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Commission Regulation (EU) No 1302/2014 of 18 November 2014 concerning a technical specification for interoperability relating to the ‘rolling stock — locomotives and passenger rolling stock’ subsystem of the rail system in the European Union Text with EEA relevance
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12.12.2014   

EN

Official Journal of the European Union

L 356/228


COMMISSION REGULATION (EU) No 1302/2014

of 18 November 2014

concerning a technical specification for interoperability relating to the ‘rolling stock — locomotives and passenger rolling stock’ subsystem of the rail system in the European Union

(Text with EEA relevance)

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (1), and in particular Article 6(1) second subparagraph thereof,

Whereas:

(1)

Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council (2) establishing a European Railway Agency (Agency Regulation) requires the European Railway Agency (hereinafter ‘the Agency’) to ensure that the technical specifications for interoperability (hereinafter the ‘TSIs’) are adapted to technical progress, market trends and social requirements and to propose to the Commission the amendments to the TSIs which it considers necessary.

(2)

By Decision C(2010) 2576 of 29 April 2010, the Commission gave the Agency a mandate to develop and review the TSI's with a view to extending their scope to the whole rail system in the Union. Under the terms of that mandate, the Agency was requested to extend the scope of the TSI relating to the subsystem ‘rolling stock — locomotives and passenger rolling stock’, to the whole rail system in the Union.

(3)

On 12 December 2012, the Agency issued a recommendation on the revised TSI relating to the subsystem ‘rolling stock — locomotives and passenger rolling stock’.

(4)

In order to follow technological evolution and encourage modernisation, innovative solutions should be promoted and their implementation should, under certain conditions, be allowed. Where an innovative solution is proposed, the manufacturer or his authorised representative should state how they deviate from or how they complement to the relevant section of the TSI, and the innovative solution should be assessed by the Commission. If this assessment is positive, the Agency should define the appropriate functional and interface specifications of the innovative solution and develop the relevant assessment methods.

(5)

The TSI on rolling stock established by this Regulation does not deal with all essential requirements. In accordance with Article 5(6) of Directive 2008/57/EC, technical aspects which are not covered by it should be identified as ‘open points’ governed by national rules applicable in each Member State.

(6)

In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify the Commission and other Member States the technical rules, the conformity assessment and verification procedures to be used for the specific cases, and the bodies responsible for carrying out these procedures. The same obligation should be provided as regards to open points.

(7)

Rolling stock currently operates under existing national, bilateral, multinational or international agreements. It is important that these agreements do not hinder current and future progress towards interoperability. The Member States should therefore notify such agreements to the Commission.

(8)

In accordance with Article 11(5) of Directive 2008/57/EC, the TSI on rolling stock should allow, for a limited period of time, for interoperability constituents to be incorporated into subsystems without certification if certain conditions are met.

(9)

Commission Decisions 2008/232/EC (3) and 2011/291/EU (4) should therefore be repealed.

(10)

In order to prevent unnecessary additional costs and administrative burden, Decisions 2008/232/EC and 2011/291/EU should continue to apply after their repeal to the subsystems and projects referred to in Article 9(1)(a) of Directive 2008/57/EC.

(11)

The measures provided for in this Regulation are in accordance with the opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC,

HAS ADOPTED THIS REGULATION:

Article 1

The technical specification for interoperability (TSI) relating to the ‘rolling stock — locomotives and passengers rolling stock’ subsystem of the rail system in the entire European Union, as set out in the Annex, is hereby adopted.

Article 2

1.   The TSI shall apply to the ‘rolling stock’ subsystem as described in point 2.7 of Annex II to Directive 2008/57/EC which is, or is intended to be, operated on the rail network defined in point 1.2 of the Annex and which falls under one of the following types:

(a)

self-propelling thermal or electric trains;

(b)

thermal or electric traction units;

(c)

passenger carriages;

(d)

mobile railway infrastructure construction and maintenance equipment.

2.   The TSI shall apply to the rolling stock referred to in paragraph 1 which is intended to be operated on one or more of the following nominal track gauges: 1 435 mm, 1 520 mm, 1 524 mm, 1 600 mm and 1 668 mm, as stated in Section 2.3.2 of the Annex.

Article 3

1.   Without prejudice to Articles 8 and 9, and point 7.1.1 of the Annex, the TSI shall apply to all new rolling stock of the rail system in the Union, defined in Article 2(1), which is placed in service from 1 January 2015.

2.   The TSI shall not apply to existing rolling stock of the rail system in the European Union which is already placed in service on all or part of the network of any Member State on 1 January 2015, except when it is subject to renewal or upgrading in accordance with Article 20 of Directive 2008/57/EC and Section 7.1.2 of the Annex.

3.   The technical and geographical scope of this Regulation is set out in Sections 1.1 and 1.2 of the Annex.

4.   The fitment of the on-board energy measurement system defined in clause 4.2.8.2.8 of the Annex is mandatory for new, upgraded and renewed vehicles intended to be operated on networks equipped with the on-ground energy data collecting system (DCS) defined in point 4.2.17 of Commission Regulation (EU) No 1301/2014 (5).

Article 4

1.   With regard to the aspects classified as ‘open points’ set out in Appendix I of the Annex to this Regulation, the conditions to be complied with for verifying the interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be those national rules applicable in the Member State which authorises the placing in service of the subsystem covered by this Regulation.

2.   Within six months of the entry into force of this Regulation, each Member State shall send to the other Member States and the Commission the following information, unless such information has already been sent to them under Commission Decisions 2008/232/EC or 2011/291/EU:

(a)

the national rules referred to in paragraph 1;

(b)

the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1;

(c)

the bodies designated in accordance with Article 17(3), of Directive 2008/57/EC to carry out the conformity assessment and verification procedures with respect to the open points.

Article 5

1.   With regard to specific cases listed in Section 7.3 of the Annex to this Regulation, the conditions to be met for the verification of interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be the national rules applicable in the Member State which authorise the placing in service of the subsystem covered by this Regulation.

2.   Within six months of the entry into force of this Regulation, each Member State shall notify the other Member States and to the Commission with:

(a)

the national rules referred to in paragraph 1;

(b)

the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1;

(c)

the bodies designated in accordance with Article 17(3), of Directive 2008/57/EC to carry out the conformity assessment and verification procedures in the specific cases set out in Section 7.3 of the Annex.

Article 6

1.   Without prejudice to the agreements which have already been notified under Decision 2008/232/EC, and shall not be notified again, Member States shall notify the Commission, within six months of the entry into force of this Regulation, any existing national, bilateral, multilateral or international agreements under which the rolling stock within the scope of this Regulation is operated.

2.   Member States shall forthwith notify the Commission with any future agreements or modifications of existing agreements.

Article 7

In accordance with Article 9(3) of Directive 2008/57/EC, each Member State shall communicate to the Commission within one year of the entry into force of this Regulation the list of projects being implemented within its territory and are at an advanced stage of development.

Article 8

1.   An ‘EC’ certificate of verification for a subsystem that contains interoperability constituents which do not have an ‘EC’ declaration of conformity or suitability for use may be issued during a transitional period ending on 31 May 2017 provided the provisions laid down in Section 6.3 of the Annex are met.

2.   The production or upgrade/renewal of the subsystem using non-certified interoperability constituents shall be completed within the transitional period set out in paragraph 1, including the placing in service.

3.   During the transitional period set out in paragraph 1:

(a)

the reasons for non-certification of any interoperability constituents shall be properly identified by the notified body before granting the ‘EC’ certificate pursuant to Article 18 of Directive 2008/57/EC;

(b)

the national safety authorities, pursuant to Article 16(2)(c) of Directive 2004/49/EC of the European Parliament and of the Council (6), shall report on the use of non-certified interoperability constituents in the context of authorisation procedures in their annual report referred to in Article 18 of Directive 2004/49/EC.

4.   After one year from the entry into force of this Regulation, newly produced interoperability constituents shall be covered by the ‘EC’ declaration of conformity or suitability for use.

Article 9

The declaration of verification of a subsystem referred to in Articles 16 to 18 of Directive 2008/57/EC and/or the declaration of conformity to type of a new vehicle referred to in Article 26 of Directive 2008/57/EC established in accordance with Decision 2008/232/EC or Decision 2011/291/EU shall be considered valid until the Member States decide that the type or design certificate needs to be renewed as stated in those Decisions.

Article 10

1.   In order to keep pace with technological progress, innovative solutions may be required, which do not comply with the specifications set out in the Annex and/or for which the assessment methods set out in the Annex cannot be applied. In that case, new specifications and/or new assessment methods associated with those innovative solutions shall be developed.

2.   Innovative solutions may be related to the rolling stock subsystem, its parts and its interoperability constituents.

3.   If an innovative solution is proposed, the manufacturer or his authorised representative established within the Union shall declare how it deviates from or complements to the relevant provisions of this TSI and submit the deviations to the Commission for analysis. The Commission may request the opinion of the European Railway Agency (the Agency) on the proposed innovative solution.

4.   The Commission delivers an opinion on the innovative solution proposed. If this opinion is positive, the appropriate functional and interface specifications and the assessment method, which need to be included in the TSI in order to allow the use of this innovative solution, shall be developed and subsequently integrated in the TSI during the revision process pursuant to Article 6 of Directive 2008/57/EC. If the opinion is negative, the innovative solution proposed cannot be applied.

5.   Pending the review of the TSI, the positive opinion delivered by the Commission shall be considered as acceptable means of compliance with the essential requirements of Directive 2008/57/EC and may therefore be used for the assessment of the subsystem.

Article 11

1.   Decisions 2008/232/EC and 2011/291/EU are repealed with effect from 1 January 2015.

They shall however continue to apply to:

(a)

subsystems authorised in accordance with these Decisions;

(b)

cases referred to in Article 9 of this Regulation;

(c)

projects for new, renewed or upgraded subsystems which, at the date of publication of this Regulation, are at an advanced stage of development, are of an existing design or are the subject of a contract which is being carried out, as referred to in point 7.1.1.2 of the Annex to this Regulation.

2.   Decision 2008/232/EC continues to apply for noise and crosswind requirements under the conditions set out in point 7.1.1.6 and 7.1.1.7 of the Annex to this Regulation.

Article 12

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

It shall apply from 1 January 2015. However, an authorisation for placing in service may be granted in accordance with the TSI as set out in the Annex to this Regulation, before 1 January 2015.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at Brussels, 18 November 2014.

For the Commission

The President

Jean-Claude JUNCKER


(1)  OJ L 191, 18.7.2008, p. 1.

(2)  Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency (OJ L 164, 30.4.2004, p. 1).

(3)  Commission Decision 2008/232/EC of 21 February 2008 concerning a technical specification for interoperability relating to the rolling stock sub-system of the trans-European high speed rail system (OJ L 84, 26.3.2008, p. 132).

(4)  Commission Decision 2011/291/EU of 26 April 2011 concerning a technical specification for interoperability relating to the rolling stock subsystem — ‘Locomotives and passenger rolling stock’ of the trans-European conventional rail system (OJ L 139, 26.5.2011, p. 1).

(5)  Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘energy’ subsystem of the rail system in the Union (See page 179 of this Official Journal).

(6)  Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community's railways and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification (OJ L 164, 30.4.2004, p. 44).


ANNEX

1.

Introduction 236

1.1.

Technical Scope 236

1.2.

Geographical Scope 236

1.3.

Content of this TSI 236

2.

Rolling stock subsystem and functions 237

2.1.

The rolling stock subsystem as part of the Union's rail system 237

2.2.

Definitions related to rolling stock 238

2.2.1.

Train formation 238

2.2.2.

Rolling stock 238

2.3.

Rolling stock in the scope of this TSI 239

2.3.1.

Types of rolling stock 239

2.3.2.

Track gauge 240

2.3.3.

Maximum speed 240

3.

Essential requirements 240

3.1.

Elements of the rolling stock subsystem corresponding to the essential requirements 240

3.2.

Essential requirements not covered by this TSI 246

3.2.1.

General requirements, requirements related to maintenance and operation 246

3.2.2.

Requirements specific to other subsystems 247

4.

Characterisation of the rolling stock subsystem 247

4.1.

Introduction 247

4.1.1.

General 247

4.1.2.

Description of the Rolling stock subject to the application of this TSI 248

4.1.3.

Main categorisation of the rolling stock for application of TSI requirements 248

4.1.4.

Categorisation of the rolling stock for fire safety 249

4.2.

Functional and technical specification of the sub-system 249

4.2.1.

General 249

4.2.2.

Structure and mechanical parts 250

4.2.3.

Track interaction and gauging 257

4.2.4.

Braking 267

4.2.5.

Passenger related items 279

4.2.6.

Environmental conditions and aerodynamic effects 287

4.2.7.

External lights & visible and audible warning devices 291

4.2.8.

Traction and electrical equipment 294

4.2.9.

Driver's Cab and driver-machine interface 301

4.2.10.

Fire safety and evacuation 307

4.2.11.

Servicing 311

4.2.12.

Documentation for operation and maintenance 312

4.3.

Functional and technical specification of the interfaces 316

4.3.1.

Interface with Energy subsystem 316

4.3.2.

Interface with Infrastructure subsystem 317

4.3.3.

Interface with Operation subsystem 318

4.3.4.

Interface with the Control, command and signalling subsystem 319

4.3.5.

Interface with the Telematic application for passengers subsystem 319

4.4.

Operating rules 320

4.5.

Maintenance rules 320

4.6.

Professional competencies 321

4.7.

Health and safety conditions 321

4.8.

European register of authorised types of vehicles 321

5.

Interoperability constituents 321

5.1.

Definition 321

5.2.

Innovative solution 322

5.3.

Interoperability constituent specification 322

5.3.1.

Automatic centre buffer coupler 322

5.3.2.

Manual end coupling 322

5.3.3.

Rescue couplers 323

5.3.4.

Wheels 323

5.3.5.

WSP (wheel slide protection system) 323

5.3.6.

Head lamps 323

5.3.7.

Marker lamps 323

5.3.8.

Tail lamps 323

5.3.9.

Horns 324

5.3.10.

Pantograph 324

5.3.11.

Contact strips 324

5.3.12.

Main circuit breaker 325

5.3.13.

Driver's seat 325

5.3.14.

Toilet discharge connection 325

5.3.15.

Inlet connection for water tanks 325

6.

Assessment of conformity or suitability for use and ‘EC’ verification 325

6.1.

Interoperability constituents 325

6.1.1.

Conformity assessment 325

6.1.2.

Application of modules 325

6.1.3.

Particular assessment procedures for interoperability constituents 327

6.1.4.

Project phases where assessment is required 330

6.1.5.

Innovative solutions 330

6.1.6.

Assessment of suitability for use 330

6.2.

Rolling stock subsystem 330

6.2.1.

EC verification (general) 330

6.2.2.

Application of modules 331

6.2.3.

Particular assessment procedures for subsystems 331

6.2.4.

Project phases where assessment is required 340

6.2.5.

Innovative solutions 341

6.2.6.

Assessment of documentation requested for operation and maintenance 341

6.2.7.

Assessment of units intended to be used in general operation 341

6.2.8.

Assessment of units intended to be used in predefined formation(s) 341

6.2.9.

Particular case: Assessment of units intended to be included in an existing fixed formation 341

6.3.

Subsystem containing Interoperability constituents not holding an EC declaration 342

6.3.1.

Conditions 342

6.3.2.

Documentation 342

6.3.3.

Maintenance of the subsystems certified according to clause 6.3.1 342

7.

Implementation 343

7.1.

General rules for implementation 343

7.1.1.

Application to newly built rolling stock 343

7.1.2.

Renewal and upgrade of existing rolling stock 345

7.1.3.

Rules related to the type or design examination certificates 346

7.2.

Compatibility with other subsystems 347

7.3.

Specific cases 347

7.3.1.

General 347

7.3.2.

List of specific cases 348

7.4.

Specific environmental conditions 360

7.5.

Aspects that have to be considered in the revision process or in other activities of the Agency 361

7.5.1.

Aspects related to a basic parameter in this TSI 362

7.5.2.

Aspects not related to a basic parameter in this TSI but subject to research projects 362

7.5.3.

Aspects relevant for the EU railway system but out of the scope of TSI's 363

APPENDIX A —

Buffers and screw coupling system 365

APPENDIX B —

1 520 mm system gauge ‘T’ 367

APPENDIX C —

Special provisions for on track machines (OTM) 369

APPENDIX D —

On-board energy measurement system 377

APPENDIX E —

Anthropometric measurements of the driver 374

APPENDIX F —

Front visibility 375

APPENDIX G —

Servicing 376

APPENDIX H —

Assessment of the rolling stock subsystem 378

APPENDIX I —

Aspects for which the technical specification is not available (open points) 386

APPENDIX J —

Technical specifications referred to in this TSI 387

1.   INTRODUCTION

1.1.   Technical Scope

This technical specification for interoperability (TSI) is a specification by which a particular subsystem is addressed in order to meet the essential requirements and ensure the interoperability of the Union's rail system as described in Article 1 of Directive 2008/57/EC.

The particular subsystem is the rolling stock of the Union's rail system referred to in Annex II Section 2.7 of Directive 2008/57/EC.

This TSI is applicable to rolling stock:

which is (or is intended to be) operated on the rail network defined in the Section 1.2 ‘Geographical scope’ of this TSI,

and

which is of one of the following types (as defined in Annex I Sections 1.2 and 2.2 of Directive 2008/57/EC):

Self-propelling thermal or electric trains,

Thermal or electric traction units,

Passenger carriages,

Mobile railway infrastructure construction and maintenance equipment.

Rolling stock of the types mentioned in Article 1(3) of Directive 2008/57/EC are excluded from the scope of this TSI:

Metros, tram, and other light rail vehicles,

Vehicles for the operation of local, urban or suburban passenger services on networks that are functionally separate from the rest of the railway system,

Vehicles exclusively used on privately owned railway infrastructure that exists solely for use by the owner for its own freight operations,

Vehicles reserved for a strictly local, historical or touristic use.

