place between the manufacturer or authorised representative, purchaser and/or user (e.g for fire resistant fluids, safety equipment and load restraining devices)

1 Scope

This European standard specifies the safety requirements and tests for rail locomotives for use in underground mining (i.e mine locomotives) and other underground workings (e.g tunnelling locomotives)

1.1 This European standard deals with the technical requirements to minimise the hazards listed in clause 4

which can arise during the commissioning, the operation and the maintenance of locomotives when carried out in accordance with the specifications given by the manufacturer or his authorised representative

1.2 This European standard does not address the special hazards associated with the rack drive of rack

and pinion locomotives

1.3 This European standard does not deal with radiation and vibration It does not address remote control

locomotives or operation in potentially explosive atmospheres Hazards due to noise are excluded from this standard, but a separate standard is in preparation where hazards due to noise will be addressed

1.4 This European standard applies to locomotives which are manufactured after the date of issue of this

standard

2 Normative references

This European Standard incorporates by dated or undated reference, provisions from other publications These normative references are cited at the appropriate places in the text, and the publications are listed hereafter For dated references, subsequent amendments to or revisions of any of these publications apply to this European Standard only when incorporated in it by amendment or revision For undated references the latest edition of the publication referred to applies (including amendments)

EN 292-1:1991, Safety of machinery — Basic concepts, general principles for design - Part 1: Basic

terminology, methodology

EN 292-2:1991 + EN 292-2:1991/A1:1995, Safety of machinery — Basic concepts, general principles for

design — Part 2: Technical principles and specifications

EN 294, Safety of machinery — Safety distances to prevent danger zones being reached by the upper limbs

EN 349, Safety of machinery — Minimum gaps to avoid crushing of parts of the human body

EN 418:1992, Safety of Machinery — Emergency stop equipment, functional aspects — Principles for design

EN 457, Safety of machinery — Auditory danger signals — General requirements, design and testing (ISO

7731:1986, modified)

EN 547-1, Safety of machinery — Human body measurements — Part 1: Principles for determining the

dimensions required for openings for whole body access into machinery

EN 547-2, Safety of machinery — Human body measurements — Part 2: Principles for determining the

dimensions required for access openings

EN 547-3, Safety of machinery — Human body measurements — Part 3: Anthropometric data

EN 563, Safety of machinery — Temperatures of touchable surfaces — Ergonomics data to establish

temperature limit values for hot surfaces

EN 894-1, Safety of machinery — Ergonomic requirements for the design of displays and control actuators —

Part 1: General principles for human interactions with displays and control actuators

EN 894-2, Safety of machinery — Ergonomic requirements for the design of displays and control actuators —

Part 2: Displays

EN 894-3, Safety of Machinery — Ergonomic requirements for the design of displays and control actuators —

Part 3: Control actuators

EN 953, Safety of machinery — Guards — General requirements for the design and construction of fixed and

EN 1050:1996, Safety of machinery – Principles for risk assessment

EN 1070:1998, Safety of machinery — Terminology

EN 1679-1, Reciprocating internal combustion engines — Safety — Part 1: Compression ignition engines

EN 13202:2000, Ergonomics of the thermal environment — Temperatures of touchable hot surfaces -

Guidance for establishing surface temperature limit values in production standards with the aid of EN 563

EN 60204-1:1998, Safety of Machinery — Electrical equipment of machines — Part 1: General requirements

EN ISO 3411, Earth-moving machinery — Human physical dimensions of operators and minimum operator

space envelope (ISO 3411:1995)

EN ISO 8030, Rubber and plastic hoses — Method of test for flammability

ISO 1813, Belt drives — V-ribbed belts, joined V-belts and V-belts including wide section belts and hexagonal

belts — Electrical conductivity of antistatic belts: Characteristics and methods of test

ISO 3864, Safety colours and safety signs

ISO 6405-1, Operation and maintenance of earth moving machinery — Specification for common symbols for

operator controls and other displays

ISO 6405-2, Earth-moving machinery – Symbols for operator controls and other displays - Part 2: Specific

symbols for machines, equipment and accessories

ISO 6805, Rubber hoses and hose assemblies for underground mining — Wire-reinforced hydraulic types for

coal mining — Specification

IEC 60332-1, Tests on electric cables under fire conditions — Part 1: Test on a single vertical insulated wire or

cable

3 Terms and definitions

For the purposes of this European Standard, the following terms and definitions together, where appropriate, with those in EN 1070:1998 apply:

 the weight of the serviceable locomotive;

 the weight of the driver (800 N);

 two-thirds of the weight of the fuel stock

battery/trolley (compound) locomotive

electric locomotive which obtains its power either from a battery or from a roadway conductor

3.11

diesel locomotive

diesel locomotive which obtains its power from a reciprocating internal combustion engine

3.12

mid-point switch disconnector

device designed to disconnect the power of a traction battery at a place where the voltage between the positive take-off lead and the mid-point switch disconnector is approximately equal to that between the mid-point switch disconnector and the negative take-off lead

service braking system

primary system used for stopping and holding the locomotive

3.13.2

emergency braking system

additional braking system other than the service braking system, that can be applied manually or automatically

to stop the locomotive

3.13.3

parking braking system

system used to hold a stopped locomotive in the stationary condition

3.14

firedamp

flammable gas, consisting mainly of methane, found naturally in mines

4 List of significant hazards

Table 1 contains all the significant hazards, hazardous situations and events, as far as they are dealt with in this standard, identified by risk assessment as significant for this type of machinery and which require action

to eliminate or reduce the risk

Table 1 — List of significant hazards with associated requirements

EN 1050:1996,

annex A Hazards according to EN 1050:1996, annex A Relevant clause/subclause of this standard

