Engineering

This European Standard applies to industrial trucks regardless of the power source (called only trucks) as defined in ISO 5053, variable reach trucks and their electrical/electronic systems when used in Residential, Commercial, Light Industry and Industrial Environments (see EN 61000-6-32007 and EN 61000-6-2:2005).

This European Standard defines:

- the requirements and the limit values for electromagnetic emission and immunity;

- the procedure and criteria for testing trucks and their electrical/electronic systems.

This Standard does not cover:

-  trucks intended for use outside the electromagnetic environments specified above;

-  trucks intended for use in the public domain with maximum speed exceeding 25 km/h;

-  driverless industrial trucks and their systems;

-  interaction between systems on the trucks;

-  interference to on-board radio equipment;

- equipment connected to AC-mains which is  only used when the truck is not being operated (e.g. on board charger)

This European Standard specifies minimum requirements for materials, design, construction and workmanship procedures, and tests for welded LPG road tanker pressure vessels and their welded attachments manufactured from carbon, carbon/manganese and micro alloy steels.

There is no upper size limit as this is determined by the gross vehicle weight limitation.

This European Standard does not cover pressure vessels for pressure vessel containers.

NOTE 1       In the context of this standard the term "road tanker" is understood to mean “fixed tanks” and “demountable tanks” as defined in ADR.

NOTE 2       The equipment for the pressure vessels and the inspection and testing after assembly is covered by EN 12252, and EN 14334, respectively.

NOTE 3       The design type of the road tanker is subject to approval by the competent authority, as required by ADR.

This European Standard specifies requirements and determination methods for newly certificated commercial civil passenger aircraft programmes regarding integrated air quality parameters and cabin air pressure.

This European Standard is intended to apply to newly certificated commercial civil passenger aircraft programmes. It may also apply to current production aircraft if it does not carry significant burden, i.e. if it can be shown to be technically feasible and economically justifiable.

This European Standard covers the period for each flight when the first crewmember enters the aircraft until the disembarkation of the last crewmember.

NOTE 1       During embarkation and disembarkation, reduced temperatures in the cabin may be desirable due to increased metabolic activity of the occupants. In some ground cases, the aircraft environmental control system (ECS) may not be able to compensate for the external conditions influencing the cabin comfort conditions, such as open doors, extreme hot/cold ground/air temperatures or radiant heat. In this case, external air-conditioning systems, for example conditioned low-pressure ground air or high-pressure supply, may be used to supplement the aircraft ECS. If the temperature range stated in this European Standard is regularly exceeded (either above or below the stated range), changes to airline and/or airport procedures and/or aircraft design should be introduced.

NOTE 2       During ground operations, the external air quality may adversely influence the air quality within the aircraft cabin. Contamination produced as a result of servicing activities or ground operations may enter the aircraft directly, for example via open doors, and the ECS may not be able to effectively control contaminant levels in the cabin. Airline and airport operational procedures should be organised so as to avoid direct contamination of the cabin from these pollutant sources. If the contaminant ranges stated in this European Standard are regularly exceeded, changes to airline and/or airport procedures and/or aircraft design should be introduced.

Outside air quality levels would usually be regulated by national authorities.

Individual predisposition may influence the proposed values and limits.

prEN 4666 is a self-standing standard, independent from EN 4618 or any other similar subject documents.

This European Standard covers data for:

-       Pressure Conditions (air pressure rate of change, absolute cabin air pressure)

-       Thermal Conditions (air temperature, surface temperature, draught)

-       Humidity Conditions

-       Noise and Vibration

-       Combined Effects

as newly developed by the European study “ICE - Ideal Cabin Environment” (European Contract No. AST4-CT-2005-516131) and its related findings.

This European Standard specifies requirements and determination methods for newly certificated commercial passenger aircraft programmes.

This European Standard applies to newly certificated commercial passenger aircraft programmes. It may also apply to current production aircraft if it does not carry significant penalties, i.e. if it can be shown to be technically feasible and economically justifiable.

This European Standard covers the period from first crew embarkation to last crew disembarkation.

NOTE 1       During embarkation and disembarkation, reduced temperatures in the cabin may be desirable due to increased metabolic activity of the occupants. In some ground cases, the aircraft environmental control system (ECS) may not be able to compensate for the external conditions influencing the cabin comfort conditions, such as open doors, extreme hot/cold ground/air temperatures or radiant heat. In this case, external air-conditioning systems, for example conditioned low-pressure ground air or high-pressure supply, may be used to supplement the aircraft ECS. If the temperature range stated in this European Standard is regularly exceeded (either above or below the stated range), changes to airline and/or airport procedures and/or aircraft design should be introduced.

NOTE 2       During ground operations, the external air quality may adversely influence the air quality within the aircraft cabin. Contamination produced as a result of servicing activities or ground operations vehicles may enter the aircraft directly, for example via open doors, and the ECS may not be able to effectively control contaminant levels in the cabin. Airline and airport operational procedures should be organised so as to avoid direct contamination of the cabin from these pollutant sources. If the contaminant ranges stated in this European Standard are regularly exceeded, changes to airline and/or airport procedures and/or aircraft design should be introduced.

Outside air quality levels would usually be regulated by national authorities.

The population under consideration – passengers and crew – excludes individuals with pre-existing infirmity or ill health conditions.

All values given in this document are sea-level equivalent (see Clause 4). According to the Air Quality Guidelines WHO 1999, paragraph 2.2.3, ‘For gaseous pollutants, no increase in effects over those experienced at sea level would be expected as a result of the increase of the inhalation, as the partial pressures of the pollutant gases will fall in line with that of oxygen.’ The limit concentrations at flight altitude can therefore be defined using pressure ratios.