The detailed definition of the rolling stock in the scope of this TSI is given in Chapter 2.

1.2.   Geographical Scope

The geographical scope of this TSI is the network of the whole rail system, composed of:

The trans-European conventional rail system network (TEN) as described in Annex I Section 1.1 ‘Network’ of Directive 2008/57/EC

The trans-European high-speed rail system network (TEN) as described in Annex I Section 2.1 ‘Network’ of Directive 2008/57/EC

Other parts of the network of the whole rail system, following the extension of the scope as described in Annex I Section 4 of Directive 2008/57/EC,

and excludes the cases referred to in Article 1(3) of Directive 2008/57/EC.

1.3.   Content of this TSI

In accordance with Article 5(3) of Directive 2008/57/EC this TSI:

(a)

indicates its intended scope (Chapter 2);

(b)

lays down essential requirements for the subsystem rolling stock ‘Locomotives and passenger rolling stock’ and its interfaces vis-à-vis other subsystems (Chapter 3);

(c)

establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Chapter 4);

(d)

determines the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the European Union's rail system (Chapter 5);

(e)

states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, on the one hand, or the ‘EC’ verification of the subsystems, on the other hand (Chapter 6);

(f)

indicates the strategy for implementing this TSI (Chapter 7);

(g)

indicates for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (Chapter 4).

In accordance with Article 5(5) of Directive 2008/57/EC, provision may be made for specific cases for each TSI; such specific cases are indicated in Chapter 7.

2.   ROLLING STOCK SUBSYSTEM AND FUNCTIONS

2.1.   The rolling stock subsystem as part of the Union's rail system

The Union's rail system has been broken down into the following subsystems as defined in Annex II (Section 1) of Directive 2008/57/EC.

(a)

Structural areas:

Infrastructure,

Energy,

trackside control-command and signalling,

on-board control-command and signalling,

rolling stock;

(b)

Functional areas:

Operation and traffic management,

Maintenance,

telematics applications for passenger and freight services.

With the exception of maintenance, each sub-system is dealt with in specific TSI(s).

The rolling stock subsystem dealt with in this TSI (as defined in Section 1.1) has interfaces with all other subsystems of the Union rail system mentioned above; these interfaces are considered within the frame of an integrated system, compliant with all the relevant TSIs.

Additionally, there are two TSIs describing specific aspects of the railway system and concerning several subsystems, the rolling stock subsystem being one of them:

(a)

safety in railway tunnels (TSI SRT);

(b)

accessibility for people with reduced mobility (TSI PRM);

and two TSIs concerning particular aspects of the rolling stock subsystem:

(c)

noise (TSI Noise);

(d)

freight wagons.

The requirements concerning the rolling stock subsystem expressed in these four TSIs are not repeated in the present TSI. These four TSIs apply also for the rolling stock subsystem according to their respective scopes and implementation rules.

2.2.   Definitions related to rolling stock

For the purpose of this TSI, the following definitions apply:

2.2.1.   Train formation:

(a)

A ‘unit’ is the generic term used to name the rolling stock which is subject to the application of this TSI, and therefore subject to ‘EC’ verification.

(b)

A Unit may be composed of several ‘vehicles’, as defined in Directive 2008/57/EC, Article 2(c); considering the scope of this TSI, the use of the term ‘vehicle’ in this TSI is limited to the rolling stock subsystem as defined in Chapter 1.

(c)

A ‘train’ is an operational formation consisting of one or more units.

(d)

A ‘passenger train’ is an operational formation accessible to passengers (a train composed of passenger vehicles but not accessible to passengers is not considered as a passenger train).

(e)

A ‘fixed formation’ is a train formation that can only be reconfigured within a workshop environment.

(f)

A ‘predefined formation(s)’ is a train formation(s) of several units coupled together, which is defined at design stage and can be reconfigured during operation.

(g)

‘Multiple operation’: is an operational formation consisting of more than one unit:

Trainsets designed so that several of them (of the type under assessment) are capable of being coupled together to operate as a single train controlled from 1 driver's cab.

Locomotives designed so that several of them (of the type under assessment) are capable of being included in a single train controlled from 1 driver's cab.

(h)

‘General operation’: A unit is designed for general operation when the unit is intended to be coupled with other unit(s) in a train formation which is not defined at design stage.

2.2.2.   Rolling stock:

Definitions below are classified in four groups as defined in the Section 1.2 of Annex I to Directive 2008/57/EC.

(A)

Self-propelling thermal and/or electric trains:

(a)

A ‘trainset’ is a fixed formation that can operate as a train; it is by definition not intended to be reconfigured, except within a workshop environment. It is composed of only motored or of motored and non-motored vehicles.

(b)

An ‘electric and/or diesel multiple unit’ is a trainset in which all vehicles are capable of carrying a payload (passengers or luggage/mail or freight).

(c)

A ‘railcar’ is a vehicle that can operate autonomously and is capable of carrying a payload (passengers or luggage/mail or freight).

(B)

Thermal and/or electric traction units:

A ‘locomotive’ is a traction vehicle (or combination of several vehicles) that is not intended to carry a payload and has the ability to be uncoupled in normal operation from a train and to operate independently.

A ‘shunter’ is a traction unit designed for use only on shunting yards, stations and depots.

Traction in a train can also be provided by a powered vehicle with or without driving cab, which is not intended to be uncoupled during normal operation. Such a vehicle is called a ‘power unit’ (or ‘power car’) in general or a ‘power head’ when located at one end of the trainset and fitted with a driving cab.

(C)

Passenger carriages and other related cars:

A ‘coach’ is a vehicle without traction in a fixed or variable formation capable of carrying passengers (by extension, requirements specified to apply to coaches in this TSI are deemed to apply also to restaurant cars, sleeping cars, couchettes cars, etc.).

A ‘van’ is a vehicle without traction capable of carrying payload other than passengers, e.g. luggage or mail, intended to be integrated into a fixed or variable formation which is intended to transport passengers.

A ‘driving trailer’ is a vehicle without traction equipped with a driving cab.

A coach may be equipped with a driver's cab; such a coach is then named a ‘driving coach’.

A van may be fitted with a driver's cab and as such is known as a ‘driving van’.

A ‘car carrier’ is a vehicle without traction capable of carrying passenger motor cars without their passengers and which is intended to be integrated in a passenger train.

A ‘fixed rake of coaches’ is a formation of several coaches ‘semi-permanently’ coupled together, or which can be reconfigured only when it is out of service.

(D)

Mobile railway infrastructure construction and maintenance equipment

‘On track machines (OTMs)’ are vehicles specially designed for construction and maintenance of the track and infrastructure. OTMs are used in different modes: working mode, transport mode as self-propelling vehicle, transport mode as a hauled vehicle.

‘Infrastructure inspection vehicles’ are utilised to monitor the condition of the infrastructure. They are operated in the same way as freight or passenger trains, with no distinction between transport and working modes.

2.3.   Rolling stock in the scope of this TSI

2.3.1.   Types of rolling stock

The scope of this TSI concerning rolling stock, classified in four groups as defined in the Annex I Section 1.2 of Directive 2008/57/EC, is detailed as follows:

(A)

Self-propelling thermal and/or electric trains:

This type includes any train in fixed or predefined formation, composed of vehicles passenger carrying and/or vehicles not carrying passengers.

Thermal or electric traction equipment is installed in some vehicles of the train, and the train is fitted with a driver's cab.

Exclusion from the scope:

Railcars or Electric and/or Diesel Multiple Units intended to operate on explicitly identified local, urban or suburban networks functionally separate from the rest of the railway system are not in the scope of this TSI.

Rolling stock which is designed to operate primarily on urban metro, tramway or other light rail networks is not in the scope of this TSI.

These types of rolling stock may be authorised to operate on particular sections of the Union railway network that are identified for this purpose (due to the local configuration of the railway network) by reference to the Register of Infrastructure.

In that case, and provided that they are not explicitly excluded from the scope of Directive 2008/57/EC, Articles 24 and 25 of Directive 2008/57/EC (referring to national rules) are applicable.

(B)

Thermal and/or electric traction units:

This type includes traction vehicles that are not capable of carrying a payload, such as thermal or electric locomotives or power units.

The concerned traction vehicles are intended for freight or/and passenger transport.

Exclusion from the scope:

Shunters (as defined in Section 2.2) are not in the scope of this TSI; when they are intended to operate on the Union railway network (movement between shunting yards, stations and depots), Articles 24 and 25 of Directive 2008/57/EC (referring to national rules) are applicable.

(C)

Passenger carriages and other related cars:

Passenger carriages:

This type includes vehicles without traction carrying passengers (coaches, as defined in Section 2.2), and operated in a variable formation with vehicles from the category ‘thermal or electric traction units’ defined above to provide the traction function.

Non-passenger carrying vehicles included in a passenger train:

This type include vehicles without traction included in passenger trains (e.g. luggage or postal vans, car carriers, vehicles for service, etc.); they are in the scope of this TSI, as vehicles related to transport of passengers.

Exclusion from the scope of this TSI:

Freight wagons are not in the scope of this TSI; they are covered by the ‘freight wagons’ TSI even when they are included in a passenger train (the train composition is in this case an operational issue).

Vehicles intended to carry road motor vehicles (with persons on-board these road motor vehicles) are not in the scope of this TSI; when they are intended to operate on the Union railway network, Articles 24 and 25 of Directive 2008/57/EC (referring to national rules) are applicable.

(D)

Mobile railway infrastructure construction and maintenance equipment

This type of rolling stock is in the scope of the TSI only when:

It is running on its own rail wheels, and

It is designed and intended to be detected by a track based train detection system for traffic management, and

In case of OTMs, it is in transport (running) configuration, self-propelled or hauled.

Exclusion from the scope of this TSI:

In case of OTMs, working configuration is outside the scope of this TSI.

2.3.2.   Track gauge

This TSI is applicable to rolling stock which is intended to be operated on networks of track gauge 1 435 mm, or on one of the following nominal track gauges: 1 520 mm, 1 524 mm system, 1 600 mm system and 1 668 mm system.

2.3.3.   Maximum speed

Considering the integrated railway system composed of several subsystems (in particular fixed installations; see Section 2.1), the maximum design speed of rolling stock is deemed to be lower or equal to 350 km/h.

In case of maximum design speed higher than 350 km/h, this technical specification applies, but has to be complemented for the speed range above 350 km/h (or maximum speed related to a particular parameter, where specified in the relevant point of Section 4.2 up to the maximum design speed, by application of the procedure for innovative solutions described in Article 10.

3.   ESSENTIAL REQUIREMENTS

3.1.   Elements of the rolling stock subsystem corresponding to the essential requirements

The following table indicates the essential requirements, as set out and numbered in Annex III of Directive 2008/57/EC, taken into account by the specifications set out in Chapter 4 of this TSI.

Rolling stock elements corresponding to essential requirements

Note: only points in Section 4.2 which contain requirements are listed.

Ref. Point

Element of the rolling stock sub-system

Safety

Reliability-Availability

Health

Environmental protection

Technical compatibility

4.2.2.2.2

Inner coupling

1.1.3

2.4.1

 

 

 

 

4.2.2.2.3

End coupling

1.1.3

2.4.1

 

 

 

 

4.2.2.2.4

Rescue coupling

 

2.4.2

 

 

2.5.3

4.2.2.2.5

Staff access for coupling and uncoupling

1.1.5

 

2.5.1

 

2.5.3

4.2.2.3

Gangways

1.1.5

 

 

 

 

4.2.2.4

Strength of vehicle structure

1.1.3

2.4.1

 

 

 

 

4.2.2.5

Passive safety

2.4.1

 

 

 

 

4.2.2.6

Lifting and jacking

 

 

 

 

2.5.3

4.2.2.7

Fixing of devices to carbody structure

1.1.3

 

 

 

 

4.2.2.8

Staff and freight access doors

1.1.5

2.4.1

 

 

 

 

4.2.2.9

Mechanical characteristics of glass

2.4.1

 

 

 

 

4.2.2.10

Load conditions and weighted mass

1.1.3

 

 

 

 

4.2.3.1

Gauging

 

 

 

 

2.4.3

4.2.3.2.1

Axle load parameter

 

 

 

 

2.4.3

4.2.3.2.2

Wheel load

1.1.3

 

 

 

 

4.2.3.3.1

Rolling stock characteristics for compatibility with train detection systems

1.1.1

 

 

 

2.4.3

2.3.2

4.2.3.3.2

Axle bearing condition monitoring

1.1.1

1.2

 

 

 

4.2.3.4.1

Safety against derailment running on twisted track

1.1.1

1.1.2

 

 

 

2.4.3

4.2.3.4.2

Running dynamic behaviour

1.1.1

1.1.2

 

 

 

2.4.3

4.2.3.4.2.1

Limit values for running safety

1.1.1

1.1.2

 

 

 

2.4.3

4.2.3.4.2.2

Track loading limit values

 

 

 

 

2.4.3

4.2.3.4.3

Equivalent conicity

1.1.1

1.1.2

 

 

 

2.4.3

4.2.3.4.3.1

Design values for new wheel profiles

1.1.1

1.1.2

 

 

 

2.4.3

4.2.3.4.3.2

In-service values of wheelset equivalent conicity

1.1.2

1.2

 

 

2.4.3

4.2.3.5.1

Structural design of bogie frame

1.1.1

1.1.2

 

 

 

 

4.2.3.5.2.1

Mechanical and geometrical characteristics of wheelsets

1.1.1

1.1.2

 

 

 

2.4.3

4.2.3.5.2.2

Mechanical and geometrical characteristics of wheels

1.1.1

1.1.2

 

 

 

 

4.2.3.5.2.3

Variable gauge wheelsets

1.1.1

1.1.2

 

 

 

 

4.2.3.6

Minimum curve radius

1.1.1

1.1.2

 

 

 

2.4.3

4.2.3.7

Life guards

1.1.1

 

 

 

 

4.2.4.2.1

Braking — Functional requirements

1.1.1

2.4.1

2.4.2

 

 

1.5

4.2.4.2.2

Braking — Safety requirements

1.1.1

1.2

2.4.2

 

 

 

4.2.4.3

Type of brake system

 

 

 

 

2.4.3

4.2.4.4.1

Emergency braking command

2.4.1

 

 

 

2.4.3

4.2.4.4.2

Service braking command

 

 

 

 

2.4.3

4.2.4.4.3

Direct braking command

 

 

 

 

2.4.3

4.2.4.4.4

Dynamic braking command

1.1.3

 

 

 

 

4.2.4.4.5

Parking braking command

 

 

 

 

2.4.3

4.2.4.5.1

Braking performance — General requirements

1.1.1

2.4.1

2.4.2

 

 

1.5

4.2.4.5.2

Emergency braking

1.1.2

2.4.1

 

 

 

2.4.3

4.2.4.5.3

Service braking

 

 

 

 

2.4.3

4.2.4.5.4

Calculations related to thermal capacity

2.4.1

 

 

 

2.4.3

4.2.4.5.5

Parking brake

2.4.1

 

 

 

2.4.3

4.2.4.6.1

Limit of wheel rail adhesion profile

2.4.1

1.2

2.4.2

 

 

 

4.2.4.6.2

Wheel slide protection system

2.4.1

1.2

2.4.2

 

 

 

4.2.4.7

Dynamic brake — Braking systems linked to traction system

2.4.1

1.2

2.4.2

 

 

 

4.2.4.8.1.

Braking system independent of adhesion conditions — General

2.4.1

1.2

2.4.2

 

 

 

4.2.4.8.2.