1 Mechanical hazards due to: 5.1, 5.1.7, 5.2, 5.3, 5.13

- machine parts or workpieces, e.g.:

a) shape;

b) relative location;

c) mass and stability;

e) inadequacy of mechanical strength;

1.7 Stabbing or puncture hazard 5.1.2, 5.1.3, 5.13

1.8 Friction or abrasion hazard 5.1.2, 5.1.3, 5.13

1.9 High pressure fluid injection or ejection

hazard

5.4.1, 5.4.2

2 Electrical hazard due to:

2.1 Contact of person with live parts (direct

2.2 Contact of person with parts which have

become live under faulty conditions (indirect contact)

5.5

2.4 Electrostatic phenomena 5.5.1

3 Thermal hazards, resulting in:

3.1 Burns and scalds by contact with objects or

materials with an extreme high or low temperature, by flames or explosions and also by the radiation of heat sources

5.1, 5.4.1,5.4.2, 5.14

3.2 Damage to health by hot or cold working

environment

5.13

7 Hazards generated by materials and

substances (and their constituent

elements) processed or used by the machinery

7.1 Hazards from contact with or inhalation of

harmful fluid, gases, mists, fumes and dusts

5.4.1, 5.4.2, 5.6 7.2 Fire or explosion hazard 5.4.2, 5.5, 5.6, 5.7, 5.14

8 Hazards generated by neglecting

ergonomic principles in machinery design, e.g hazards from:

8.1 Unhealthy postures or excessive effort 5.12, 5.13

8.2 Inadequate consideration of hand-arm or

foot-leg anatomy 5.13 8.4 Inadequate area lighting 5.8

8.5 Mental overload and underload, stress 5.12

Table 1 — List of significant hazards with associated requirements (continued)

EN 1050:1996,

annex A Hazards according to EN 1050:1996, annex A Relevant clause/subclause of this standard

10 Unexpected

start-up/over-run/over-speed (or any similar malfunction) from:

10.1 Failure/disorder of control supply 5.4, 5.5, 5.11, 5.12

11 Impossibility of stopping the machine in the

best possible conditions 5.10, 5.11

13 Failure of the power supply 5.4, 5.5, 5.6, 5.11, 5.12

14 Failure of the control circuit 5.4, 5.5, 5.11, 5.12

15 Errors of fitting 7.1.1, 7.1.2, 7.1.4

17 Falling or ejected objects or fluids 5.4

18 Loss of stability/overturning of machinery 5.1, 5.2, 5.3, 5.13

20 Relating to the travelling function:

20.1 Movement when starting the engine 5.11,

20.2 Movement without a driver at the driving

position

5.11.4.4 20.3 Movement without all parts in a safe

20.5 Excessive oscillations when moving 5.1.4

20.6 Insufficient ability of machinery to be

slowed down, stopped and immobilised 5.11, 5.12

21 Linked to the work position (inc driving

station) on machine:

21.1 Fall of persons during access to (or at/from)

the work position

5.13.3, 5.13.5 21.2 Exhaust gases/lack of oxygen at the work

position 5.6.1, 5.6.2, 5.6.3 21.3 Fire (flammability of the cab, lack of

extinguishing means) 5.13, 5.14 21.4 Mechanical hazards at the work position:

c) fall of objects, penetration by objects; 5.13 21.5 Insufficient visibility from the work positions 5.13

21.6 Inadequate lighting 5.8, 5.12.3.5

21.7 Inadequate seating 5.13.7

22 Due to the control system:

22.1 Inadequate location of manual controls 5.12

22.2 Inadequate design of manual controls and

their mode of operation 5.12

23 From handling the machine (lack of

stability)

5.1.4

24 Due to the power source and to the

transmission of power:

24.1 Hazards from the engine and the batteries 5.5, 5.6

24.3 Hazards from couplings and towing 5.1, 5.3

25 From/to third persons:

25.1 Unauthorised start-up/use 5.12

Table 1 — List of significant hazards with associated requirements (continued)

position

30 Mechanical hazards/events due to:

30.2 Failing accelerator or brake control of

machinery running on rails 5.11, 5.12 30.3 Failing or lack of deadman’s control of

machinery running on rails 5.11.1.7

32 Fire and explosion 5.4, 5.5, 5.6, 5.7, 5.14

33 Emission of dust, gases etc 5.6

5 Safety requirements and/or safety measures

5.1 General/basic requirements

5.1.1 For the application of EN 953, EN 982, EN 983, EN 457, EN 563, EN 547 and EN 60204-1 the

manufacturer shall carry out an adequate risk assessment for the requirements thereof where choice is necessary

NOTE This specific risk assessment is part of the general risk assessment relating to the hazards not covered by this

C standard

For hazards which are not covered by this standard, machinery shall conform as appropriate to EN 292