Annex A provides the formula for calculating allowable concentrations at flight altitude.

There are many potential sources of contamination, which could affect the aircraft cabin environment. It would be impractical to set limits for all the chemical constituents of these sources.

The presence of marker compounds in concentrations that exceed the cabin air quality comfort, health or safety limits set in the standard may indicate that maintenance, procedural or operational change or design change is required to bring the air quality back within the limits set in this European Standard.

Several sources have been considered to identify contaminants produced during normal operation. The possible sources have been analysed to identify which chemical groupings are related to each one. At least one compound from each grouping identified for each potential source has been chosen as representative of that source.

To define the performance of the ECS, maximum contamination limits are given for the selected marker compounds. The marker compounds have been selected to be:

—       Measurable;

—       Representative of contaminants produced during operation;

—       Balanced across the chemical groupings of the potential contamination sources.

The selected marker compounds may occur in several of the selected potential sources. A full list of all compounds considered is given for completeness. Some of the compounds were subsequently disregarded because they were:

—       Expected to appear only in very low concentrations, and/or

—       Have low toxicity for given TLVs, and/or

—       Below the quantification limit of measurement method.

Where this is the case is marked in Table 1. Additionally, while some compounds may be present in many of the identified potential sources, they are only relevant (under the guidelines given above) for some of the potential sources. In this case this is also marked in Table 1.

The potential sources under consideration are described below:

—       Bio-effluents – compounds produced by the occupants;

—       Cabin Interior – compounds that may be used during cabin servicing and cleaning;

—       Solvents – compounds that may be present in the cabin due to, for example, cabin furnishing off-gassing;

—       External Conditions – compounds likely to be present in the environment, specifically near the airport, either from natural or man made sources;

—       Exhaust – compounds likely to be present in the engine or APU exhaust, which under certain environmental conditions may be ingested into the outside air intake;

—       Oils, lubricants and hydraulic fluids – compounds present in these fluids, and/or their thermal breakdown products, that may enter the cabin under certain conditions;

—       Fuel – compounds present in fuels that may enter the cabin under certain conditions.

Contaminants indicative of engine/APU lubricant or fuel leaks would enter the cabin through the bleed air system. The bleed air system may also carry ingested exhaust fumes, hydraulic fluid leaks and environmental pollution in to the cabin. On the ground, exhaust fumes and environmental pollution may also enter through open aircraft doors.

This European Standard specifies the safety requirements applicable to civil engineering works for installations for cableway installations designed to carry persons. In doing so, the various types of cableway installations and their environment are taken into consideration.

It includes requirements relating to the prevention of accidents and the protection of workers, notwithstanding the application of national regulations.

National regulations of a building regulations or federal / state regulations nature or which serve to protect particular groups of people remain unaffected.

It does not apply to cableway installations for transportation of goods nor to lifts.

This European Standard is applicable to:

—       new cableway installations designed to carry persons;

—       alterations to existing cableway installations, as far as the safety of civil engineering works or parts of them is involved and no contrary specifications apply.

This European Standard is applicable to process gas compressors and process gas compressor units having an operating pressure greater than 0,5 bar (gauge), an input shaft power greater than 0,5 kW and designed to compress all gases other than air, nitrogen or inert gases which are covered in Part 1. This document deals with all significant hazards, hazardous situations and events relevant to the design, installation, operation, maintenance, dismantling and disposal of process gas compressors and process gas compressor units, when they are used as intended and under conditions of misuse which are reasonably foreseeable by the manufacturer (see Clause 4).

This part of EN 1012 includes under the general term compressor units those machines which comprise:

—       the compressor

—       a drive system including the prime mover

—       any component or device supplied which is necessary for operation.

This part of EN 1012 is not applicable to compressors which are manufactured before the date of publication of this document by CEN.

The requirements of this standard do not take into account the interaction between the compressor/compressor unit and other processes carried out on site.

Excluded are:

•         refrigerant compressors used in refrigerating systems or heat pumps for which the safety requirements are given in EN 60335-2-34 or EN 12693.

•         the specification of performance levels and/or safety integrity levels for safety related parts of control systems.

Performance levels and/or safety integrity levels are an important aspect of compressor design and should be determined by the manufacturer and the user based on a risk assessment (see Introduction).

This standard does not cover those safety aspects of road transport dealt with by EC legislation for trailers.

This European Standard applies to hydronic fan coil units (FCU) as factory-made single assemblies which provide the functions or cooling and/or heating but do not include the source of cooling or heating.

The standard covers both free delivery and ducted units with a maximum external static pressure due to duct resistance of 120 Pa max.

This European standard provides methods for the determination of the acoustical performance of fan coil units, defining standard working condition and installation.

It is not the purpose of this standard to specify the tests used for production or field testing.

NOTE          For the purpose of remaining clauses the term “unit” is used to mean “fan coil unit” as defined in 3.1 of prEN 1397:2013.

1.1 This European standard specifies the general requirements for the construction, performance and safety of ball valves and closed bottom taper plug valves. It also details the test methods and marking requirements.

It applies to metallic valves for domestic and commercial not directly buried installations inside or outside of buildings, using gases of the first, second and third family (specified in EN 437) and working up to

0,2 · 10⁵ Pa, 0,5 · 10⁵ Pa, 1 x 10⁵Pa. 5 · 10⁵ Pa and 20 x 10⁵Pa.

NOTE          "Not directly buried" within the context of this standard means that valves below ground are not in direct contact with earth or other materials e.g. that they are in a protected encasement.

1.2 Valve nominal sizes (DN) covered by this European standard are as follows: 6, 8, 10, 12, 15, 20, 25, 32, 40, 50.