Magnetic track brake

 

 

 

 

2.4.3

4.2.4.8.3

Eddy current track brake

 

 

 

 

2.4.3

4.2.4.9

Brake state and fault indication

1.1.1

1.2

2.4.2

 

 

 

4.2.4.10

Brake requirements for rescue purposes

 

2.4.2

 

 

 

4.2.5.1

Sanitary systems

 

 

 

1.4.1

 

4.2.5.2

Public address system: audible communication system

2.4.1

 

 

 

 

4.2.5.3

Passenger alarm

2.4.1

 

 

 

 

4.2.5.4

Communication devices for passengers

2.4.1

 

 

 

 

4.2.5.5

Exterior doors: access to and egress from Rolling stock

2.4.1

 

 

 

 

4.2.5.6

Exterior doors: system construction

1.1.3

2.4.1

 

 

 

 

4.2.5.7

inter-unit doors

1.1.5

 

 

 

 

4.2.5.8

Internal air quality

 

 

1.3.2

 

 

4.2.5.9

body side windows

1.1.5

 

 

 

 

4.2.6.1

Environmental conditions

 

2.4.2

 

 

 

4.2.6.2.1

Slipstream effects on passengers on platform and on workers at track side

1.1.1

 

1.3.1

 

 

4.2.6.2.2

Head pressure pulse

 

 

 

 

2.4.3

4.2.6.2.3

Maximum pressure variations in tunnels

 

 

 

 

2.4.3

4.2.6.2.4

Cross wind

1.1.1

 

 

 

 

4.2.6.2.5

Aerodynamic effect on ballasted track

1.1.1

 

 

 

2.4.3

4.2.7.1.1

Head lights

 

 

 

 

2.4.3

4.2.7.1.2

Marker lights

1.1.1

 

 

 

2.4.3

4.2.7.1.3

Tail lights

1.1.1

 

 

 

2.4.3

4.2.7.1.4

Lamp controls

 

 

 

 

2.4.3

4.2.7.2.1

Horn — General

1.1.1

 

 

 

2.4.3

2.6.3

4.2.7.2.2

Warning horn sound pressure levels

1.1.1

 

1.3.1

 

 

4.2.7.2.3

Protection

 

 

 

 

2.4.3

4.2.7.2.4

Horn control

1.1.1

 

 

 

2.4.3

4.2.8.1

Traction performance

 

 

 

 

2.4.3

2.6.3

4.2.8.2

4.2.8.2.1 to 4.2.8.2.9

Power supply

 

 

 

 

1.5

2.4.3

2.2.3

4.2.8.2.10

Electrical protection of the train

2.4.1

 

 

 

 

4.2.8.3

Diesel and other thermal traction system

2.4.1

 

 

 

1.4.1

4.2.8.4

Protection against electrical hazards

2.4.1

 

 

 

 

4.2.9.1.1

Driver's cab — General

4.2.9.1.2

Access and egress

1.1.5

 

 

 

2.4.3

4.2.9.1.3

External visibility

1.1.1

 

 

 

2.4.3

4.2.9.1.4

Interior layout

1.1.5

 

 

 

 

4.2.9.1.5

Driver's seat

 

 

1.3.1

 

 

4.2.9.1.6

Driver's desk- Ergonomics

1.1.5

 

1.3.1

 

 

4.2.9.1.7

Climate control and air quality

 

 

1.3.1

 

 

4.2.9.1.8

Internal lighting

 

 

 

 

2.6.3

4.2.9.2.1

Windscreen — Mechanical characteristics

2.4.1

 

 

 

 

4.2.9.2.2

Windscreen — Optical characteristics

 

 

 

 

2.4.3

4.2.9.2.3

Windscreen — Equipment

 

 

 

 

2.4.3

4.2.9.3.1

Driver's activity control function

1.1.1

 

 

 

2.6.3

4.2.9.3.2

Speed indication

1.1.5

 

 

 

 

4.2.9.3.3

Driver display unit and screens

1.1.5

 

 

 

 

4.2.9.3.4

Controls and indicators

1.1.5

 

 

 

 

4.2.9.3.5

Labelling

 

 

 

 

2.6.3

4.2.9.3.6

Radio remote control function by staff for shunting operation

1.1.1

 

 

 

 

4.2.9.4

On-board tools and portable equipment

2.4.1

 

 

 

2.4.3

2.6.3

4.2.9.5

Storage facility for staff personal effects

4.2.9.6

Recording device

 

 

 

 

2.4.4

4.2.10.2

Fire safety — Measures to prevent fire

1.1.4

 

1.3.2

1.4.2

 

4.2.10.3

Measures to detect/control fire

1.1.4

 

 

 

 

4.2.10.4

Requirements related to emergency situations

2.4.1

 

 

 

 

4.2.10.5

Requirements related to evacuation

2.4.1

 

 

 

 

4.2.11.2

Train exterior cleaning

 

 

 

 

1.5

4.2.11.3

Connection to toilet discharge system

 

 

 

 

1.5

4.2.11.4

Water refilling equipment

 

 

1.3.1

 

 

4.2.11.5

Interface for water refilling

 

 

 

 

1.5

4.2.11.6

Special requirements for stabling of trains

 

 

 

 

1.5

4.2.11.7

Refuelling equipment

 

 

 

 

1.5

4.2.11.8

Train interior cleaning — power supply

 

 

 

 

2.5.3

4.2.12.2

General documentation

 

 

 

 

1.5

4.2.12.3

Documentation related to maintenance

1.1.1

 

 

 

2.5.1

2.5.2

2.6.1

2.6.2

4.2.12.4

Operating documentation

1.1.1

 

 

 

2.4.2

2.6.1

2.6.2

4.2.12.5

Lifting diagram and instructions

 

 

 

 

2.5.3

4.2.12.6

Rescue related descriptions

 

2.4.2

 

 

2.5.3

3.2.   Essential requirements not covered by this TSI

Some of the essential requirements classified as ‘general requirements’ or ‘specific to other subsystems’ in Annex III to Directive 2008/57/EC have an impact on the rolling stock subsystem; those that are not covered, or are covered with limitations within the scope of this TSI, are identified below

3.2.1.   General requirements, requirements related to maintenance and operation

The numbering of the paragraphs and the essential requirements hereunder are those set out in Annex III to Directive 2008/57/EC.

The essential requirements that are not covered within the scope of this TSI are the following:

1.4.   Environmental protection

1.4.1.

‘The environmental impact of establishment and operation of the rail system must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force.’

This essential requirement is covered by the relevant European provisions in force.

1.4.3.

‘The rolling stock and energy-supply systems must be designed and manufactured in such a way as to be electromagnetically compatible with the installations, equipment and public or private networks with which they might interfere.’

This essential requirement is covered by the relevant European provisions in force.

1.4.4.

‘Operation of the rail system must respect existing regulations on noise pollution.’

This essential requirement is covered by the relevant European provisions in force (in particular Noise TSI, and HS RST TSI 2008 until all rolling stock are covered by the Noise TSI).

1.4.5.

‘Operation of the rail system must not give rise to an inadmissible level of ground vibrations for the activities and areas close to the infrastructure and in a normal state of maintenance.’

This essential requirement is in the scope of the Infrastructure.

2.5   Maintenance

These essential requirements are relevant within the scope of this TSI according to Section 3.1 of this TSI only for the technical maintenance documentation related to the rolling stock subsystem; they are not covered within the scope of this TSI regarding maintenance installations.

2.6   Operation

These essential requirements are relevant within the scope of this TSI according to Section 3.1 of this TSI for the operating documentation related to the rolling stock subsystem (essential requirements 2.6.1 and 2.6.2), and for technical compatibility of the rolling stock with operating rules (essential requirements 2.6.3).

3.2.2.   Requirements specific to other subsystems

Requirements on the relevant other sub-systems are necessary to fulfil these essential requirements for the whole railway system.

The requirements on the rolling stock subsystem which contribute to the fulfilment of these essential requirements are mentioned in the Section 3.1 of this TSI; corresponding essential requirements are those set out in Sections 2.2.3 and 2.3.2 of Annex III to Directive 2008/57/EC.

Other essential requirements are not covered within the scope of this TSI.

4.   CHARACTERISATION OF THE ROLLING STOCK SUBSYSTEM

4.1.   Introduction

4.1.1.   General

(1)

The Union's rail system, to which Directive 2008/57/EC applies and of which the rolling stock subsystem is a part, is an integrated system whose consistency needs to be verified. This consistency must be checked in particular with regard to the specifications of the rolling stock subsystem, its interfaces with the other subsystems of the Union's rail system in which it is integrated, as well as the operating and maintenance rules.

(2)

The basic parameters of the rolling stock sub-system are defined in the present Chapter 4 of this TSI.

(3)

Except where this is strictly necessary for the interoperability of the Union's rail system, the functional and technical specifications of the subsystem and its interfaces described in Sections 4.2 and 4.3, do not impose the use of specific technologies or technical solutions.

(4)

Some of the rolling stock characteristics that are mandated to be recorded in the ‘European register of authorised types of vehicles’ (according to the relevant Commission Decision) are described in Sections 4.2 and 6.2 of this TSI. Additionally, these characteristics are required to be provided in the rolling stock technical documentation described in point 4.2.12 of this TSI.

4.1.2.   Description of the Rolling stock subject to the application of this TSI

(1)

Rolling stock subject to the application of this TSI (designated as a unit in the context of this TSI) shall be described in the certificate of ‘EC’ verification, using one of the following characteristics:

Trainset in fixed formation and, when required, predefined formation(s) of several trainsets of the type under assessment for multiple operation.

Single vehicle or fixed rakes of vehicles intended for predefined formation(s).

Single vehicle or fixed rakes of vehicles intended for general operation and when required, predefined formation(s) of several vehicles (locomotives) of the type under assessment for multiple operation.

Note: Multiple operation of the unit under assessment with other types of rolling stock is not in the scope of this TSI.

(2)

Definitions related to train formation and units are given in Section 2.2 of this TSI.

(3)

When a unit intended for use in fixed or predefined formation(s) is assessed, the formation(s) for which such assessment is valid shall be defined by the party asking for assessment, and stated in the certificate of ‘EC’ verification. The definition of each formation shall include the type designation of each vehicle (or of vehicle bodies and wheelsets in case of articulated fixed formation), and their arrangement in the formation. Additional details are given in clauses 6.2.8 and 9.

(4)

Some characteristics or some assessments of a unit intended to be used in general operation, will require defined limits regarding the train formations. These limits are laid down in Section 4.2 and in clause 6.2.7.

4.1.3.   Main categorisation of the rolling stock for application of TSI requirements

(1)

A rolling stock technical categorisation system is used in the following clauses of this TSI to define relevant requirements applicable to a unit.

(2)

The technical category(ies) relevant for the unit subject to the application of this TSI shall be identified by the party asking for assessment. This categorisation shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from this TSI, and shall be stated in the certificate of ‘EC’ verification.

(3)

The technical categories of rolling stock are the following:

Unit designed to carry passengers

Unit designed to carry passenger-related load (luggage, cars, etc.)

Unit designed to carry other payload (mail, freight, etc.) in self-propelling trains

Unit fitted with a driver's cab

Unit fitted with traction equipment

Electric unit, defined as a unit supplied with electric energy by electrification system(s) specified in the Energy TSI.

Thermal traction unit

Freight locomotive: Unit designed to haul freight wagons

Passenger locomotive: Unit designed to haul passenger carriages

OTMs

Infrastructure inspection vehicles.

A unit is characterised by one or several of the categories above.

(4)

Unless stated otherwise in the clauses of Section 4.2, requirements specified in this TSI apply to all technical categories of rolling stock defined above.

(5)

The unit operational configuration shall also be considered when it is assessed; a distinction shall be made between:

A unit that can be operated as a train.

A unit that cannot be operated alone, and that has to be coupled with other unit(s) to be operated as a train (see also clauses 4.1.2, 6.2.7 and 6.2.8).

(6)

The maximum design speed of the unit subject to the application of this TSI shall be declared by the party asking for assessment; it shall be a multiple of 5 km/h (see also clause 4.2.8.1.2) when its value is higher than 60 km/h; it shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from this TSI, and shall be stated in the certificate of ‘EC’ verification.

4.1.4.   Categorisation of the rolling stock for fire safety

(1)

In respect of fire safety requirements, four categories of rolling stock are defined and specified in the TSI SRT.

Category A passenger rolling stock (including passenger locomotive),

Category B passenger rolling stock (including passenger locomotive),

Freight locomotive, and self-propelling unit designed to carry other payload than passengers (mail, freight, infrastructure inspection vehicle, etc.),

OTMs.

(2)

The compatibility between the category of the unit and its operation in tunnels is set out in the TSI SRT.

(3)

For units designed to carry passengers or haul passenger carriages, and subject to the application of this TSI, category A is the minimum category to be selected by the party asking for assessment; the criteria for selecting category B are given in the TSI SRT.

(4)

This categorisation shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from the clause 4.2.10 of this TSI, and shall be stated in the certificate of ‘EC’ verification.

4.2.   Functional and technical specification of the sub-system

4.2.1.   General

4.2.1.1.   Breakdown

(1)

The functional and technical specifications of the rolling stock subsystem are grouped and sorted out in the following clauses of this section:

Structures and mechanical parts

Track interaction and gauging

Braking

Passenger related items

Environmental conditions

External lights & audible and visible warning devices

Traction and electrical equipment

Driver's cab and driver-machine interface

Fire safety and evacuation

Servicing

Documentation for operation and maintenance

(2)

For particular technical aspects specified in Chapters 4, 5 and 6, the functional and technical specification makes an explicit reference to a clause of an EN standard or other technical document, as allowed by Article 5(8) of Directive 2008/57/EC; these references are listed in the Appendix J of this TSI.

(3)

Information needed on board for the train staff to be aware of the operational state of the train (normal state, equipment out of order, degraded situation …) are described in the clause dealing with the relevant function, and in clause 4.2.12 ‘documentation for the operation and maintenance’.

4.2.1.2.   Open points

(1)

When, for a particular technical aspect, the functional and technical specification necessary to meet the essential requirements has not been yet developed, and therefore is not included in this TSI, this aspect is identified as an open point in the relevant clause; Appendix I of this TSI lists all open points, as required in Article 5(6) of Directive 2008/57/EC.

The Appendix I mentions also if the open points relate to technical compatibility with the network; for this purpose, the Appendix I is split in 2 parts:

Open points that relate to technical compatibility between the vehicle and the network.

Open points that do not relate to technical compatibility between the vehicle and the network.

(2)

As required in Articles 5(6) and 17(3) of Directive 2008/57/EC, open points shall be addressed by the application of national technical rules.

4.2.1.3.   Safety aspects

(1)

The functions that are essential to safety are identified in Section 3.1 of this TSI by their link to the essential requirements ‘safety’.

(2)

Safety requirements related to these functions are covered by the technical specifications expressed in the corresponding clause of Section 4.2 (e.g. ‘passive safety’, ‘wheels’, etc.).

(3)

Where these technical specifications need to be complemented by requirements expressed in terms of safety requirements (severity level), they are also specified in the corresponding clause of Section 4.2.

(4)

Electronic devices and software, which are used to fulfil functions essential to safety shall be developed and assessed according to a methodology adequate for safety related electronic devices and software.

4.2.2.   Structure and mechanical parts

4.2.2.1.   General

(1)

This part addresses requirements relating to the design of vehicle structural body (strength of vehicle structure) and of the mechanical links (mechanical interfaces) between vehicles or between units.

(2)

Most of these requirements aim at ensuring the train's mechanical integrity in operation and rescue operation as well as protecting passenger and staff compartments in the event of collision or derailment.

4.2.2.2.   Mechanical interfaces

4.2.2.2.1.   General and definitions

In order to form a train (as defined in Section 2.2) vehicles are coupled together in a way that enables them to be operated together. The coupling is the mechanical interface that enables this. There are several types of couplings:

(1)

‘Inner’ coupling (also called ‘intermediate’ coupling) is the coupling device between vehicles in order to form a unit composed of several vehicles (e.g. a fixed rake of coaches or a trainset)

(2)

‘End coupling’ (‘external’ coupling) of units is the coupling device used to couple together two (or several) units to form a train. An end coupling can be ‘automatic’, ‘semi-automatic’ or ‘manual’. An end coupling can be used for rescue purpose (see clause 4.2.2.2.4). In the context of this TSI, a ‘Manual’ coupling is an end coupling system which requires (one or several) person(s) to stand between the units to be coupled or uncoupled for the mechanical coupling of these units.

(3)

‘Rescue coupling’ is the coupling device that enables a unit to be rescued by a recovery power unit equipped with a ‘standard’ manual coupling as per clause 4.2.2.2.3 where the unit to be rescued is equipped with a different coupling system or is not equipped with any coupling system.

4.2.2.2.2   Inner coupling

(1)

Inner couplings between the different vehicles (fully supported by their own wheels) of a unit shall incorporate a system capable of withstanding the forces due to the intended operating conditions.

(2)

Where the inner coupling system between vehicles has a lower longitudinal strength than the end coupling(s) of the unit, provisions shall be made to rescue the unit in case of breakage of any such inner coupling; these provisions shall be described in the documentation required in clause 4.2.12.6.

(3)

In case of articulated units, the joint between two vehicles sharing the same running gear shall comply with the requirements of the specification referenced in Appendix J-1, index 1.

4.2.2.2.3   End coupling

(a)

General Requirements

(a-1)

Requirements on characteristics of end coupling

(1)

Where an end coupling is provided at any end of a unit, the following requirements apply to all types of end coupling (automatic, semi-automatic or manual):

End couplings shall incorporate a resilient coupling system, capable of withstanding the forces due to the intended operational and rescue conditions.

The type of mechanical end coupling together with its nominal maximum design values of tensile and compressive forces and the height above rail level of its centre line (unit in working order with new wheels) shall be recorded in the technical documentation described in clause 4.2.12.

(2)

Where there is no coupling at any end of a unit, a device to allow a rescue coupling shall be provided at such end of the unit.

(a-2)

Requirements on type of end coupling

(1)

Units assessed in fixed or predefined formation, and of maximum design speed higher or equal to 250 km/h, shall be equipped at each end of the formation with an automatic centre buffer coupler geometrically and functionally compatible with a ‘Type 10 latch system automatic centre buffer coupler’ (as defined in clause 5.3.1); the height above rail of its coupling centre line shall be 1 025 mm + 15 mm /– 5 mm (measured with new wheels in load condition ‘design mass in working order’).

(2)

Units designed and assessed for general operation and designed to be operated solely on the 1 520 mm system shall be fitted with a centre buffer coupler geometrically and functionally compatible with a ‘SA3 coupling’; the height above rail of its coupling centre line shall be between 980 to 1 080 mm (for all wheel and load conditions).

(b)

Requirements on ‘Manual’ coupling system

(b-1)

Provisions to units

(1)

The following provisions apply specifically to units fitted with a ‘Manual’ coupling system:

The coupling system shall be designed so that no human presence between the units to be coupled/uncoupled is required whilst either one is moving.

For units designed and assessed to be operated in ‘general operation’ or in ‘predefined formation’, and fitted with a manual coupling system, this coupling system shall be of UIC type (as defined in clause 5.3.2).

(2)

These units shall comply with the additional requirements of point (b-2) below.

(b-2)

Compatibility between units

On units equipped with manual coupling system of UIC type (as described in clause 5.3.2) and pneumatic brake system compatible with UIC type (as described in clause 4.2.4.3), the following requirements apply:

(1)

The buffers and the screw coupling shall be installed according to clauses A.1 to A.3 of Appendix A.

(2)

The dimensions and layout of brake pipes and hoses, couplings and cocks shall meet the following requirements:

The interface of the brake pipe and main reservoir pipe shall be as set out in the specification referenced in Appendix J-1, index 2.