5.1.2 All moving parts, with the exception of the wheels, drive lines and articulation area, shall be provided

with guards according to EN 953

Gaps between guards and moving parts shall conform to EN 349 and EN 294

5.1.3 Where hinged guards or covers can self-close, they shall be fitted with a support system to secure

them in the open position

5.1.4 Locomotives shall be fitted with suspension and shock absorbing systems to ensure that all wheels

maintain contact with the rails and to absorb shock loading from the track In the event of failure of the suspension system, no part of the locomotive shall contact moving parts of the running gear or be below than the upper level of the rails This also applies to driver's cabs having their own bogie, e.g driver's cabs of articulated locomotives

NOTE Suspension systems with self-damping, e.g multi-leaf springs, may not need a separate shock absorbing system

5.1.5 The front faces of locomotives shall be painted in a safety colour in accordance with ISO 3864

Locomotives shall have facilities for stowing any safety equipment (see also introduction, on negotiations)

5.1.6 For unintentional contact the temperature of hot surfaces inside of the locomotive are based on annex

B of EN 13202:2000 for 0,5 s contact time For the parts that require handling during maintenance the temperature of the touchable surface shall be in accordance with EN 563 for 5 s contact time Where this limit cannot be achieved, see 7.1.3

Exhaust pipes within reach during operation which exceed the touchable surface temperatures given in EN

13202 for 0,5 s shall be guarded against unintentional contact in accordance with EN 953

5.1.7 With the exception of couplings and the current collector (for trolley locomotives), all other components

shall be contained within the profile of the locomotive such that they are protected against accidental damage

5.2 Design to facilitate handling

Where purpose-designed attachment points are provided they shall be designed to have a calculated minimum factor of safety of 4 on ultimate breaking load in relation to their intended load carrying capacity They shall be shaped to suit the lifting means intended by the manufacturer, see 7.1.2 They shall be clearly and permanently marked with their load carrying capacity, e.g by welding Where any such attachment points could be used to lift or move the whole locomotive this factor of safety shall relate to the service weight of the locomotive

Articulated locomotives shall be fitted with means to avoid relative movements between parts

5.3 Couplings

5.3.1 Locomotives shall be equipped with couplings to absorb and to transfer the tensile and compressive

forces to the locomotive frame The couplings and all parts of the locomotive lying in line with it shall be designed with a minimum safety factor of 10 against failure in relation to the maximum drawbar pull of the locomotive (or locomotives where these are designed to be used in tandem), for a minimum coefficient of static friction of 0,25 for steel tyres and 0,40 for rubber or polymer derivative tyres

NOTE Characteristics of the coupling are discussed between the manufacturer and the user, see introduction on negotiation

5.3.2 In the fully compressed position of the coupling, it shall be possible to move freely a non-deformable

sphere of 250 mm diameter between the front face of the locomotive and a vertical plane perpendicular to the longitudinal axis of the locomotive at the extreme end of the coupling

5.3.3 If it is intended that safety chains are to be used the attachment points of these shall have a minimum

breaking strength of not less than 2½ times the weight of the locomotive

5.4 Fluid power systems

5.4.1 Hydraulic systems

5.4.1.1 Hydraulic systems shall be designed and installed to conform to EN 982

5.4.1.2 Hydraulic systems (hydrostatic and hydrokinetic) shall be designed to enable non-toxic fluids as defined in the 7th SHCMOEI Report [1] to be used to minimize risks to health

5.4.1.3 Hydraulic systems (hydrostatic and hydrokinetic) on locomotives shall be designed such that resistant fluids can be used to minimise fire hazards (ISO 7745 and SHCMOEI 7th report) or the following precautions shall be taken for all systems exceeding 10 l total capacity:

fire-a) Hydraulic lines (rigid metal and flexible pipelines) shall be segregated from any unprotected electrical cable or equipment (see 5.5.2.3), or any part of the locomotive, the surface of which, can become

sufficiently hot to reach 80 % of the flashpoint of the hydraulic fluid for which the system has been designed

b) Hydraulic lines shall be shrouded to prevent flammable fluid under pressure being ejected from a leak or

a burst onto a hot surface as defined in paragraph a) above, or outside the profile of the locomotive

NOTE National legislation implementing EU Directive 92/104/EEC can require the use of fire resistant fluids in hydraulic systems, see introduction on negotiation

5.4.1.4 Hydropneumatic accumulators shall conform to EN 982

5.4.1.5 Reservoirs for hydraulic fluids shall be protected against corrosion, be secured to the locomotive and incorporated in such a way (e.g inside the rigid structure of the locomotive) that they are protected against mechanical damage

5.4.1.6 The filling apertures of reservoirs for hydraulic fluids shall be within reach of an operator standing at rail level, otherwise means of access shall be provided The filling aperture shall be designed and positioned

in such a way that any overflow or escape of hydraulic fluid is prevented under foreseeable operating conditions, including derailment

Any cap fitted shall be secured to prevent it working loose in service and shall require an intentional action to release it When released it shall remain permanently attached to the locomotive

The location and marking of the filling point for any hydraulic system shall be designed to avoid the inadvertent introduction of other substances (e.g liquid fuel, water, sand) into the hydraulic system

5.4.1.7 Reservoirs for fluids shall have a drainage device at their lowest point Provision shall be made for free flow and safe catchment of fluid without coming into the proximity of hot parts or electrical equipment The design intent shall be to prevent any fluid residues collecting in parts of the locomotive outside the hydraulic system

5.4.1.8 Hydraulic pressure relief valves shall only allow hydraulic fluid to be discharged back into the system

5.4.1.9 Hydraulic lines shall be designed as rigid metal lines or as flexible hoses

Materials for hydraulic hoses and their components shall be in accordance with ISO 6805 and shall be resistant so that it will self extinguish within 30 s of removal of the flame in accordance with EN ISO 8030 Safety factors of the hose assembly (including end fittings), shall be 2:1 for the dynamic pressure and 3:1 for burst pressure

fire-Hydraulic lines shall be designed to take into account the relative movement between components

NOTE Where hose reinforced with steel wire is used consideration needs to be given to fatigue aspects

Hydraulic hoses containing fluid with a pressure exceeding 5 MPa (50 bar) and/or having a temperature exceeding 50 °C and located within 1 m of the driver or operator shall be guarded, see 5.1.1 and 5.1.2 Parts

or components can be considered as guards

NOTE Line connections should be limited in number and designed to minimise any possibility of leakage during operation

5.4.1.10 Tanks for hydraulic fluid shall be fitted with a mechanically protected fluid level indicator with at

least minimum and maximum operating levels

5.4.1.11 Means shall be provided to monitor hydraulic fluid temperature and to warn the driver when the fluid

temperature approaches the maximum specified by the manufacturer (see also 5.14)

5.4.1.12 The design of the system shall be such that overheating of the fluid beyond the fluid and

component manufacturer’s rated temperature is not exceeded

5.4.2 Pneumatic systems

5.4.2.1 Pneumatic systems shall be designed and installed in accordance with EN 983

5.4.2.2 Compressors shall be designed to operate either on a lubricant which is resistant to carbonization (e.g synthetic oils), or fitted with temperature monitoring

5.4.2.3 A filter shall be incorporated in every compressor air intake system to prevent the ingress of foreign material

diesel-5.5.1.3 Where the chassis or frame of the locomotive is used as a current-carrying conductor, protection against electric shock by direct contact shall be provided by limitation of voltage on the frame to a maximum of

25 V ac or 60 V dc (See 6.4 of EN 60204-1:1998)

5.5.2 Cables

5.5.2.1 Cables external to enclosures shall be flexible; the outer sheath shall be flame-retardant, extinguishing (in accordance with IEC 60332-1), and chemically resistant to oils and battery electrolyte in accordance with 13.1 of EN 60204-1:1998 In addition, cables for control, communication and monitoring circuits shall also be of adequate mechanical strength in accordance with 13.7.2 of EN 60204-1:1998

self-5.5.2.2 All power conductors used in cables shall be manufactured of stranded copper or a material of at least equivalent flexibility and conductivity

5.5.2.3 All power cables shall be segregated (e.g by use of mechanical barriers or by a distance of 150 mm) from any fuel, lubrication or hydraulic lines, except where the cable is armoured or otherwise mechanically protected, or where hydraulic or fuel lines and cables terminate at the same components, or where fire resistant fluid is used in the hydraulic lines

5.5.2.4 Cables shall be installed so that mechanical vibration does not cause their insulation to be worn away (e.g by rubbing or chaffing) or the enclosed conductors to fail by flexing fatigue

NOTE The use of screen cable in conjunction with leakage to frame monitoring allows the advanced warning of insulation failure which may result in short circuit of the power conductors

5.5.3 Battery-powered locomotives

5.5.3.1 For battery powered locomotives, a means of off-load isolation shall be provided for the battery

NOTE 1 Commonly this can be achieved by:

a) a switch disconnector or disconnector mounted on the battery container; or

b) a switch disconnector or disconnector combined in one unit with positive and negative plugs, mounted on the locomotive; or

c) a mid point switch disconnector or disconnector mounted on the container and used in conjunction with separate positive and negative plugs and sockets also mounted on the container, to allow the take off leads to be disconnected for battery changing It should only be possible to disconnect the plugs and sockets by use of a special tool after the mid point switch disconnector has been opened In this case, a separate switch disconnector mounted on the locomotive should also be provided

NOTE 2 For changing and re charging the batteries it should only be possible

i) to disconnect the battery sockets and plugs after the switch disconnector has been opened; ii) to connect the battery sockets and plugs before the switch disconnector can be closed

5.5.3.2 Locomotive traction batteries and their installation shall meet the following requirements:

a) The battery terminals and other live parts of the battery shall be protected against contact, e.g by insulating covers or caps

b) Means shall be provided for battery power to be disconnected by the driver Where this means is not located within the reach of the seated driver a remote tripping system shall be provided Disconnection of the battery power shall cause the locomotive emergency brake to be applied automatically

c) Switch disconnectors or disconnectors shall operate automatically if an external short-circuit occurs d) Switch disconnectors shall operate automatically if, in the case of rigid connection (i.e guided rigid plug and socket) between battery and locomotive, the battery is removed before separating the contacts e) All circuits on the vehicle shall be connected to the out going side of the switch disconnector, with the exception of the control and lighting circuits, where these do not exceed 24 V

NOTE Nothing in this sub-clause prevents the use of a supplementary switch disconnector to allow auxiliary equipment on the locomotive or coupled vehicles to be powered