The opening of the automatic air brake coupling head shall face the left when looking at the end of the vehicle.

The opening of the main reservoir coupling head shall face the right when looking at the end of the unit.

The end cocks shall be in accordance with the specification referenced in Appendix J-1, index 3.

The lateral location of brake pipes and cocks shall be compatible with the requirements of the specification referenced in Appendix J-1, index 4.

4.2.2.2.4   Rescue coupling

(1)

Provisions shall be made to enable the recovery of the line in case of breakdown by hauling or propelling the unit to be rescued.

(2)

Where the unit to be rescued is fitted with an end coupling, rescue shall be possible by means of a power unit equipped with the same type of end coupling system (including compatible height above rail level of its centre line).

(3)

For all units, rescue shall be possible by means of a recovery unit i.e. a power unit featuring at each of its ends intended to be used for rescue purposes:

(a)

On 1 435 mm, 1 524 mm, 1 600 mm or 1 668 mm systems:

A manual coupling system of UIC type (as described in clauses 4.2.2.2.3 and 5.3.2) and pneumatic brake system of UIC type (as described in clause 4.2.4.3),

Lateral location of brake pipes and cocks according to the specification referenced in Appendix J-1, index 5,

A free space of 395 mm above the centre line of the hook to allow the fitting of the rescue adaptor as described below.

(b)

On 1 520 mm system:

A centre buffer coupler geometrically and functionally compatible with a ‘SA3 coupling’; the height above rail of its coupling centre line being between 980 to 1 080 mm (for all wheel and load conditions).

This is achieved either by means of a permanently installed compatible coupling system or through a rescue coupler (also called rescue adaptor). In the latter case, the unit assessed against this TSI shall be designed so that it is possible to carry the rescue coupler on-board.

(4)

The rescue coupler (as defined in clause 5.3.3) shall comply with the following requirements:

To be designed to allow the rescue at a speed of at least 30 km/h,

To be secured after mounting onto the recovery unit in a way that prevents it coming off during the rescue operation,

To withstand the forces due to the intended rescuing conditions,

To be designed such that it does not require any human presence between the recovery unit and the unit to be rescued whilst either one is moving,

Neither the rescue coupler nor any braking hose shall limit the lateral movement of the hook when fitted onto the recovery unit.

(5)

The brake requirement for rescue purpose is covered by the clause 4.2.4.10 of this TSI.

4.2.2.2.5   Staff access for coupling and uncoupling

(1)

Units and end coupling-systems shall be designed so that staff is not exposed to undue risk during coupling and uncoupling, or rescue operations.

(2)

To comply with this requirement, units fitted with manual coupling systems of UIC type as per clause 4.2.2.2.3(b) shall comply with the following requirements (the ‘Bern rectangle’):

On units equipped with screw couplers and side buffers, the space for staff operation shall be in accordance to the specification referenced in Appendix J-1, index 6.

Where a combined automatic and screw coupler is fitted it is permissible for the auto coupler head to infringe the Berne rectangle on the left hand side when it is stowed and the screw coupler is in use.

There shall be a handrail under each buffer. The handrails shall withstand a force of 1,5 kN.

(3)

The operating and rescue documentation specified in clauses 4.2.12.4 and 4.2.12.6 shall describe measures that are necessary to meet this requirement. Member States may also require application of those requirements.

4.2.2.3.   Gangways

(1)

Where a gangway is provided as a means for passengers to circulate from one coach or one trainset to another, it shall accommodate all relative movements of vehicles in normal operation without exposing passengers to undue risk.

(2)

Where operation with the gangway not being connected is foreseen, it shall be possible to prevent access by passengers to the gangway.

(3)

Requirements related to the gangway door when the gangway is not in use are specified in clause 4.2.5.7 ‘Passenger-related items — Inter-unit doors’.

(4)

Additional requirements are expressed in the TSI PRM.

(5)

These requirements of this clause do not apply to the end of vehicles where this area is not intended for regular use by passengers.

4.2.2.4.   Strength of vehicle structure

(1)

This clause applies to all units except OTMs.

(2)

For OTMs, alternative requirements to those expressed in this clause for static load, category and acceleration are set out in Appendix C, clause C.1.

(3)

The static and dynamic strength (fatigue) of vehicle bodies is relevant to ensure the safety required for the occupants and the structural integrity of the vehicles in train and in shunting operations. Therefore, the structure of each vehicle shall comply with the requirements of the specification referenced in Appendix J-1, index 7. The rolling stock categories to be taken into account shall correspond to category L for locomotives and power head units and categories PI or PII for all other types of vehicle within the scope of this TSI, as defined in the specification referenced in Appendix J-1, index 7, clause 5.2.

(4)

Proof of the strength of the vehicle body may be demonstrated by calculations and/or by testing, according to the conditions set up in the specification referenced in Appendix J-1, index 7, clause 9.2.

(5)

In case of a unit designed for higher compressive force than those of the categories (required above as a minimum) in the specification referenced in Appendix J-1, index 7, this specification does not cover the proposed technical solution; it is then permissible to use for compressive force other normative documents that are publicly available.

In that case it shall be verified by the notified body that the alternative normative documents form part of a technically consistent set of rules applicable to the design, construction and testing of the vehicle structure.

The value of compressive force shall be recorded in the technical documentation defined in clause 4.2.12.

(6)

The load conditions considered shall be consistent with those defined in clause 4.2.2.10 of this TSI.

(7)

The assumptions for aerodynamic loading shall be those described in clause 4.2.6.2.2 of this TSI (passing of 2 trains).

(8)

Joining techniques are covered by the above requirements. A verification procedure shall exist to ensure at the production phase that defects that may decrease the mechanical characteristics of the structure are controlled.

4.2.2.5.   Passive safety

(1)

The requirements specified in this clause apply to all units, except to units not intended to carry passengers or staff during operation and except to OTMs.

(2)

For units designed to be operated on the 1 520 mm system, the requirements on passive safety described in this clause are of voluntary application. If the Applicant chooses to apply the requirements on passive safety described in this clause, this shall be recognised by Member States. Member States may also require application of those requirements.

(3)

For locomotives designed to be operated on the 1 524 mm system, the requirements on passive safety described in this clause are of voluntary application. If the Applicant chooses to apply the requirements on passive safety described in this clause, this shall be recognised by Member States.

(4)

Units which cannot operate up to the collision speeds specified under any of the collision scenarios below are exempted from the provisions related to that collision scenario.

(5)

Passive safety is aimed at complementing active safety when all other measures have failed. For this purpose, the mechanical structure of vehicles shall provide protection of the occupants in the event of a collision by providing means of:

limiting deceleration

maintaining survival space and structural integrity of the occupied areas

reducing the risk of overriding

reducing the risk of derailment

limiting the consequences of hitting a track obstruction.

To meet these functional requirements, units shall comply with the detailed requirements specified in the specification referenced in Appendix J-1, index 8 related to crashworthiness design category C-I (as per the specification referenced in Appendix J-1, index 8,Table 1 Section 4), unless specified otherwise below.

The following four reference collision scenarios shall be considered:

—   scenario 1: A front end impact between two identical units,

—   scenario 2: A front end impact with a freight wagon,

—   scenario 3: An impact of the unit with a large road vehicle on a level crossing;,

—   scenario 4: An impact of the unit into a low obstacle (e.g. car on a level crossing, animal, rock, etc.)

These scenarios are described in the specification referenced in Appendix J-1, index 8, Table 2 of Section 5.

(6)

Within the scope of the present TSI, ‘Table 2 application rules’ in the specification referenced in point (5) above are completed by the following: the application of requirements related to scenarios 1 and 2 to locomotives:

fitted with automatic end centre buffer couplers,

and capable of a traction effort higher than 300 kN

is an open point.

Note: such high traction effort is required for heavy haul freight locomotives.

(7)

Due to their specific architecture, it is permitted for locomotives with single ‘central cab’ as an alternative method to demonstrate compliance against the requirement of scenario 3 by demonstrating compliance with following criteria:

the frame of the locomotive is designed according to the specification referenced in Appendix J-1, index 8 cat L (as already specified in clause 4.2.2.4 of this TSI),

the distance between buffers and windscreen cab is at least 2,5 m.

(8)

The present TSI specifies crashworthiness requirements applicable within its scope; therefore, the Annex A of the specification referenced in Appendix J-1, index 8 shall not apply. The requirements of the specification referenced in Appendix J-1, index 8 Section 6 shall be applied in relation to the above given reference collision scenarios.

(9)

To limit the consequences of hitting a track obstruction, the leading ends of locomotives, power heads, driving coaches and trainsets shall be equipped with an obstacle deflector. The requirements with which obstacle deflectors shall comply are defined in the specification referenced in Appendix J-1, index 8, Table 3 of Section 5 and Section 6.5.

4.2.2.6.   Lifting and jacking

(1)

This clause applies to all units.

(2)

Additional provisions concerning the lifting and jacking of OTMs are specified in Appendix C, clause C.2.

(3)

It shall be possible to safely lift or jack each vehicle composing the unit, for recovery purposes (following derailment or other accident or incident), and for maintenance purposes. To this purpose, suitable vehicle body interfaces (lifting/jacking points) shall be provided, which permit the application of vertical or quasi-vertical forces. The vehicle shall be designed for complete lifting or jacking, including the running gear (e.g. by securing/attaching the bogies to the vehicle body). It shall also be possible to lift or jack any end of the vehicle (including its running gear) with the other end resting on the remaining running gear(s).

(4)

It is recommended to design jacking points so that they can be used as lifting points with all the running gears of the vehicle linked to the underframe of the vehicle.

(5)

Jacking/Lifting points shall be located such as to enable the safe and stable lifting of the vehicle; sufficient space shall be provided underneath and around each jacking point to allow an easy installation of rescue devices. Jacking/Lifting points shall be designed such that staff is not exposed to any undue risk under normal operation or when using the rescue equipment.

(6)

When the lower structure of the bodyshell does not allow the provision of permanent built-in jacking/lifting points, this structure shall be provided with fixtures which permit the fixation of removable jacking/lifting points during the re-railing operation.

(7)

The geometry of permanent built-in jacking/lifting points shall be compliant with the specification referenced in Appendix J-1, index 9, clause 5.3; the geometry of removable jacking/lifting points shall be compliant with the specification referenced in Appendix J-1, index 9, clause 5.4.

(8)

Marking of lifting points shall be made by signs compliant with the specification referenced in Appendix J-1, index 10.

(9)

The structure shall be designed with consideration of the loads specified in the specification referenced in Appendix J-1, index 11, clauses 6.3.2 and 6.3.3; proof of the strength of the vehicle body may be demonstrated by calculations or by testing, according to the conditions set up in the specification referenced in Appendix J-1, index 11, clause 9.2.

Alternative normative documents may be used under the same conditions as defined in clause 4.2.2.4 above.

(10)

For each vehicle of the unit, a jacking and lifting diagram and corresponding instructions shall be provided in the documentation as described in clauses 4.2.12.5 and 4.2.12.6 of this TSI. Instructions shall be given as far as feasible by pictograms.

4.2.2.7.   Fixing of devices to carbody structure

(1)

This clause applies to all units, except to OTMs.

(2)

Provisions concerning the structural strength of OTMs are specified in Appendix C, clause C.1.

(3)

Fixed devices including those inside the passenger areas, shall be attached to the car body structure in a way that prevents these fixed devices becoming loose and presenting a risk of passenger injuries or lead to a derailment. To this aim, attachments of these devices shall be designed according to the specification referenced in Appendix J-1, index 12, considering category L for locomotives and category P-I or P-II for passenger rolling stock.

Alternative normative documents may be used under the same conditions as defined in clause 4.2.2.4 above.

4.2.2.8.   Staff and freight Access doors

(1)

The doors for use of passengers are covered by the clause 4.2.5 of this TSI: ‘Passenger related items’. Cab doors are addressed in clause 4.2.9 of this TSI. This clause addresses doors for freight use and for use of train crew other than cab doors.

(2)

Vehicles fitted with a compartment dedicated to train crew or freight shall be equipped with a device to close and lock the doors. The doors shall remain closed and locked until they are intentionally released.

4.2.2.9.   Mechanical characteristics of glass (other than windscreens)

(1)

Where glass is used in glazing (including mirrors), it shall be either laminated or toughened glass which is in accordance with one of the relevant publicly available standards suitable for railway application with regard to the quality and area of use, thereby minimising the risk to passenger and staff being injured by breaking glass.

4.2.2.10.   Load conditions and weighed mass

(1)

The following load conditions defined in the specification referenced in Appendix J-1, index 13, clause 2.1 shall be determined:

Design mass under exceptional payload

Design mass under normal payload

Design mass in working order

(2)

The hypothesis taken for arriving at the load conditions above shall be justified and documented in the general documentation described in clause 4.2.12.2 of this TSI.

These hypothesis shall be based on a rolling stock categorisation (high speed and long distance train, other) and on a payload description (passengers, payload per m2 in standing and service areas) consistent with the specification referenced in Appendix J-1, index 13; values for the different parameters may deviate from this standard provided that they are justified.

(3)

For OTMs, different load conditions (minimum mass, maximum mass) may be used, in order to take into account optional on-board equipment.

(4)

The conformity assessment procedure is described in clause 6.2.3.1 of this TSI.

(5)

For each load condition defined above, the following information shall be provided in the technical documentation described in clause 4.2.12:

Total vehicle mass (for each vehicle of the unit)

Mass per axle (for each axle)

Mass per wheel (for each wheel).

Note: for units equipped with independently rotating wheels, ‘axle’ shall be interpreted as a geometric notion, and not as a physical component; this is valid to the whole TSI, unless stated otherwise.

4.2.3.   Track interaction and gauging

4.2.3.1.   Gauging

(1)

This clause concerns the rules for calculation and verification intended for sizing the rolling stock to run on one or several infrastructures without interference risk.

For units designed to be operated on other track gauge(s) than 1 520 mm system:

(2)

The applicant shall select the intended reference profile including the reference profile for the lower parts. This reference profile shall be recorded in the technical documentation defined in clause 4.2.12 of this TSI.

(3)

The compliance of a unit with this intended reference profile shall be established by one of the methods set out in the specification referenced in Appendix J-1, index 14.

During a transitional period ending 3 years after the date of application of this TSI, for technical compatibility with the existing national network it is permissible for the reference profile of the unit to alternatively be established in accordance with the national technical rules notified for this purpose.

This shall not prevent the access of TSI compliant rolling stock to the national network.

(4)

In case the unit is declared as compliant with one or several of the reference contours G1, GA, GB, GC or DE3, including those related to the lower part GI1, GI2 or GI3, as set out in the specification referenced in Appendix J-1, index 14, compliance shall be established by the kinematic method as set out in the specification referenced in Appendix J-1, index 14.

The compliance to those reference contour(s) shall be recorded in the technical documentation defined in clause 4.2.12 of this TSI.

(5)

For electric units, the pantograph gauge shall be verified by calculation according to the specification referenced in Appendix J-1, index 14, clause A.3.12 to ensure that the pantograph envelope complies with the mechanical kinematic pantograph gauge which in itself is determined according to Appendix D of TSI ENE, and depends on the choice made for the pantograph head geometry: the two permitted possibilities are defined in clause 4.2.8.2.9.2 of this TSI.

The voltage of the power supply is considered in the infrastructure gauge in order to ensure the proper insulation distances between the pantograph and fixed installations.

(6)

The pantograph sway as specified in clause 4.2.10 of TSI ENE and used for the mechanical kinematic gauge calculation shall be justified by calculations or measurements as set out in the specification referenced in Appendix J-1, index 14.

For units designed to be operated on track gauge of 1 520 mm system:

(7)

The static contour of the vehicle shall be within the ‘T’ uniform vehicle gauge; the reference contour for infrastructure is the ‘S’ gauge. This contour is specified in Appendix B.

(8)

For electric units the pantograph gauge shall be verified by calculation to ensure that the pantograph envelope complies with the mechanical static pantograph gauge which is defined in Appendix D of TSI ENE; the choice made for the pantograph head geometry shall be taken into account: the permitted possibilities are defined in clause 4.2.8.2.9.2 of this TSI.

4.2.3.2.   Axle load and wheel load

4.2.3.2.1.   Axle load parameter

(1)

The axle load is an interface parameter between the unit and the infrastructure. The axle load is a performance parameter of the infrastructure specified in clause 4.2.1 of the INF TSI and depends on the traffic code of the line. It has to be considered in combination with the axle spacing, with the train length and with the maximum allowed speed for the unit on the considered line.

(2)

The following characteristics to be used as an interface to the infrastructure shall be part of the general documentation produced when the unit is assessed, and described in clause 4.2.12.2 of this TSI:

The mass per axle (for each axle) for the three load conditions (as defined and required to be part of the documentation in clause 4.2.2.10 of this TSI).

The position of the axles along the unit (axle spacing).

The length of the unit.

The maximum design speed (as required to be part of the documentation in clause 4.2.8.1.2 of this TSI).

(3)

Use of this information at operational level for compatibility check between rolling stock and infrastructure (outside the scope of this TSI):

The axle load of each individual axle of the unit to be used as interface parameter to the infrastructure has to be defined by the railway undertaking as required in clause 4.2.2.5 of the TSI OPE, considering the expected load for the intended service (not defined when the unit is assessed). The axle load in load condition ‘design mass under exceptional payload’ represents the maximum possible value of the axle load mentioned above. The maximum load considered for the design of the brake system defined in clause 4.2.4.5.2 has also to be considered.

4.2.3.2.2.   Wheel load

(1)

The ratio of wheel load difference per axle Dqj = (Ql – Qr)/(Ql + Qr), shall be evaluated by wheel load measurement, considering the load condition ‘design mass in working order’. Wheel load difference higher than 5 % of the axle load for that wheelset are allowed only if demonstrated as acceptable by the test to prove safety against derailment on twisted track specified in the clause 4.2.3.4.1 of this TSI.