5.5.3.3 Battery containers shall meet the following requirements:

a) The battery shall be housed in a robust, vented, fire resistant container which shall be provided with external means to allow it to be lifted or removed from the locomotive without causing damage to the cells Suitable ventilation openings shall be provided in the battery container, compartment and or cover

so that dangerous accumulations of gases do not occur when the equipment is used or moved in accordance with manufacturer’s instructions In assessing suitable ventilation, accumulations of electrolytic gases shall be kept below 2 % in air to avoid danger of ignition

NOTE These requirements do not apply to recharging, see 7.1.3

b) The finish of internal surfaces of battery containers shall be resistant to the chemical effects of the electrolyte

c) Means shall be provided to allow the battery container to be secured against horizontal movement relative to the locomotive during its operation Such means shall be capable of withstanding likely external mechanical stresses during normal service

d) Batteries shall be covered Metal covers shall be designed to provide an air space of at least 30 mm above the live parts of the battery

e) The covers shall be so constructed that no force is transmitted to or contact made with the battery cells or connectors when a force of 980 N is applied to the cover over any area 200 x 200 mm The cover shall

be fitted in such a way that its displacement needs an intentional manual action

f) Means shall be provided to enable the cover of the battery container to be locked in a closed position g) The cover of the battery container shall be designed to prevent water or solid material from entering the container or blocking any ventilation openings

NOTE A solid top is usually necessary to stop dripping water and solid material dropping from above The sides and base should conform to IP 23 of EN 60529:1991 as a minimum

h) Where foreign material and or electrolyte can accumulate on the cell tops or within the container, the container shall be designed to facilitate cleaning

i) Sparking or hot components which can reach a temperature of 300 °C or more, shall not be located where explosive gas/air mixtures can be present Battery connectors shall be accepted as non sparking components provided they are not used as an emergency switching-off device

5.5.3.4 Indication shall be provided to the driver of the locomotive of the state of charge of the battery, together with a warning device when a state of deep discharge (approximately 50 % of the voltage at full load)

is approached

NOTE 1 A higher level of discharge may be needed according to local conditions, see introduction on negotiation NOTE 2 Additionally, a device can be provided which automatically isolates the battery after a predetermined period if the driver continues to operate the locomotive after the discharge warning is given

5.5.4 Trolley and compound (i.e battery/trolley) locomotives

5.5.4.1 It shall be possible to lower and raise current collectors from the driver's cab, without the driver leaving the cab Means shall be provided for securing the current collector in its lowered position

5.5.4.2 Current collectors shall be suitable for both directions of travel without needing to be reversed and, unless the collector shoe is laterally restricted, shall be at least 300 mm wide

5.5.4.3 Trolley contact rollers shall not be used

5.5.4.4 Live parts of the current collector shall be insulated with the exception of parts in direct contact with the conductor, with an allowance for wear All other metal parts which are not live shall be electrically bonded

to the frame and to the locomotive wheels

The driver's cab shall have a roof so arranged as to prevent the driver making accidental contact with any live conductor when in the cab

5.5.4.5 The overcurrent protection of traction current cables shall be located as close as possible to the current collector The locomotive design shall be such that if the overcurrent protection is activated, the current collector is automatically lowered from the power supply

5.5.4.6 In the case of compound locomotives the traction circuit shall be designed such that the battery cannot energise the current collector or the overhead conductor under any circumstances

5.6 Diesel locomotives

5.6.1 Only reciprocating internal combustion engines shall be used which meet the requirements of EN

1679-1 operating with a fuel with a flash point exceeding 55 °C Where locomotives are intended to be used

in places with low ventilation flow, engine emission limits shall be reduced (see introduction, negotiation)

NOTE For exhaust emission limits, Directive 97/68/EC should to be taken in to account

5.6.2 Diesel engine exhaust gases shall be directed so as to minimise penetration into the driver's cab or

personnel compartment where this forms part of the locomotive, e.g by vertical positioning of the exhaust outlet at a point which is not between the seat and roof level of the cab, or by on-board dilution

Exhaust pipes shall be in a direction where there is least possible harm to surrounding persons during operation, e.g positioned vertically upwards, or arranged such that the exhaust gas is diluted

5.6.3 Where the locomotive is intended to be used in atmospheres containing methane (see introduction,

negotiation) The emission values shall be given for 0, 0,5, 1,0 and 1,5 % CH4 in the air inlet to the engine The measurements shall be done at maximum speed with no load

NOTE The emission test for use in potentially explosive atmospheres should be done with the full flameproof equipment installed or simulated on the engine

5.6.4 Where batteries are fitted for starting purposes and/or feeding other power circuits, the following apply:

a) Batteries shall be positioned and secured to prevent mechanical damage Spillage of liquid shall not be possible on components of the locomotive

b) Non-sealed batteries shall be housed and, vented

c) The finish of internal surfaces of battery containers shall be resistant to the chemical effects of the electrolyte

d) The battery terminals shall be protected against contact, e.g by insulating covers or shrouds

e) A switch disconnector shall be fitted close to the battery

5.7 Fuel systems

5.7.1 Fuel tanks shall be manufactured from steel, protected against corrosion, fixed to the locomotive and

be incorporated in such a way that they are protected against mechanical damage (e.g inside the rigid structure of the locomotive) The tank shall conform to a pressure tightness test at a minimum pressure of 20 kPa for a period of at least 15 mins, following which no leakage shall be visible

5.7.2 The filler inlets of fuel tanks shall be easily accessible The filling aperture shall be designed and

positioned in such a way that any overflow or escape of fuel is prevented when on any gradient for which the locomotive is designed Any cap fitted shall be secured to prevent it working loose in service and shall require

an intentional action to release it When released it shall remain permanently attached to the locomotive

5.7.3 Fuel tanks shall be vented to maintain atmospheric pressure within the tank by use of a breather filter

rated not greater than 125 µm, and prevent the ingress of foreign material by use of a tank filler filter rated not greater than 250 µm

5.7.4 Fuel tanks shall have a supply shut-off device See also EN 1679-1

5.7.5 In the event of leakage of any fuel pipe on the suction side of the fuel pump, the fuel system shall be

designed to avoid flow of fuel from the tank either by gravity or by siphon

5.7.6 Fuel lines shall be:

a) metal piping or steel braided flexible hoses

b) laid taking in to account the effects of mechanical vibration, corrosion and heat Joints shall remain visible

NOTE Line connections should be minimised in number and be designed to provide reliable protection against leaks during operation

5.7.7 Fuel tanks shall be fitted with devices in accordance with 5.4.1.7

5.8 Lighting

5.8.1 Locomotives shall be equipped for each direction of travel with at least one white headlight, at least

one taillight, a parking light and at least one durable red reflector

NOTE 1 The head and taillights may be separate units or combined in one unit

NOTE 2 The taillights may also be used as parking lights

5.8.2 Provision shall be made for adjustment of the direction of the headlight beam Adjustment shall only be

possible by using a tool

5.8.3 The glasses of the lights and the reflectors shall be easily cleanable

5.8.4 The taillights at each end of the locomotive shall be switched on automatically whenever the

locomotive is energized

5.8.5 Headlights shall conform to annex A for illuminance

5.8.6 The taillight shall be rated at a minimum of 5 W Any parking lights shall also be rated at a minimum of

5.10.1 Locomotives, with the exception of trolley and compound locomotives, shall be equipped with a

sanding device which can be operated from any driving position The minimum requirement is for the sanding

to be directed for the benefit of the braked wheels of the first axle in the direction of travel

NOTE Sanding devices are not usually fitted to trolley and compound locomotives as this can form an insulating layer between the locomotive wheels and the rails forming the current return path

5.10.2 The sandboxes shall be designed to prevent the entry of moisture and impurities It shall be easy to fill

the sandboxes and to remove any clogging

5.11 Brake systems

5.11.1 General

5.11.1.1 Locomotives shall be fitted with service, emergency and parking brakes The braking

characteristics shall be designed for stopping the train within a distance as short as compatible with the intended frictional conditions between wheels and rails and with the intended loading and gradient without skidding The brakes shall be tested in accordance with annex B

5.11.1.2 Braking action shall be achieved by adhesion between wheel and rail with the exception of track

brakes

NOTE 1 For emergency and parking brakes only, track brakes should be used on steel tyred locomotives intended for operation on gradients greater than 4 %, see introduction, negotiation

NOTE 2 Indicative braking efforts should be considered acceptable for steel tyred locomotives if they are between

14 % to 18 % of the locomotive weight, and for rubber tyred or polymer derivative tyred locomotives if they are between

30 % and 35 % of the braked weight The above values should be considered in conjunction with track conditions specific

to the application as discussed and agreed between the manufacturer and end user

5.11.1.3 Where common components are used for service and emergency brakes any failure in one or more

of those components shall not reduce the braking ratio measured for emergency braking system working alone, see annex B

5.11.1.4 At least one of the braking systems shall be designed on fail-safe principles in accordance with

3.17 of EN 292-1:1991, e.g brake application by spring and released by power

5.11.1.5 The time interval between initiation of either the service or emergency brake and the development

of 90 % of the minimum required braking torque shall not exceed 2 s

5.11.1.6 The design and construction of the braking systems shall:

a) allow the locomotive to function without significant difference in either direction of travel;

b) allow the locomotive to move freely for towing purposes;

c) provide for adjustment of the brake effort

Additionally:

1) Brake shoes/pads and linings shall be fire resistant

2) Braking systems which are activated by pilot, relay or solenoid valves shall still be capable of being normally applied if one valve fails Any such failure shall be detectable and indicated to the driver 3) Pressure test point connections or indication shall be fitted to hydraulic and pneumatic brake systems allowing to detect loss of pressure at the shoe/pad actuator level

4) Pneumatic brake systems shall have easily accessible facilities for drainage of liquid

5.11.1.7 Means, such as hold to run control, shall be provided to detect incapacity of the driver

NOTE In addition to the above national legislation can require the use of a vigilance control (see clause 0, negotiation)

The emergency brake shall be applied automatically if the driver becomes incapacitated If it is possible for this emergency brake to release itself (e.g air pressure leaks away) then an additional brake shall be applied for this purpose that does not require external energy

5.11.2.2 Where the application of the service brake depends on accumulated hydraulic or pneumatic

energy, the design shall ensure that the energy supply is assured regardless of demands from other equipment and that either:

a) the emergency brake shall be automatically actuated if the supply pressure falls to the minimum specified pressure necessary for braking; or

b) the system shall be capable of sustaining at least five consecutive full applications of the service brakes from the accumulated energy alone On the fifth application, the service brake ratio shall be not less than that measured for the emergency brake ratio