(2)

The conformity assessment procedure is described in clause 6.2.3.2 of this TSI.

(3)

For units with axle load in design mass under normal payload lower or equal to 22,5 tons and a worn wheel diameter higher than or equal to 470 mm, the wheel load over the wheel diameter (Q/D) shall be lower or equal to 0,15 kN/mm, as measured for a minimum worn wheel diameter and design mass under normal payload.

4.2.3.3.   Rolling Stock parameters which influence ground based systems

4.2.3.3.1   Rolling Stock characteristics for the compatibility with train detection systems

(1)

For units designed to be operated on other track gauges than the 1 520 mm system, the set of rolling stock characteristics for compatibility with train detection target systems are given in clauses 4.2.3.3.1.1, 4.2.3.3.1.2 and 4.2.3.3.1.3.

Reference is made to clauses of the specification referenced in Appendix J-2, index 1 of this TSI (also referenced in Annex A, Index 77 of CCS TSI).

(2)

The set of characteristics the rolling stock is compatible with shall be recorded in the technical documentation described in clause 4.2.12 of this TSI.

4.2.3.3.1.1   Rolling stock characteristics for compatibility with train detection system based on track circuits

Vehicle geometry

(1)

The maximum distance between 2 consecutive axles is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.1. (distance a1 in Figure 1).

(2)

The maximum distance between buffer end and first axle is specified in the specification referenced in Appendix J-2, index 1, clauses 3.1.2.5 and 6. (distance b1 in Figure 1).

(3)

The minimum distance between end axles of a unit is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.4.

Vehicle design

(4)

The minimum axle load in all load conditions is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.7.

(5)

The electrical resistance between the running surfaces of the opposite wheels of a wheelset is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.9 and the method to measure is specified in the same clause.

(6)

For electric units equipped with a pantograph, the minimum impedance between pantograph and each wheel of the train is specified in the specification referenced in Appendix J-2, index 1, clause 3.2.2.1.

Isolating emissions

(7)

The limitations of use of sanding equipment are given in the specification referenced in Appendix J-2, index 1, clause 3.1.4; ‘sand characteristics’ is part of in this specification.

In case where an automatic sanding function is provided, it shall be possible for the driver to suspend its use on particular points of the track identified in operating rules as non-compatible with sanding.

(8)

The limitations of use of composite brake blocks are given in the specification referenced in Appendix J-2, index 1, clause 3.1.6.

EMC

(9)

The requirements related to electromagnetic compatibility are specified in the specification referenced in Appendix J-2, index 1, clauses 3.2.1.and 3.2.2.

(10)

The electromagnetic interference limit levels rising from traction currents are specified in the specification referenced in Appendix J-2, index 1, clause 3.2.2.

4.2.3.3.1.2   Rolling stock characteristics for compatibility with train detection system based on axle counters

Vehicle geometry

(1)

The maximum distance between 2 consecutive axles is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.1.

(2)

The minimum distance between 2 consecutive axles of the train is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.2.

(3)

At the end of a unit intended to be coupled, the minimum distance between end and first axle of the unit is half of the value specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.2.

(4)

The maximum distance between end and first axle is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.5 & 6 (distance b1 in Figure 1).

Wheel geometry

(5)

Wheel geometry is specified in the clause 4.2.3.5.2.2 of the present TSI.

(6)

The minimum wheel diameter (speed dependant) is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.3

Vehicle design

(7)

The metal-free space around wheels is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.3.5.

(8)

The characteristics of the wheel material regarding magnetic field is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.3.6.

EMC

(9)

The requirements related to electromagnetic compatibility are specified in specification referenced in Appendix J-2, index 1, clauses 3.2.1.and 3.2.2.

(10)

The electromagnetic interference limit levels rising from the use of eddy current or magnetic track brakes are specified in the specification referenced in Appendix J-2, index 1, clause 3.2.3.

4.2.3.3.1.3   Rolling stock characteristics for compatibility with loop equipment

Vehicle design

(1)

The vehicle metal construction is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.7.2.

4.2.3.3.2   Axle bearing condition monitoring

(1)

Axle bearing condition monitoring objective is to detect deficient axle box bearings.

(2)

For units of maximum design speed higher than or equal to 250 km/h, on board detection equipment shall be provided.

(3)

For units of maximum design speed lower than 250 km/h, and designed to be operated on others track gauge systems than the 1 520 mm system, axle bearing condition monitoring shall be provided and be achieved either by on board equipment (according to specification in clause 4.2.3.3.2.1) or by using track side equipment (according to specification in clause 4.2.3.3.2.2).

(4)

The fitment of on board system or/and the compatibility with track side equipment shall be recorded in the technical documentation described in clause 4.2.12 of this TSI.

4.2.3.3.2.1.   Requirements applicable to on board detection equipment

(1)

This equipment shall be able to detect a deterioration of any of the axle box bearings of the unit.

(2)

The bearing condition shall be evaluated either by monitoring its temperature, or its dynamic frequencies or some other suitable bearing condition characteristic.

(3)

The detection system shall be located entirely on board the unit, and diagnosis messages shall be made available on board.

(4)

The diagnosis messages delivered shall be described, and shall be taken into account in the operating documentation described in clause 4.2.12.4 of this TSI, and in the maintenance documentation described in clause 4.2.12.3 of this TSI.

4.2.3.3.2.2.   Rolling stock requirements for compatibility with trackside equipment

(1)

For units designed to be operated on the 1 435 mm system, the zone visible to the trackside equipment on rolling stock shall be the area as defined in the specification referenced in Appendix J-1, index 15.

(2)

For units designed to be operated on other track gauges a specific case is declared where relevant (harmonised rule available for the concerned network).

4.2.3.4.   Rolling stock dynamic behaviour

4.2.3.4.1.   Safety against derailment running on twisted track

(1)

The unit shall be designed to ensure safe running on twisted track, taking into account specifically the transition phase between canted and level track and cross level deviations.

(2)

The conformity assessment procedure is described in clause 6.2.3.3 of this TSI.

This conformity assessment procedure is applicable for axle loads in the range of those mentioned in the clause 4.2.1 of the TSI INF and in the specification referenced in Annex J-1, index 16.

It is not applicable to vehicle designed for higher axle load, such cases may be covered by national rules or by the procedure for innovative solution described in article 10 and Chapter 6 of this TSI.

4.2.3.4.2.   Running dynamic behaviour

(1)

This clause is applicable to units designed for a speed higher than 60 km/h, except to on-track machines for which the requirements are set out in Appendix C, clause C.3 and except units designed to be operated on the 1 520 mm track gauge for which the corresponding requirements are considered as ‘open point’.

(2)

The dynamic behaviour of a vehicle has a strong influence on running safety and track loading. It is an essential function for safety, covered by the requirements of this clause.

(a)   Technical requirements

(3)

The unit shall run safely and produce an acceptable level of track loading when operated within the limits defined by the combination(s) of speed and cant deficiency under the reference conditions set out in the technical document referenced in Appendix J-2, index 2.

This shall be assessed by verifying that limit values specified below in clauses 4.2.3.4.2.1 and 4.2.3.4.2.2 of this TSI are respected; the conformity assessment procedure is described in clause 6.2.3.4 of this TSI.

(4)

The limit values and conformity assessment mentioned in point 3 are applicable for axle loads in the range of those mentioned in the clause 4.2.1 of the TSI INF and in the specification referenced in Annex J-1, index 16.

They are not applicable to vehicles designed for higher axle load, as harmonised track loading limit values are not defined; such cases may be covered by national rules or by the procedure for innovative solution described in article 10 and Chapter 6 of this TSI.

(5)

The running dynamic behaviour test report (including limits of use and track loading parameters) shall be stated in the technical documentation described in clause 4.2.12 of this TSI.

Track loading parameters (including the additional ones Ymax, Bmax and the Bqst where relevant) to be recorded are defined in the specification referenced in Appendix J-1, index 16 with the modifications as set out in the technical document referenced in Appendix J-2, index 2.

(b)   Additional requirements when an active system is used

(6)

When active systems (based on software or programmable controller controlling actuators) are used, the functional failure has typical credible potential to lead directly to ‘fatalities’ for both of the following scenarios:

1.

failure in the active system leading to a non-compliance with limit values for running safety (defined in accordance with clauses 4.2.3.4.2.1 and 4.2.3.4.2.2);

2.

failure in the active system leading to a vehicle outside of the kinematic reference contour of the carbody and pantograph, due to tilting angle (sway) leading to non-compliance with the values assumed as set out in clause 4.2.3.1.

Considering this severity of the failure consequence it shall be demonstrated that the risk is controlled to an acceptable level.

The demonstration of compliance (conformity assessment procedure) is described in clause 6.2.3.5 of this TSI.

(c)   Additional requirements when an instability detection system is installed (option)

(7)

The instability detection system shall provide information regarding the need to take operative measures (such as reduction of speed etc.), and it shall be described in the technical documentation. The operative measures shall be described in the operating documentation set out in clause 4.2.12.4 of this TSI.

4.2.3.4.2.1.   Limit values for running safety

(1)

The limit values for running safety which the unit shall meet are specified in the specification referenced in Appendix J-1, index 17, and additionally for trains intended to be operated with a cant deficiencies > 165 mm in the specification referenced in Appendix J-1, index 18, with the modifications as set out in the technical document referenced in Appendix J-2, index 2.

4.2.3.4.2.2.   Track loading limit values

(1)

The limit values for track loading which the unit shall meet (when assessing with the normal method) are specified in the specification referenced in Appendix J-1, index 19 with the modifications as set out in the technical document referenced in Appendix J-2, index 2.

(2)

In case the estimated values exceed the limit values expressed above, the operational conditions for the rolling stock (e.g. maximum speed, cant deficiency) may be adjusted taking into account track characteristics (e.g. curve radius, cross section of the rail, sleeper spacing, track maintenance intervals).

4.2.3.4.3.   Equivalent conicity

4.2.3.4.3.1.   Design values for new wheel profiles

(1)

The clause 4.2.3.4.3 is applicable to all units, except for unit designed to be operated on the 1 520 mm or 1 600 mm track gauge for which the corresponding requirements are an open point.

(2)

A new wheel profile and the distance between active faces of the wheels shall be checked in respect of target equivalent conicities using the calculation scenarios provided in clause 6.2.3.6 of this TSI in order to establish the suitability of the new proposed wheel profile for infrastructure in accordance with the TSI INF.

(3)

Units equipped with independently rotating wheels are exempt from these requirements.

4.2.3.4.3.2   In-service values of wheelset equivalent conicity

(1)

The combined equivalent conicities the vehicle is designed for, as verified by the demonstration of conformity of the running dynamic behaviour specified in clause 6.2.3.4 of this TSI, shall be specified for in-service conditions in the maintenance documentation as set out in point 4.2.12.3.2, taking into account the contributions of wheel and rail profiles.

(2)

If ride instability is reported, the railway undertaking and the Infrastructure Manager shall localise the section of the line in a joint investigation.

(3)

The railway undertaking shall measure the wheel profiles and the front-to-front distance (distance of active faces) of the wheelsets in question. The equivalent conicity shall be calculated using the calculation scenarios provided in clause 6.2.3.6 in order to check if compliance with the maximum equivalent conicity the vehicle was designed and tested for is met. If it is not the case, the wheel profiles have to be corrected.

(4)

If the wheelset conicity complies with the maximum equivalent conicity the vehicle was designed and tested for, a joint investigation by the railway undertaking and the infrastructure manager shall be undertaken to determine the characteristics reason for the instability.

(5)

Units equipped with independently rotating wheels are exempt from these requirements.

4.2.3.5.   Running gear

4.2.3.5.1.   Structural design of bogie frame

(1)

For units which include a bogie frame, the integrity of the structure of the bogie frame, axle box housing and all attached equipment shall be demonstrated based on methods as set out in the specification referenced in Appendix J-1, index 20.

(2)

The body to bogie connection shall comply with the requirements of the specification referenced in Appendix J-1, index 21.

(3)

The hypothesis taken to evaluate the loads due to bogie running (formulas and coefficients) in line with the specification referenced in Appendix J-1, index 20 shall be justified and documented in the technical documentation described in clause 4.2.12 of this TSI.

4.2.3.5.2.   Wheelsets

(1)

For the purpose of this TSI, wheelsets are defined to include main parts ensuring the mechanical interface with the track (wheels and connecting elements: e.g. transverse axle, independent wheel axle) and accessories parts (axle bearings, axle boxes, gearboxes and brake discs).

(2)

The wheelset shall be designed and manufactured with a consistent methodology using a set of load cases consistent with load conditions defined in clause 4.2.2.10 of this TSI.

4.2.3.5.2.1.   Mechanical and geometric characteristics of wheelsets

Mechanical behaviour of wheelsets

(1)

The mechanical characteristics of the wheelsets shall ensure the safe movement of rolling stock.

The mechanical characteristics cover:

assembly

mechanical resistance and fatigue characteristics

The conformity assessment procedure is described in clause 6.2.3.7 of this TSI.

Mechanical behaviour of axles

(2)

The characteristics of the axle shall ensure the transmission of forces and torque.

The conformity assessment procedure is described in clause 6.2.3.7 of this TSI.

Case of units equipped with independently rotating wheels

(3)

The characteristics of the end of axle (interface between wheel and running gear) shall ensure the transmission of forces and torque.

The conformity assessment procedure shall be in accordance with point (7) of clause 6.2.3.7 of this TSI.

Mechanical behaviour of the axle boxes

(4)

The axle box shall be designed with consideration of mechanical resistance and fatigue characteristics.

The conformity assessment procedure is described in clause 6.2.3.7 of this TSI.

(5)

Temperature limits shall be defined by testing and recorded in the technical documentation described in clause 4.2.12 of this TSI.

Axle bearing condition monitoring is defined in clause 4.2.3.3.2 of this TSI.

Geometrical dimensions of wheelsets

(6)

The geometric dimensions of the wheelsets (as defined in Figure 1) shall be compliant with limit values specified in Table 1 for the relevant track gauge.

These limit values shall be taken as design values (new wheelset) and as in-service limit values (to be used for maintenance purposes; see also clause 4.5 of this TSI).

Table 1

In-service limits of the geometric dimensions of wheelsets

Designation

Wheel diam. D (mm)

Minimum value (mm)

Maximum value (mm)

1 435 mm

Front-to-front dimension (SR)

SR = AR + Sd,left + Sd, right

330 ≤ D ≤ 760

1 415

1 426

760 < D ≤ 840

1 412

D > 840

1 410

Back to back distance (AR)

330 ≤ D ≤ 760

1 359

1 363

760 < D ≤ 840

1 358

D > 840

1 357

1 524 mm

Front-to-front dimension (SR)

SR = AR + Sd,left + Sd, right

400 ≤ D < 725

1 506

1 509

D ≥ 725

1 487

1 514

Back to back distance (AR)

400 ≤ D < 725

1 444

1 446

D ≥ 725

1 442

1 448

1 520 mm

Front-to-front dimension (SR)

SR = AR + Sd,left + Sd, right

400 ≤ D ≤ 1 220

1 487

1 509

 

 

 

Back to back distance (AR)

400 ≤ D ≤ 1 220

1 437

1 443

1 600 mm

Front-to-front dimension (SR)

SR = AR + Sd,left + Sd, right

690 ≤ D ≤ 1 016

1 573

1 592

Back to back distance (AR)

690 ≤ D ≤ 1 016

1 521

1 526

1 668 mm

Front-to-front dimension (SR)

SR = AR + Sd,left + Sd, right

330 ≤ D < 840

1 648

1 659

840 ≤ D ≤ 1 250

1 643

1 659

Back to back distance (AR)

330 ≤ D < 840

1 592

1 596

840 ≤ D ≤ 1 250

1 590

1 596

The dimension AR is measured at the height of the top of rail. The dimensions AR and SR shall be complied with in laden and tare conditions. Smaller tolerances within the above limits may be specified by the manufacturer in the maintenance documentation for in-service values. The dimensions SR is measured at 10 mm above tread datum (as shown in Figure 2).

Figure 1

Symbols for wheelsets

Image

4.2.3.5.2.2   Mechanical and geometrical characteristics of wheels

Mechanical behaviour of wheels

(1)

The characteristics of the wheels shall ensure the safe movement of rolling stock and contribute to the guidance of the rolling stock.

The conformity assessment procedure is described in clause 6.1.3.1 of this TSI.

Geometrical dimensions of wheels

(2)

The geometrical dimensions of the wheels (as defined in Figure 2) shall be compliant with limit values specified in Table 2. These limit values shall be taken as design values (new wheel) and as in-service limit values (to be used for maintenance purposes; see also clause 4.5).

Table 2

In-service limits of the geometric dimensions of wheel

Designation

Wheel diameter D (mm)

Minimum value (mm)

Maximum value (mm)

Width of the rim (BR + Burr)

D ≥ 330

133

145

Thickness of the flange (Sd)

D > 840

22

33

760 < D ≤ 840

25

330 ≤ D ≤ 760

27,5

Height of the flange (Sh)

D > 760

27,5

36

630 < D ≤ 760

29,5

330 ≤ D ≤ 630

31,5

Face of flange (qR)

≥ 330

6,5

 

Figure 2

Symbols for wheels

Image

(3)

Units equipped with independently rotating wheels shall, in addition to the requirements in this clause dealing with wheels, meet the requirements in this TSI for geometrical characteristics of wheelsets defined in clause 4.2.3.5.2.1.

4.2.3.5.2.3   Variable gauge wheelsets

(1)

This requirement is applicable to units equipped with variable gauge wheelsets with changeover between the track gauge 1 435 mm and another track gauge in the scope of this TSI.

(2)

The changeover mechanism of the wheelset shall ensure the safe locking in the correct intended axial position of the wheel.