5.11.2.3 The service braking system shall be resistant to heat fade (see also 7.1.3) and appropriate means

shall be provided to maintain this characteristic within the intended use

5.11.3 Emergency brake system

5.11.3.1 The emergency brake ratio shall be such that the locomotive can stop the train under all load and

gradient conditions specified by the manufacturer without skidding and with a minimum brake ratio of 9 % of the locomotive weight (see 7.1.3)

5.11.3.2 The brake shall act directly on the wheels or mechanically through the transmission, unless the

brake is a spring- or weight-applied track brake

5.11.3.3 Emergency braking shall be actuated at least in the following situations:

a) If the emergency stop device is operated (see 5.12.2.8);

b) If failure of the service braking system power supply occurs

Where 20 % over speed can be reached, a device shall automatically apply the emergency brake

5.11.3.4 It shall not be possible for the emergency brake to be released until the locomotive comes to rest

5.11.4 Parking brake

5.11.4.1 When applied alone the parking brake shall be capable of holding the locomotive stationary in the

worst case condition of intended use (i.e the maximum gradient, maximum load and minimum intended friction between the wheels and the rails)

5.11.4.2 The brake shall act directly on the wheels or mechanically through the transmission, unless the

brake is a spring- or weight- applied track brake

5.11.4.3 The parking brake shall be capable of being applied by the driver whilst he is in the driving position

5.11.4.4 The parking brake shall be actuated automatically when the driver leaves the driving position

unless the brake has already been applied by manual effort

5.11.5 Brake testing

Testing of the braking systems shall be undertaken in accordance with annex B

5.12 Control systems and devices

5.12.1 General

5.12.1.1 The control system shall be designed to meet the requirements of category 1 as defined in EN

954-1

5.12.1.2 Each locomotive shall be equipped with a keyed switch or equivalent device to prevent it from being

started by unauthorised persons

5.12.1.3 The emergency control circuit shall be category 0, according to EN 418

5.12.2 Control devices

5.12.2.1 Control devices shall be designed and arranged in accordance with EN 894 and have dimensions

conforming to EN 547-3 so that they can be operated easily and safely

The free space between each control and its surroundings shall not be less than:

a) 50 mm for operating handles that require a force > 50 N;

b) 25 mm for operating handles that require a force of ≤ 50 N;

c) 10 mm between rows of push buttons or switches;

d) 15 mm between separate push buttons;

e) 5 mm for push buttons that do not operate any movement of the locomotive or its lifting accessories; f) 25 mm pedals

5.12.2.2 Control devices shall be designed such that intentional human action is needed Control devices

shall be so designed, arranged or protected that they cannot be operated accidentally, which could lead to a hazardous situation, e.g when the driver is entering or leaving the driving position and/or from outside the cab

5.12.2.3 Forward/reverse control devices shall be designed such that their effect is consistent with their

movement On locomotives with more than one driving position, the layout of the control devices shall be identical

5.12.2.4 Foot operated traction or brake control devices shall not be used, other than the means fitted in

accordance with 5.11.1.7, or sanding controls The number of hand/foot controls and their layout shall allow any necessary simultaneous functioning

5.12.2.5 The speed control device shall be of the hold to run type

5.12.2.6 When the driver is at the intended driving position all the control devices necessary for operation of

the locomotive (e.g starting, stopping, speed control, horn, lights, sanding devices) shall be within reach of the driver

5.12.2.7 The control devices in 5.12.2 shall only be controlled from one driver's position at a time Means

shall be provided to ensure that the use of other control positions is prevented

This shall not apply to the emergency stop control device and parking brake control devices and fire extinguishing systems

5.12.2.8 Each cab shall be fitted with an emergency stop control device according to EN 418

5.12.2.9 Locomotives shall be equipped with a device, the actuation of which starts and stops the prime

mover

5.12.3 Displays

5.12.3.1 Displays shall be located in the recommended or acceptable zones of vision in accordance with EN

894-2

5.12.3.2 Each display shall be marked by clear symbols in accordance with ISO 6405 Where relevant, the

limits of normal operation shall be clearly marked

5.12.3.3 On locomotives with more than one driving position the arrangement of display equipment required

for operation shall be identical at each driving position

5.12.3.4 Display information

5.12.3.4.1 The following display information shall be provided at each driving position, where appropriate to

the particular type of locomotive:

a) speed;

b) pressure in pneumatic or hydraulic brake systems;

c) parking brake applied;

d) pressure(s) in the automatic fire extiguishing systems

Additionally, indication of the following shall be provided, though not necessarily at the driving position:

1) fuel level or battery charge;

2) hydraulic reservoir level;

3) running time or distance travelled meter

5.12.3.4.2 The following may be provided subject to negotiation with the user, see introduction:

a) temperature of oil-immersed brakes;

b) pressure in hydrostatic drives if service braking is hydrostatic;

c) engine oil pressure;

d) cooling water temperature;

e) hydraulic transmission temperature;

f) tachograph/ speedometer;

g) track measurement;

h) brake testing;

i) radio and signalling

5.12.3.5 Display equipment shall be illuminated This need not apply where no windscreen is fitted

5.13 Driver's cab

5.13.1 General

5.13.1.1 Depending on the intended place of use (see introduction, negotiation) a cab shall be fitted:

 at one or both ends; or

 in the middle and protruding;

 at one end and protruding

The cab shall conform to EN ISO 3411, medium operator, taking note 1 into account Where the height of the locomotive does not allow the previous requirements to be satisfied, the horizontal sitting surface height may

be reduced In this case, the shape of the floor of the cab and the position of the foot controls shall be adapted accordingly