(3)

External visual verification of the state of the locking system (locked or unlocked) shall be possible.

(4)

If the wheelset is equipped with brake equipment, the position and locking in the correct position of this equipment shall be ensured.

(5)

The conformity assessment procedure of the requirements specified in this clause is an open point.

4.2.3.6.   Minimum curve radius

(1)

The minimum curve radius to be negotiated shall be 150 m for all units.

4.2.3.7.   Life guards

(1)

This requirement applies to units fitted with a driving cab.

(2)

The wheels shall be protected against damages caused by minor items on the rails. This requirement can be met by life guards in front of the wheels of the leading axle.

(3)

The height of the lower end of the life guard above the plain rail shall be:

30 mm minimum in all conditions

130 mm maximum in all conditions

taking into account in particular wheel wear and suspension compression.

(4)

If an obstacle deflector specified in clause 4.2.2.5 has its lower edge at less than 130 mm above the plain rail in all conditions, it fulfils the functional requirement of the life guards and therefore it is permissible not to fit life guards.

(5)

A life guard shall be designed to withstand a minimum longitudinal static force without permanent deformation of 20 kN. This requirement shall be verified by a calculation.

(6)

A life guard shall be designed so that, during plastic deformation, it does not foul the track or running gear and that contact with the wheel tread, if it occurs, does not pose a risk of derailment.

4.2.4.   Braking

4.2.4.1.   General

(1)

The purpose of the train braking system is to ensure that the train's speed can be reduced or maintained on a slope, or that the train can be stopped within the maximum allowable braking distance. Braking also ensures the immobilisation of a train.

(2)

The primary factors that influence the braking performance are the braking power (braking force production), the train mass, the train rolling resistance, the speed, the available adhesion.

(3)

Individual unit performance for units operated in various train formations is defined so that the overall braking performance of the train can be derived.

(4)

The braking performance is determined by deceleration profiles (deceleration = F(speed) and equivalent response time).

Stopping distance, brake weight percentage (also called ‘lambda’ or ‘braked mass percentage’), braked mass may also be used, and can be derived (directly or via stopping distance) from deceleration profiles by a calculation.

The braking performance could vary with the mass of the train or vehicle.

(5)

The minimum train braking performance required to operate a train on a line at an intended speed is dependent on the line characteristics (signalling system, maximum speed, gradients, line safety margin) and is a characteristic of the infrastructure.

The train or vehicle main data characterising the braking performance is defined in the clause 4.2.4.5 of this TSI.

4.2.4.2.   Main functional and safety requirements

4.2.4.2.1.   Functional requirements

The following requirements apply to all units.

Units shall be equipped with:

(1)

a main brake function used during operation for service and emergency braking.

(2)

a parking brake function used when the train is parked, allowing the application of a brake force without any available energy on board for an unlimited period of time.

The main brake function of a train shall be:

(3)

continuous: the brake application signal is transmitted from a central command to the whole train by a control line.

(4)

automatic: an inadvertent disruption (loss of integrity, line de-energised, etc.) of the control line leads to brake activation on all vehicles of the train.

(5)

It is permitted to complement the main brake function by additional brake systems described in clause 4.2.4.7 (dynamic brake — braking system linked to traction system) and/or clause 4.2.4.8 (braking system independent of adhesion conditions).

(6)

The dissipation of the braking energy shall be considered in the design of the braking system, and shall not cause any damage to the components of the braking system in normal operation conditions; this shall be verified by a calculation as specified in clause 4.2.4.5.4 of this TSI.

The temperature reached around the brake components shall also be considered in the design of the rolling stock.

(7)

The design of the brake system shall include means for monitoring and tests as specified in clause 4.2.4.9 of this TSI.

The requirements below in this clause 4.2.4.2.1 apply at train level to units for which the operating formation(s) is (are) defined at design stage (i.e. unit assessed in fixed formation, unit assessed in predefined formation(s), locomotive operated alone).

(8)

The braking performance shall be consistent with safety requirements expressed in clause 4.2.4.2.2 in case of inadvertent disruption of the brake control line, and in the event of the braking energy supply being disrupted, the power supply failing or other energy source failure.

(9)

In particular, there shall be sufficient braking energy available on board the train (stored energy), distributed along the train consistent with the design of the brake system, to ensure the application of the required brake forces.

(10)

Successive applications and releases of the brake shall be considered in the design of the braking system (inexhaustibility).

(11)

In case of unintentional train separation, the two parts of the train shall be brought to a standstill; the braking performances on the two parts of the train are not required to be identical to the braking performance in normal mode.

(12)

In the event of the braking energy supply being disrupted or the power supply failing, it shall be possible to hold in a stationary position a unit with maximum braking load (as defined in clause 4.2.4.5.2) on a 40 ‰ gradient by using the friction brake of the main brake system alone, for at least two hours.

(13)

The unit braking control system shall have three control modes:

—   emergency braking: application of a predefined brake force in a predefined maximum response time in order to stop the train with a defined level of brake performance.

—   service braking: application of an adjustable brake force in order to control the speed of the train, including stop and temporary immobilisation.

—   parking braking: application of a brake force to maintain the train (or the vehicle) in permanent immobilisation in a stationary position, without any available energy on board.

(14)

A brake application command, whatever its control mode, shall take control of the brake system, even in case of active brake release command; this requirement is permitted not to apply when intentional suppression of the brake application command is given by the driver (e.g. passenger alarm override, uncoupling…).

(15)

For speeds higher than 5 km/h, the maximum jerk due to the use of brakes shall be lower than 4 m/s3. The jerk behaviour may be derived from the calculation and from the evaluation of the deceleration behaviour as measured during the brake tests (as described in the clauses 6.2.3.8 and 6.2.3.9).

4.2.4.2.2.   Safety requirements

(1)

The braking system is the means to stop a train, and therefore contributes to the safety level of the railway system.

The functional requirements expressed in clause 4.2.4.2.1 contribute to ensure safe functioning of the braking system; nevertheless, a risk based analysis is necessary to evaluate the braking performance, as many components are involved.

(2)

For the hazardous scenarios considered, the corresponding safety requirements shall be met, as defined in the Table 3 below.

Where a severity is specified within this table, it shall be demonstrated that the corresponding risk is controlled to an acceptable level, considering the functional failure with their typical credible potential to lead directly to that severity as defined within the table.

Table 3

Braking system — safety requirements

 

 

Safety requirement to be met

 

Functional failure with its hazardous scenario

Associated severity/Consequence to be prevented

Minimum allowable number of combinations of failures

No 1

 

Applies to units fitted with a cab (brake command)

After activation of an emergency brake command no deceleration of the train due to failure in the brake system (complete and permanent loss of the brake force).

Note: activation by the driver or by the CCS system to be considered. Activation by passengers (alarm) not relevant for the present scenario.

Fatalities

2 (no single failure is accepted)

No 2

 

Applies to units equipped with traction equipment

After activation of an emergency brake command, no deceleration of the train due to failure in the traction system (Traction force ≥ Brake force).

Fatalities

2 (no single failure is accepted)

No 3

 

Applies to all units

After activation of an emergency brake command, the stopping distance is longer than the one in normal mode due to failure(s) in the brake system.

Note: the performance in the normal mode is defined in clause 4.2.4.5.2.

NA

single point(s) failure(s) leading to the longest calculated stopping distance shall be identified, and the increase of the stopping distance compared to the normal mode (no failure) shall be determined.

No 4

 

Applies to all units

After activation of a parking brake command, no parking brake force applied (complete and permanent loss of the parking brake force).

NA

2 (no single failure is accepted)

Additional brake systems shall be considered in the safety study under the conditions specified in clauses 4.2.4.7 and 4.2.4.8.

The demonstration of compliance (conformity assessment procedure) is described in clause 6.2.3.5 of this TSI.

4.2.4.3.   Type of brake system

(1)

Units designed and assessed to be operated in general operation (various formations of vehicles from different origins; train formation not defined at design stage) on other track gauge systems than the 1 520 mm system shall be fitted with a brake system with a brake pipe compatible with the UIC brake system. To this end, the specification referenced in Appendix J-1, index 22. ‘Requirements for the brake system of trains hauled by a locomotive’ specifies the principles to be applied.

This requirement is set to ensure technical compatibility of the brake function between vehicles of various origins in a train.

(2)

There is no requirement on the type of brake system for units (trainsets or vehicles) assessed in fixed or predefined formation.

4.2.4.4.   Brake command

4.2.4.4.1.   Emergency braking command

(1)

This clause applies to units fitted with a driver's cab.

(2)

At least two independent emergency brake command devices shall be available, allowing the activation of the emergency brake by a simple and single action from the driver in his normal driving position, using one hand.

The sequential activation of these two devices may be considered in the demonstration of compliance to the safety requirement No 1 of Table 3 of clause 4.2.4.2.2.

One of these devices shall be a red punch button (mushroom push button).

The emergency brake position of these two devices when activated shall be self-locking by a mechanical device; unlocking this position shall be possible only by an intentional action.

(3)

The activation of the emergency brake shall also be possible by the Control-Command and signalling on-board system, as defined in the TSI CCS.

(4)

Unless the command is cancelled, the emergency brake activation shall lead permanently, automatically to the following actions:

transmission of an emergency brake command along the train by the brake control line,

cut-off of all tractive effort in less than 2 seconds; this cut-off shall not be able to be reset until the traction command is cancelled by the driver,

an inhibition of all ‘release brake’ commands or actions.

4.2.4.4.2   Service braking command

(1)

This clause applies to units fitted with a driver's cab.

(2)

The service brake function shall allow the driver to adjust (by application or release) the brake force between a minimum and a maximum value in a range of at least 7 steps (including brake release and maximum brake force), in order to control the speed of the train.

(3)

The service braking command shall be active only in one location in a train. To meet this requirement, it shall be possible to isolate the service braking function of the other service braking command(s) of the unit(s) part of a train formation, as defined for fixed and predefined formations.

(4)

When the speed of the train is higher than 15 km/h, the service brake activation by the driver shall lead automatically to the cut-off of all tractive effort; this cut-off shall not be reset until the traction command is cancelled by the driver.

Notes:

in case of service brake and traction controlled by automatic speed regulation, the traction cut-off is not required to be cancelled by the driver.

a friction brake may be used intentionally at speed higher than 15 km/h with traction for specific purpose (de-icing, cleaning of brake components…); it shall not be possible to use these particular functionalities in case of emergency or service brake activation.

4.2.4.4.3   Direct braking command

(1)

Locomotives (units designed to haul freight wagons or passenger carriages) assessed for general operation shall be fitted with a direct brake system.

(2)

The direct brake system shall allow the application of a brake force on the concerned unit(s) independently of the main brake command, with other unit(s) of the train remaining without brake applied.

4.2.4.4.4   Dynamic braking command

If a unit is equipped with a dynamic brake system:

(1)

It shall be possible to prevent the use of regenerative braking on electric units so that there is no return of energy to the overhead contact line when driving on a line which does not allow that.

See also clause 4.2.8.2.3 for regenerative brake.

(2)

It is permitted to use a dynamic brake independently from other brake systems, or together with other brake systems (blending).

(3)

Where on locomotives the dynamic brake is used independently from other brake systems, it shall be possible to limit the maximum value and rate of variation of the dynamic brake effort to predefined values.

Note: this limitation relates to the forces transmitted to the track when locomotive(s) is (are) integrated in a train. It may be applied at operating level by setting the values necessary for compatibility with a particular line (e.g. line with high gradient and low curve radius).

4.2.4.4.5   Parking braking command

(1)

This clause applies to all units.

(2)

The parking braking command shall lead to the application of a defined brake force for an unlimited period of time, during which a lack of any energy on board may occur.

(3)

It shall be possible to release the parking brake at standstill, including for rescue purposes.

(4)

For units assessed in fixed or predefined formations, and for locomotives assessed for general operation, the parking brake command shall be activated automatically when the unit is switched off. For other units, the parking brake command shall be either activated manually, or activated automatically when the unit is switched off.

Note: the application of the parking brake force may depend on the status of the main brake function; it shall be effective when the energy on board to apply the main brake function is lost or is going to increase or decrease (after having switched on or off the unit).

4.2.4.5.   Braking performance

4.2.4.5.1   General requirements

(1)

The unit (trainset or vehicle) braking performance (deceleration = F(speed ) and equivalent response time) shall be determined by calculation as defined in the specification referenced in Appendix J-1, index 23, considering a level track.

Each calculation shall be performed for wheel diameters corresponding to new, half-worn and worn wheels, and shall include the calculation of the required wheel/rail adhesion level (see clause 4.2.4.6.1).

(2)

The friction coefficients used by friction brake equipment and considered in the calculation shall be justified (see the specification referenced in Appendix J-1, index 24).

(3)

The braking performance calculation shall be performed for the two control modes: emergency brake and maximum service brake.

(4)

The braking performance calculation shall be performed at design stage, and shall be revised (correction of parameters) after the physical tests required in the clauses 6.2.3.8 and 6.2.3.9, in order to be consistent with test results.

The final braking performance calculation (consistent with test results) shall be part of the technical documentation specified in clause 4.2.12.

(5)

The maximum average deceleration developed with all brakes in use, including the brake independent of wheel/rail adhesion, shall be lower than 2,5 m/s2; this requirement is linked to the longitudinal resistance of the track.

4.2.4.5.2   Emergency braking

Response time:

(1)

For units assessed in fixed formation(s) or predefined formation(s), the equivalent response time (1) and the delay time (1) evaluated on the total emergency braking force developed in case of the emergency brake command shall be lower than the following values:

Equivalent response time:

3 seconds for units of maximum design speed higher or equal to 250 km/h

5 seconds for other units

Delay time: 2 seconds

(2)

For units designed and assessed for general operation, the response time shall be as specified for the UIC brake system (see also clause 4.2.4.3: the brake system shall be compatible with the UIC brake system).

Calculation of the deceleration:

(3)

For all units, the emergency braking performance calculation shall be performed in accordance with the specification referenced in Appendix J-1, index 26; the deceleration profile and stopping distances at the following initial speeds (if lower than the maximum design speed of the unit) shall be determined: 30 km/h; 100 km/h; 120 km/h; 140 km/h; 160 km/h; 200 km/h; 230 km/h; 300 km/h; maximum design speed of the unit.

(4)

For units designed and assessed for general operation, the brake weight percentage (lambda) shall also be determined.

The specification referenced in Appendix J-1, index 25, clause 5.12 specifies how other parameters (brake weight percentage (lambda), braked mass) can be derived from the calculation of the deceleration or from the stopping distance of the unit.

(5)

The emergency braking performance calculation shall be performed with a brake system in two different modes, and considering degraded conditions:

Normal mode: no failure in the brake system and nominal value of the friction coefficients (corresponding to dry conditions) used by friction brake equipment. This calculation provides the braking performance normal mode.

Degraded mode: corresponding to the failures considered in clause 4.2.4.2.2, hazard no. 3, and nominal value of the friction coefficients used by friction brake equipment. Degraded mode shall consider possible single failures; to that end, the emergency braking performance shall be determined for the case of single point(s) failure(s) leading to the longest stopping distance, and the associated single failure shall be clearly identified (component involved and failure mode, failure rate if available).

Degraded conditions: in addition, the emergency braking performance calculation shall be performed with reduced values of the friction coefficient, with consideration of limit values for temperature and humidity (see the specification referenced in Appendix J-1, index 27, clause 5.3.1.4).

Note: these different modes and conditions have to be considered particularly when advanced Control Command and Signalling systems (such as ETCS) are implemented, aiming at optimising the railway system.

(6)

The emergency braking performance calculation shall be performed for the three following load conditions:

minimum load: ‘design mass in working order’ (as described in clause 4.2.2.10)

normal load: ‘design mass under normal payload’ (as described in clause 4.2.2.10)

maximum braking load: load condition lower or equal to ‘design mass under exceptional payload’ (as described in clause 4.2.2.10)

In case this load condition is lower than ‘design mass under exceptional payload’, it shall be justified and documented in the general documentation described in clause 4.2.12.2.

(7)

Tests shall be performed to validate the emergency braking calculation, according to the conformity assessment procedure specified in clause 6.2.3.8.

(8)

For each load condition, the lowest result (i.e. leading to longest stopping distance) of the ‘emergency braking performance in normal mode’ calculations at the design maximum speed (revised according to the results of tests required above) shall be recorded in the technical documentation defined in clause 4.2.12.2 of this TSI.

(9)

Additionally, for units assessed in fixed or predefined formation of design maximum speed higher than or equal to 250 km/h, the stopping distance in case of ‘emergency braking performance in normal mode’ shall not exceed the following values for the load condition ‘normal load’:

5 360 m from the speed of 350 km/h (if ≤ design maximum speed).

3 650 m from the speed 300 km/h (if ≤ design maximum speed).

2 430 m from the speed 250 km/h.

1 500 m from the speed 200 km/h.

4.2.4.5.3.   Service braking

Calculation of the deceleration:

(1)

For all units, the maximum service braking performance calculation shall be performed in accordance with the specification referenced in Appendix J-1, index 28 with a brake system in normal mode, with nominal value of the friction coefficients used by friction brake equipment for the load condition ‘design mass under normal payload’ at the design maximum speed.

(2)

Tests shall be performed to validate the maximum service braking calculation, according to the conformity assessment procedure specified in clause 6.2.3.9.

Maximum service braking performance:

(3)

When the service braking has higher design performance capability than the emergency braking, it shall be possible to limit the maximum service braking performance (by design of the braking control system, or as a maintenance activity) at a level lower than the emergency braking performance.

Note: A Member State may ask the emergency braking performance to be at a higher level than the maximum service braking performance for safety reasons, but in any case it cannot prevent the access to a railway undertaking using a higher maximum service braking performance, unless that Member State is able to demonstrate that the national safety level is endangered.