NOTE Where the intended place of use does not allow the above dimensional requirements to be use, the dimensions of annex C should be used

5.13.1.2 It shall be possible to operate the locomotive without leaning out of the cab

The operator within the cab shall be, as far as possible, protected against heat and cold

NOTE Consideration should be given to the provision of facilities for the installation of ancillary equipment, e.g radio signalling

5.13.2 Strength

The drivers cab shall be of solid construction, see annex C The cab shall be securely fixed to the locomotive frame or, in the case of articulated cabs, coupled to the frame This coupling shall be designed in accordance with 5.3 and can only be uncoupled by the use of a tool

5.13.3 Entrances

5.13.3.1 Hand holds and access aids shall be provided where necessary An emergency exit from the cab

shall be provided on a different side from the regular exit

5.13.3.2 Cabs shall be designed to prevent persons from protruding or falling out This shall be achieved by

use of doors or barriers

5.13.3.3 Where doors or barriers are provided, they shall not open outwards beyond the width of the

locomotive

NOTE Doors should have the facility for automatic fixing in both the fully open and fully closed positions

5.13.3.4 It shall be possible to operate door catches from both outside and inside the cab

5.13.4 Sighting apertures

5.13.4.1 Drivers' cabs shall have sighting apertures on the end faces and in any doors

NOTE Other sighting apertures should be provided where possible to give good all-round vision

5.13.4.2 Any glazing shall be of safety glass or of other material which provides at least equal safety

5.13.5 Interior space, dimensions

5.13.5.1 The interior of drivers' cabs shall be designed to:

 ensure that uncovered edges are rounded and, where necessary, padded;

 contain a drivers' seats, controls and display equipment, and any other facilities necessary for operation, e.g radio signalling equipment;

 provide space at least for first aid boxes

5.13.5.2 Fittings and other equipment shall not restrict the driver's freedom of movement when he is getting

in or out of the cab and when operating the locomotive

5.13.6 Field of view

When seated at the front of the locomotive without any wagons attached, the driver shall be able to see the track, the roadway sides and the roof, from the distant limit of the headlight range back to a distance of not more than 1 m from the front of the locomotive For this purpose, the roadway sides and roof are to be taken

as being 500 mm outside or above the cab profile

Where protruding cabs are used at the middle or at one end, the minimum distance of visibility of the track shall be not less than 5m from the front of the locomotive

NOTE It may be necessary to improve vision with aids such as video cameras and monitors

5.13.7 Seats

5.13.7.1 Seats shall be firmly fixed to the locomotive They shall have a backrest the position and height of

which shall accommodate a cap lamp battery and self-rescuer without discomfort for the driver

Seats shall be adjustable and vibration damped for the driver’s weight

NOTE Arm supports should be provided to minimise fatigue where hand controls need to be used for long periods

5.13.7.2 Seats, backrests, and supports shall be padded The covering and upholstery material shall be

fire-resistant

5.13.7.3 Passenger seats shall be so positioned to avoid passengers restricting the driver's space

5.14 Fire protection

5.14.1 Components such as fuel tanks, fuel lines, cables, battery containers, and the hydraulic system

including associated lines and other items that can ignite due to heat given during operation shall be arranged and guarded to avoid fire

NOTE It is recommended that materials used in the construction of locomotives should be fire resistant

5.14.2 Provision shall be made for fitting the required number of portable fire extinguishers suitable in type

and size for the fire type and load and protected against heat and mechanical shock and vibration

5.14.3 Diesel locomotives shall be equipped with a built-in fire extinguishing system which can be operated

manually from any driver's cab Where the hydraulic system of a diesel locomotive does not contain resistant fluid, the fire extinguishing system shall be designed to operate automatically on locomotives designed for use in coal mines

fire-The extinguishing system shall cover the diesel engine and other parts at risk from fire, e.g transmission and hydraulic systems

Where an automatic fire extinguishing system is fitted, indication shall be provided that the operating pressures are correct

5.14.4 Where coal dust can accumulate close to hot components, they shall be so designed that their surface

temperature does not exceed 150 °C Insulating material shall not be used to satisfy this requirement on locomotives intended for use in coal mines

Any compressor shall be automatically disconnected in the event of the temperature of the air being discharged exceeding a value of 150 °C

5.14.5 Where single conductor cables are used, they shall be designed and installed so as to avoid any

hazard arising from induced current from magnetising fields, for example by causing electrical interference (see 4.4.1 of EN 60204-1:1998) or by causing dangerous levels of eddy currents to flow in adjacent metalwork, resulting in dangerous heating or in arcing in the metallic frame of the locomotive

5.14.6 The engine shall be shut down automatically in the event of actuation of any on-board automatic fire

extinguisher

5.14.7 Power transmission belts shall conform to ISO 1813

5.14.8 In the case of locomotives operating in coal mines the monitoring device on hydraulic systems referred

to in 5.4.1.12 shall also be arranged to cut off automatically the power to the pump at the manufacturer's specified temperature

6 Verification of safety requirements

Verification shall be accomplished by reference to annex D