4.2.4.5.4   Calculations related to thermal capacity

(1)

This clause applies to all units.

(2)

For OTMs, it is allowed to verify this requirement by temperature measurements on wheels and brake equipment.

(3)

The brake energy capacity shall be verified by calculation showing that the braking system in normal mode is designed to withstand the dissipation of the braking energy. The reference values used in this calculation for the components of the braking system that dissipate energy shall either be validated by a thermal test or by previous experience.

This calculation shall include the scenario consisting of 2 successive emergency brake applications from the maximum speed (time interval corresponding to the time needed to accelerate the train up to the maximum speed) on level track for the load condition ‘maximum braking load’.

In case of unit that cannot be operated alone as a train, the time interval between 2 successive emergency brake applications used in the calculation shall be reported.

(4)

The maximum line gradient, associated length and operating speed for which the brake system is designed in relation with brake thermal energy capacity shall also be defined by a calculation for the load condition ‘maximum braking load’, with the service brake being used to maintain the train at a constant operating speed.

The result (maximum line gradient, associated length and operating speed) shall be recorded in the rolling stock documentation defined in clause 4.2.12 of this TSI.

The following ‘reference case’ for the slope to be considered is suggested: maintain the speed of 80 km/h on a slope of 21 ‰ constant gradient over a distance of 46 km. If this reference case is used, the documentation may only mention the compliance to it.

(5)

For units assessed in fixed and predefined formation of design maximum speed higher than or equal to 250 km/h, they shall additionally be designed to operate with braking system in normal mode and load condition ‘maximum braking load’ at speed equal to 90 % of the maximum operating speed on maximum descending gradient of 25 ‰ during 10 km, and on maximum descending gradient of 35 ‰ during 6 km.

4.2.4.5.5   Parking brake

Performance:

(1)

A unit (train or vehicle) in load condition ‘design mass in working order’ without any power supply available, and stationary permanently on a 40 ‰ gradient, shall be kept immobilised.

(2)

Immobilisation shall be achieved by means of the parking brake function, and additional means (e.g. scotches) in case where the parking brake is unable to achieve the performance on its own; the required additional means shall be available on board the train.

Calculation:

(3)

The unit (train or vehicle) parking brake performance shall be calculated as defined in the specification referenced in Appendix J-1, index 29. The result (gradient where the unit is kept immobilised by the parking brake alone) shall be recorded in the technical documentation defined in clause 4.2.12 of this TSI.

4.2.4.6.   Wheel rail adhesion profile — Wheel slide protection system

4.2.4.6.1   Limit of wheel rail adhesion profile

(1)

The braking system of a unit shall be designed so that emergency brake performance (dynamic brake included if it contributes to the performance) and the service brake performance (without dynamic brake) do not assume a calculated wheel/rail adhesion for each wheelset in the speed range > 30 km/h and < 250 km/h higher than 0,15 with the following exceptions:

for units assessed in fixed or predefined formation(s) having 7 axles or less, the calculated wheel/rail adhesion shall not be higher than 0,13,

for units assessed in fixed or predefined formation(s) having 20 axles or more the calculated wheel/rail adhesion for the load case ‘minimum load’ is permitted to be higher than 0,15, but shall not be higher than 0,17.

Note: for the load case ‘normal load’, there is no exception; the limit value of 0,15 applies.

This minimum number of axles may be reduced to 16 axles if the test required in Section 4.2.4.6.2 related to the efficiency of the WSP system is performed for the load case ‘minimum load’, and provides positive result.

In the speed range > 250 km/h and < = 350 km/h, the three limit values above shall decline linearly in order to be reduced by 0,05 at 350 km/h.

(2)

The above requirement shall also apply for a direct brake command described in clause 4.2.4.4.3.

(3)

The design of a unit shall not assume wheel/rail adhesion higher than 0,12 when calculating the parking brake performance.

(4)

These limits of wheel rail adhesion shall be verified by calculation with the smallest wheel diameter, and with the 3 load conditions considered in clause 4.2.4.5.2.

All values of adhesion shall be rounded to two decimal places.

4.2.4.6.2.   Wheel slide protection system

(1)

A wheel slide protection system (WSP) is a system designed to make the best use of available adhesion by a controlled reduction and restoration of the brake force to prevent wheelsets from locking and uncontrolled sliding, thereby minimising the extension of stopping distances and possible wheel damage.

Requirements on the presence and use of a WSP system on the unit:

(2)

Units designed for maximum service speed higher than 150 km/h shall be fitted with a wheel slide protection system.

(3)

Units equipped with brake blocks on wheel running surface with a brake performance which assumes in the speed range > 30 km/h a calculated wheel/rail adhesion higher than 0.12 shall be fitted with a wheel slide protection system.

Units not equipped with brake blocks on wheel running surface with a brake performance which assumes in the speed range > 30 km/h a calculated wheel/rail adhesion higher than 0. 11 shall be fitted with a wheel slide protection system.

(4)

The requirement on the wheel slide protection system above shall apply to the two brake modes: emergency brake and service brake.

It shall also apply to the dynamic brake system, which is part of the service brake, and can be part of the emergency brake (see clause 4.2.4.7).

Requirements on the WSP system performance:

(5)

For units equipped with a dynamic braking system, a WSP system (if present according to the point above) shall control the dynamic brake force; when this WSP system is not available, the dynamic brake force shall be inhibited, or limited in order not to lead a wheel/rail adhesion demand higher than 0.15.

(6)

The wheel slide protection system shall be designed according to the specification referenced in Appendix J-1, index 30, clause 4; the conformity assessment procedure is specified in clause 6.1.3.2.

(7)

Requirements on performance at unit level:

If a unit is equipped with a WSP, a test shall be done to verify the efficiency of the WSP system (maximum extension of the stopping distance compared to stopping distance on dry rail) when integrated in the unit; the conformity assessment procedure is specified in clause 6.2.3.10.

The relevant components of the wheel slide protection system shall be considered in the safety analysis of the emergency brake function required in clause 4.2.4.2.2.

(8)

Wheel rotation monitoring system (WRM):

Units of design maximum speed higher or equal to 250 km/h shall be equipped with a wheel rotation monitoring system to advise the driver that an axle has seized; the wheel rotation monitoring system shall be designed according to the specification referenced in Appendix J-1, index 30, clause 4.2.4.3.

4.2.4.7.   Dynamic brake — Braking system linked to traction system

Where the braking performance of the dynamic brake or of braking system linked to the traction system is included in the performance of the emergency braking in normal mode defined in clause 4.2.4.5.2, the dynamic brake or the braking system linked to traction:

(1)

Shall be commanded by the main brake system control line (see clause 4.2.4.2.1).

(2)

Shall be subject to a safety analysis covering the hazard ‘after activation of an emergency command, complete loss of the dynamic brake force’.

This safety analysis shall be considered in the safety analysis required by the safety requirement N° 3 set out in clause 4.2.4.2.2 for the emergency brake function.

For electric units, in case the presence on-board the unit of the voltage delivered by the external power supply is a condition for the dynamic brake application, the safety analysis shall cover failures leading to absence on-board the unit of that voltage.

In case the hazard above is not controlled at the level of the rolling stock (failure of the external power supply system), the braking performance of the dynamic brake or of braking system linked to the traction system shall not be included in the performance of the emergency braking in normal mode defined in clause 4.2.4.5.2.

4.2.4.8.   Braking system independent of adhesion conditions

4.2.4.8.1.   General

(1)

Brake systems able to develop a brake force applied on the rail, independent of the wheel/rail adhesion condition, are a means of providing additional braking performance when the requested performance is higher than the performance corresponding to the limit of the available wheel rail adhesion (see clause 4.2.4.6).

(2)

It is permissible to include the contribution of brakes independent of wheel/rail adhesion in the braking performance in normal mode defined in clause 4.2.4.5 for the emergency brake; in such a case, the brake system independent of adhesion condition:

(3)

Shall be commanded by the main brake system control line (see clause 4.2.4.2.1).

(4)

Shall be subject of a safety analysis covering the hazard ‘after activation of an emergency command, complete loss of the brake force independent of the wheel/rail adhesion’.

This safety analysis shall be considered in the safety analysis required by the safety requirement No 3 set out in clause 4.2.4.2.2 for the emergency brake function.

4.2.4.8.2   Magnetic track brake

(1)

Requirements on magnetic brakes specified by the CCS subsystem are referenced in clause 4.2.3.3.1 of this TSI.

(2)

A magnetic track brake is allowed to be used as an emergency brake, as mentioned in the TSI INF, clause 4.2.6.2.2.

(3)

The geometrical characteristics of the end elements of the magnet in contact with the rail shall be as specified for one of the types described in the specification referenced in Appendix J-1, index 31.

(4)

Magnetic track brake shall not be used at speed higher than 280 km/h.

4.2.4.8.3   Eddy current track brake

(1)

This clause covers only eddy current track brake developing a brake force between the rolling stock and the rail.

(2)

Requirements on eddy current track brakes specified by the CCS subsystem are referenced in clause 4.2.3.3.1 of this TSI.

(3)

The conditions for use of eddy current track brake are not harmonised (regarding their effect on rail heating and vertical force).

Therefore, requirements to be met by eddy current track brake are an open point.

(4)

Until the ‘open point’ is closed, the values of maximum longitudinal braking force applied to the track by the eddy current track brake specified in the clause 4.2.4.5 of the TSI HS RST 2008 and used at speed ≥ 50 km/h are deemed to be compatible with HS lines.

4.2.4.9.   Brake state and fault indication

(1)

Information available to train staff shall allow the identification of degraded conditions concerning the rolling stock (brake performance lower than the performance required), for which specific operating rules apply. To that end, it shall be possible at certain phases during operation for the train staff to identify the status (applied or released or isolated) of the main (emergency and service) and parking brake systems, and the status of each part (including one or several actuators) of these systems that can be controlled and/or isolated independently.

(2)

If the parking brake always depends directly on the state of main brake system, it is not required to have an additional and specific indication for the parking brake system.

(3)

The phases that shall be considered during operation are standstill and running.

(4)

When at a standstill, train staff shall be able to check from inside and/or outside of the train:

The continuity of the train brake control command line,

The availability of the braking energy supply along the train,

The status of the main brake and parking brake systems and the status of each part (including one or several actuators) of these systems that can be controlled and/or isolated separately (as described above in the first paragraph of this clause), excepted for dynamic brake and braking system linked to traction systems.

(5)

When running, the driver shall be able to check from the driving position in the cab:

The status of the train brake control command line,

The status of the train brake energy supply,

The status of the dynamic brake and braking system linked to traction system where they are included in the performance of the emergency braking in normal mode,

The status applied or released of at least one part (actuator) of the main brake system which is controlled independently (e.g. a part which is installed on the vehicle fitted with an active cab).

(6)

The function providing the information described above to the train staff is a function essential to safety, as it is used for the train staff to evaluate the braking performance of the train.

Where local information is provided by indicators, the use of harmonised indicators ensures the required safety level.

Where a centralised control system allowing the train staff to perform all checks from one location (i.e. inside the drivers cab) is provided, it shall be subject to a reliability study, considering the failure mode of components, redundancies, periodic checks and other provisions; based on this study, operating conditions of the centralised control system shall be defined and provided in the operating documentation described in clause 4.2.12.4.

(7)

Applicability to units intended for general operation:

Only functionalities that are relevant to the design characteristics of the unit (e.g. presence of a cab,…) shall be considered.

The signals transmission required (if any) between the unit and the other coupled unit(s) in a train for the information regarding the brake system to be available at train level shall be documented, taking into account functional aspects.

This TSI does not impose any technical solution regarding physical interfaces between units.

4.2.4.10.   Brake requirements for rescue purposes

(1)

All brakes (emergency, service, parking) shall be fitted with devices allowing their release and isolation. These devices shall be accessible and functional whether the train or vehicle is: powered, non-powered or immobilised without any available energy on board.

(2)

For units intended to be operated on other track gauge systems than 1 520 mm system, it shall be possible, following a failure during operation, to rescue a train with no energy available on board by a recovery power unit equipped with a pneumatic brake system compatible with the UIC brake system (brake pipe as braking control command line).

Note: see clause 4.2.2.2.4 of this TSI for mechanical and pneumatical interfaces of the recovery unit.

(3)

During the rescue, it shall be possible to have a part of the brake system of the rescued train controlled by means of an interface device; in order to meet this requirement, it is allowed to rely on low voltage provided by a battery to supply control circuits on the rescued train.

(4)

The braking performance developed by the rescued train in this particular operating mode shall be evaluated by a calculation, but is not required to be the same as the braking performance described in clause 4.2.4.5.2. The calculated braking performance and rescue operating conditions shall be part of the technical documentation described in clause 4.2.12.

(5)

This requirement does not apply to units which are operated in a train formation of less than 200 tons (load condition ‘design mass in working order’).

4.2.5.   Passenger-related items

For information purposes only, the following non-exhaustive list gives an overview of the basic parameters covered by the TSI PRM, which are applicable to units which are intended to carry passengers:

seats, including priority seats

wheelchair spaces

exterior doors, including dimensions, passenger interface for controls

interior doors, including dimensions, passenger interface for controls

toilets

clearways

lighting

customer information

floor height changes

handrails

wheelchair-accessible sleeping accommodation

step position for vehicle access and egress, including steps and boarding aids.

Additional requirements are specified below in this clause.

4.2.5.1.   Sanitary systems

(1)

If a water tap is provided in a unit and unless the water is provided from the tap in accordance with Council Directive 98/83/EC (2), a visual sign shall clearly indicate that the water provided at the tap is not drinkable.

(2)

Sanitary systems (toilets, washrooms, bar/restaurant facilities) where fitted shall not allow the release of any material that may be detrimental to the health of people or to the environment. Released materials (i.e. treated water; water with soap directly released from washrooms excluded) shall be conformant to the following Directives:

The bacterial content of water discharged from sanitary systems shall not at any time exceed the bacterial content value for Intestinal enterococci and Escherichia coli bacteria specified as ‘good’ for Inland waters in Directive 2006/7/EC of the European Parliament and of the Council (3) concerning the management of bathing water quality.

The treatment processes shall not introduce substances that are identified in Annex I of Directive 2006/11/EC of the European Parliament and of the Council (4) on pollution caused by certain dangerous substances discharged into the aquatic environment of the Union.

(3)

To limit the dispersion of released liquid on the trackside, uncontrolled discharge from any source shall take place downwards only, under the body frame of the vehicle in a distance not greater than 0,7 metres from the longitudinal centre line of the vehicle.

(4)

The following shall be provided in the technical documentation described in clause 4.2.12:

The presence and type of toilets in a unit,

The characteristics of the flushing medium, if it is not clean water,

The nature of the treatment system for released water and the standards against which conformity has been assessed.

4.2.5.2.   Audible communication system

(1)

This clause applies to all units designed to carry passengers and units designed to haul passenger trains.

(2)

Trains shall be equipped as a minimum with a means of audible communication:

for the train crew to address the passengers in a train

for internal communication between the train crew and in particular between the driver and staff in the passenger area (if any).

(3)

The equipment shall be able to remain on standby independently of the main energy source for at least three hours. During the standby time the equipment shall be able to actually function at random intervals and periods during an accumulated time of 30 minutes.

(4)

The communication system shall be designed in such a manner that it continues to operate at least half (distributed throughout the train) of its loudspeakers in the event of a failure in one of its transmission elements or, as an alternative, another means shall be available to inform the passengers in the event of a failure.

(5)

Provisions for passengers to contact train crew are prescribed in clause 4.2.5.3 (passenger alarm) and in clause 4.2.5.4 (communication devices for passengers)

(6)

Applicability to units intended for general operation:

Only functionalities that are relevant to the design characteristics of the unit (e.g. presence of a cab, of a crew interface system,…) shall be considered.

The signals transmission required between the unit and the other coupled unit(s) in a train for the communication system to be available at train level shall be implemented and documented, taking into account functional aspects.

This TSI does not impose any technical solution regarding physical interfaces between units.

4.2.5.3.   Passenger alarm

4.2.5.3.1   General

(1)

This clause is applicable to all units designed to carry passengers and units designed to haul passenger trains.

(2)

The passenger alarm function gives to anyone in the train the opportunity to advise the driver of a potential danger, and has consequences at operating level when activated (e.g. braking initiation in absence of reaction from the driver); it is a safety related function, for which the requirements, including safety aspects, are set out in this clause.

4.2.5.3.2   Requirements for information interfaces

(1)

With the exception of toilets and gangways, each compartment, each entrance vestibule and all other separated areas intended for passengers shall be equipped with at least one clearly visible and indicated alarm device to inform the driver of a potential danger.

(2)

The alarm device shall be designed so that once activated it cannot be cancelled by passengers.

(3)

At the triggering of the passenger alarm, both visual and acoustic signs shall indicate to the driver that one or more passenger alarms have been activated.

(4)

A device in the cab shall allow the driver to acknowledge his awareness of the alarm. The driver's acknowledgement shall be perceivable at the place where the passenger alarm was triggered and shall stop the acoustic signal in the cab.

(5)

On the driver's initiative, the system shall allow a communication link to be established between the driver's cab and the place where the alarm(s) was/were triggered for units designed for operation without staff on-board (other than driver).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.

The system shall allow the driver to cancel this communication link on his initiative.

(6)

A device shall enable the crew to reset the passenger alarm.

4.2.5.3.3   Requirements for activation of the brake by the passenger alarm

(1)

When the train is stopped at a platform or departing from a platform, activation of a passenger alarm shall lead to a direct application of the service brake or the emergency brake, resulting in a complete stop. In this case, only after the train has come to a complete stop, a system shall allow the driver to cancel any automatic braking action initiated by the passenger alarm;

(2)

In other situations, 10 +/-1 seconds after activation of the (first) passenger alarm, at least an automatic service brake shall be initiated unless the passenger alarm is acknowledged by the driver within this time. The system shall allow the driver to override at any time an automatic braking action initiated by the passenger alarm.

4.2.5.3.4   Criteria for a train departing from a platform

(1)

A train is deemed to be departing from a platform during the period of time elapsing between the moment when door status is changed from ‘released’ to ‘closed and locked’ and the moment when the train has partly left the platform.

(2)

This moment shall be detected on-board (function allowing physical detection of the platform or based on speed or distance criteria, or any alternative criteria).

(3)

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.

4.2.5.3.5   Safety requirements

(1)

For the scenario ‘failure in the passenger alarm system leading to the impossibility for a passenger to initiate the activation of brake in order to stop the train when train departs from a platform’, it shall be demonstrated that the risk is controlled to an acceptable level considering that the functional failure has typical credible potential to lead directly to ‘single fatality and/or severe injury’.

(2)

For the scenario ‘failure in the passenger alarm system leading to no information given to the driver in case of activation of a passenger alarm’, it shall be demonstrated that the risk is controlled to an acceptable level considering that the functional failure has typical credible potential to lead directly to ‘single fatality and/or severe injury’.

(3)

The demonstration of conformity (conformity assessment procedure) is described in clause 6.2.3.5 of this TSI.

4.2.5.3.6   Degraded mode

(1)

Units fitted with a driver's cab shall be fitted with a device which allows authorised staff to isolate the passenger alarm system.

(2)

If the passenger alarm system is not functioning, either after intentional isolation by staff, due to a technical failure, or by coupling the unit with a non-compatible unit, this shall be permanently indicated to the driver in the active driver's cab, and application of the passenger alarm shall result in a direct application of brakes.

(3)

A train with an isolated passenger alarm system does not meet the minimum requirements for safety and interoperability as defined in this TSI and shall therefore be regarded to as being in degraded mode.

4.2.5.3.7   Applicability to units intended for general operation

(1)

Only functionalities that are relevant to the design characteristics of the unit (e.g. presence of a cab, of a crew interface system,…) shall be considered.

(2)

The signals transmission required between the unit and the other coupled unit(s) in a train for the passenger alarm system to be available at train level shall be implemented and documented, taking into account functional aspects described above in this clause.

(3)

This TSI does not impose any technical solution regarding physical interfaces between units.

4.2.5.4.   Communication devices for passengers

(1)

This clause applies to all units designed to carry passengers and units designed to haul passenger trains.

(2)

Units designed for operation without staff on-board (other than driver) shall be equipped with a ‘communication device’ for passengers to inform a person who can take appropriate action.

(3)

The requirements to the location of the ‘communication device’ are the ones applicable for the passenger alarm as defined in clause 4.2.5.3 ‘Passenger alarm: functional requirements’.

(4)

The system shall allow the communication link to be requested on the initiative of the passenger. The system shall allow the person receiving the communication (e.g. driver) to cancel this communication link at his initiative.

(5)

The ‘communication device’ interface to passengers shall be indicated by a harmonised sign, shall include visual and tactile symbols and shall emit a visual and audible indication that it has been operated. These elements shall be in accordance with the PRM TSI.

(6)

Applicability to units intended for general operation:

Only functionalities that are relevant to the design characteristics of the unit (e.g. presence of a cab, of a crew interface system, etc.) shall be considered.

The signals transmission required between the unit and the other coupled unit(s) in a train for the communication system to be available at train level shall be implemented and documented, taking into account functional aspects.

This TSI does not impose any technical solution regarding physical interfaces between units.

4.2.5.5.   Exterior doors: passenger access to and egress from Rolling Stock

4.2.5.5.1.   General

(1)

This clause applies to all units designed to carry passengers and units designed to haul passenger trains.

(2)

Doors intended for staff and freight are dealt with in clauses 4.2.2.8 and 4.2.9.1.2 of this TSI.

(3)

The control of external passenger access doors is a function essential to safety; the functional and safety requirements expressed in this clause are necessary to ensure the safety level required.

4.2.5.5.2   Terminology used

(1)

In the context of this clause a ‘door’ is an external passenger access door (with one or more leaves), intended primarily for passengers to enter and leave the unit.

(2)

A ‘locked door’ is a door held closed by a physical door locking device

(3)

A ‘door locked out of service’ is a door immobilised in a closed position by a manually operated mechanical locking device.

(4)

A door ‘released’ is a door that is able to be opened by operating the local or, central door control, (where the latter is available).

(5)

For the purpose of this clause, a train is assumed to be at a standstill when the speed has decreased to 3 km/h or less.

(6)

For the purpose of this clause, ‘train crew’ means one member of the on-board staff in charge of the checks related to the door system; it may be the driver or another member of the on-board staff.

4.2.5.5.3.   Door closing and locking

(1)

The door control device shall allow the train crew to close and lock all the doors before the train departs.

(2)

Where a movable step has to be retracted, the closing sequence shall include the movement of the step to the retracted position.

(3)

When the centralised door closing and locking is activated from a local control, adjacent to a door, it is permissible for this door to remain open when the other doors close and lock. The door control system shall allow the staff to close and lock this door subsequently before departure.

(4)

The doors shall be kept closed and locked until they are released in accordance with clause 4.2.5.5.6 ‘Door opening’. In the event of loss of power to the door controls, the doors shall be kept locked by the locking mechanism.

Note: see clause 4.2.2.3.2 of TSI PRM for alert signal when closing a door.

Door obstacle detection:

(5)

External passenger access doors shall incorporate devices that detect if they close on an obstacle (e.g. a passenger). Where an obstacle is detected the doors shall automatically stop, and remain free for a limited period of time or reopen. The sensitivity of the system shall be such as to detect an obstacle according to the specification referenced in Appendix J-1, index 32, clause 5.2.1.4.1, with a maximum force on the obstacle according to the specification referenced in Appendix J-1, index 32, clause 5.2.1.4.2.1.

4.2.5.5.4   Locking a door out of service

(1)

A manually operated mechanical device shall be provided to enable (the train crew or maintenance staff) to lock a door out of service.

(2)

The locking out of service device shall:

Isolate the door from any opening command

Lock the door mechanically in the closed position

Indicate the status of the isolation device

Permit the door to be by-passed by the ‘door-closed proving system’

4.2.5.5.5   Information available to the train crew

(1)

An appropriate ‘doors-closed proving system’ shall allow the train crew to check at any moment whether or not all the doors are closed and locked.

(2)

If one or more doors are not locked, this shall be continuously indicated to the train crew.

(3)

An Indication shall be provided to the train crew of any fault of a door closing and/or locking operation.

(4)

Audible and visual alarm signal shall indicate to the train crew an emergency opening of one or more doors.

(5)

A ‘door locked out of service’ is permitted to be by-passed by the ‘doors-closed proving system’.

4.2.5.5.6   Door opening

(1)

A train shall be provided with door release controls, which allow the train crew or an automatic device associated with the stop at a platform, to control the release of doors separately on each side, allowing them to be opened by passengers or, if available, by a central opening command when the train is at a standstill.

(2)

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 door release control system shall be able to receive from the ETCS system the information related to platform.

(3)

At each door, local opening controls or opening devices shall be accessible for passengers from both the outside and the inside of the vehicle.

(4)

Where a movable step has to be deployed, the opening sequence shall include the movement of the step to the deployed position.

Note: see clause 4.2.2.4.2 of TSI PRM for alert signal when opening a door.

4.2.5.5.7   Door-traction interlock

(1)

Traction power shall be applied only when all doors are closed and locked. This shall be ensured through an automatic door-traction interlock system. The door-traction interlock system shall prevent traction power being applied when not all of the doors are closed and locked.

(2)

The traction interlock system shall be provided with a manual override, intended to be activated by the driver in exceptional situations, to apply traction even when not all of the doors are closed and locked.

4.2.5.5.8   Safety requirements for clauses 4.2.5.5.2 to 4.2.5.5.7

(1)

For the scenario one door is unlocked (with train crew not correctly informed of this door status) or released or opened in inappropriate areas (e.g. wrong side of train) or situations (e.g. train running), it shall be demonstrated that the risk is controlled to an acceptable level, considering that the functional failure has typical credible potential to lead directly to:

‘single fatality and/or severe injury’ for units in which passengers are not supposed to stay in standing position in the door area (long distance), or to

‘single fatality and/or severe injury’ for units in which some passengers stay in standing position in the door area in normal operation.

(2)

For the scenario several doors are unlocked (with train crew not correctly informed of this door status) or released or opened in inappropriate areas (e.g. wrong side of the train) or situations (e.g. train running), it shall be demonstrated that the risk is controlled to an acceptable level, considering that the functional failure has typical credible direct potential to lead to:

‘fatality and/or severe injury’ for units in which passengers are not supposed to stay in standing position in the door area (long distance), or to

‘fatalities and/or severe injuries’ for units in which some passengers stay in standing position in the door area in normal operation.

(3)

The demonstration of conformity (conformity assessment procedure) is described in clause 6.2.3.5 of this TSI.

4.2.5.5.9   Door emergency opening

Internal emergency opening:

(1)

Each door shall be provided with an individual internal emergency-opening device accessible to passengers, that shall allow the door to open; this device shall be active when the speed is below 10 km/h.

(2)

It is allowed to have this device active at any speed (independent of any speed signal); in such a case, this device shall be operated after a succession of at least two actions.

(3)

This device is not required to have an effect on ‘a door locked out of service’. In such a case the door may be unlocked first.

Safety requirement:

(4)

For the scenario ‘failure in the internal emergency opening system of two adjacent doors along a through route (as defined in clause 4.2.10.5 of this TSI), the emergency opening system of other doors remaining available’, it shall be demonstrated that the risk is controlled to an acceptable level, considering that the functional failure has typical credible potential to lead directly to ‘single fatality and/or severe injury’.

The demonstration of compliance (conformity assessment procedure) is described in clause 6.2.3.5 of this TSI.

External emergency opening:

(5)

Each door shall be provided with an individual external emergency-opening device, accessible to rescue staff, to allow that door to be opened for emergency reasons. This device is not required to have an effect on ‘a door locked out of service’. In such a case the door shall be unlocked first.

Manual force to open the door:

(6)

For manual opening of the door, the force required to be exerted by a person shall be according to the specification referenced in Appendix J-1, index 33.

4.2.5.5.10   Applicability to units intended for general operation

(1)

Only functionalities that are relevant to the design characteristics of the unit (e.g. presence of a cab, of a crew interface system for door control, etc.) shall be considered.

(2)

The signals transmission required between the unit and the other coupled unit(s) in a train for the door system to be available at train level shall be implemented and documented, taking into account functional aspects.

(3)

This TSI does not impose any technical solution regarding physical interfaces between units.

4.2.5.6.   Exterior door system construction

(1)

If a unit is fitted with a door intended to be used by passengers to access or egress the train, the following provisions apply:

(2)

Doors shall be fitted with transparent windows to allow passengers to identify the presence of a platform.

(3)

The outside surface of passenger units shall be designed in such a way that they do not give the possibility for a person to ‘train surf’ when the doors are closed and locked.

(4)

As a measure to prevent ‘train surfing’, handholds on the outside surface of the door system shall be avoided or designed so that they cannot be gripped when the doors are closed.

(5)

Handrails and handholds shall be fixed so that they can withstand the forces exerted on them during operation.

4.2.5.7.   Inter-unit doors

(1)

This clause is applicable to all units designed to carry passengers.

(2)

Where a unit is equipped with inter-unit doors at the end of coaches or at unit-ends, they shall be fitted with a device that allows them to be locked (e.g. where a door is not connected by a gangway for use of passengers to an adjacent coach or unit, etc.).

4.2.5.8.   Internal air quality

(1)

The quantity and quality of air provided inside the area of vehicles occupied by passengers and/or staff shall be such that no risk is developed to the health of passengers or staff additional to those resulting from the external ambient air quality. This is achieved by complying with the requirements set up below.

A ventilation system shall maintain an acceptable interior CO2 level under operational conditions.

(2)

The CO2 level shall not exceed 5 000 ppm in all operating conditions, excepted in the 2 cases below:

In case of interruption of the ventilation, due to an interruption of the main power supply or to a breakdown of the system, an emergency provision shall ensure the supply of outside air into all passenger and staff areas.

If this emergency provision is ensured through battery supplied forced ventilation, the duration in which the CO2 level will remain below 10 000 ppm shall be defined, assuming a passenger load derived from the load condition ‘design mass under normal payload’.

The conformity assessment procedure is defined in clause 6.2.3.12.

This duration shall not be less than 30 minutes.

The duration shall be recorded in the technical documentation defined in clause 4.2.12 of this TSI.

In case of switch off or closing of all means of external ventilation, or switch off of air conditioning system, in order to prevent passengers being exposed to environmental fumes that may be present, especially in tunnels, and in the event of a fire, as described in clause 4.2.10.4.2.

4.2.5.9.   Body side windows

(1)

Where body side windows can be opened by passengers and cannot be locked by the train staff, the size of the opening shall be limited to such dimensions that it is not possible to pass a ball shaped object with 10cm diameter through it.

4.2.6.   Environmental conditions and aerodynamic effects

4.2.6.1.   Environmental conditions — general

(1)

Environmental conditions are physical, chemical or biological conditions external to a product and to which it is subjected to.

(2)

The environmental conditions to which rolling stock is subjected to influence the design of rolling stock, as well as this of its constituents.

(3)

The environmental parameters are described in the clauses below; for each environmental parameter, a nominal range is defined, which is the most commonly encountered in Europe, and is the basis for interoperable rolling stock.

(4)

For certain environmental parameters, ranges other than the nominal one are defined; in that case, a range shall be selected for the design of the rolling stock.

For the functions identified in the clauses below, design and/or testing provisions taken to ensure that the rolling stock is meeting the TSI requirements in this range shall be described in the technical documentation.

(5)

The selected range(s) shall be recorded in the technical documentation described in clause 4.2.12 of this TSI, as a characteristic of the rolling stock.

(6)

Depending on the ranges selected, and on provisions taken (described in the technical documentation), relevant operating rules could be necessary to ensure the technical compatibility between the rolling stock and environmental conditions that can be met on parts of the network.

In particular, operating rules are necessary when rolling stock designed for the nominal range is operated on a particular line where the nominal range is exceeded at certain periods of the year.

(7)

The ranges, if different than the nominal one, to be selected to avoid any restrictive operating rule(s) linked to a geographical area and climatic conditions, are specified by the Member States and are listed in the clause 7.4 of this TSI.

4.2.6.1.1   Temperature

(1)

Rolling stock shall meet the requirements of this TSI within one (or several) of the temperature ranges T1 (– 25 °C to + 40 °C; nominal), or T2 (– 40 °C to + 35 °C) or T3 (– 25 °C to + 45 °C) as defined in the specification referenced in Appendix J-1, index 34

(2)

The selected temperature range (s) shall be recorded in the technical documentation described in clause 4.2.12 of this TSI.

(3)

The temperature to consider for design purpose of rolling stock constituents shall take into account their integration in the rolling stock.

4.2.6.1.2   Snow, ice and hail

(1)

Rolling stock shall meet the requirements of this TSI when subject to snow, ice and hail conditions as defined in the specification referenced in Appendix J-1, index 35, which correspond to the nominal conditions (range).

(2)

The effect of snow, ice and hail to consider for design purpose of rolling stock constituents shall take into account their integration in the rolling stock.

(3)

Where more severe ‘snow, ice and hail’ conditions are selected, rolling stock and the parts of the subsystem shall then be designed to meet TSI requirements considering the following scenarios:

Snowdrift (light snow with low water equivalent content), covering the track up to 80 cm continuously above top rail level.

Powder snow, snowfall of large quantities of light snow with low water equivalent content.

Temperature gradient, temperature and humidity variation during one single run causing ice build-ups on the rolling stock.

Combined effect with low temperature according to the temperature zone chosen as defined in clause 4.2.6.1.1.

(4)

In relation with clause 4.2.6.1.1 (climatic zone T2) and with the present clause 4.2.6.1.2 (severe conditions for snow, ice and hail) of this TSI, the provisions taken to meet TSI requirements in these severe conditions shall be identified and verified, in particular design and/or testing provisions that are required for the following TSI requirements:

Obstacle deflector as defined in this TSI clause 4.2.2.5: additionally, capability to remove snow in front of the train.

Snow shall be considered as an obstacle to be removed by the obstacle defector; the following requirements are defined in clause 4.2.2.5 (by reference to the specification referenced in Appendix J-1, index 36):

‘The obstacle deflector needs to be of sufficient size to sweep obstacles clear of the path of the bogie. It shall be a continuous structure and shall be designed so as not to deflect objects upwards or downwards. Under normal operating conditions, the lower edge of the obstacle deflector shall be as close to the track as the vehicle movements and gauge line will permit.

In plan view the deflector should approximate to a “V” profile with an included angle of not more than 160°. It can be designed with a compatible geometry to function also as a snow plough’

The forces specified in clause 4.2.2.5 of this TSI are deemed to be sufficient in order to remove the snow.

Running gear as defined in the TSI clause 4.2.3.5: considering snow and ice build-up and possible consequence on running stability and brake function.

Brake function and brake power supply as defined in the TSI clause 4.2.4.

Signalling the presence of the train to others as defined in the TSI clause 4.2.7.3.

Providing a view ahead as defined in the TSI clause 4.2.7.3.1.1 (head lights) and 4.2.9.1.3.1 (front visibility), with windscreen's equipment as defined in clause 4.2.9.2 functioning.

Providing the driver with acceptable climate for working as defined in the TSI clause 4.2.9.1.7.

(5)

The selected range for ‘snow, ice and hail’ (nominal or severe) and provision adopted shall be documented in the technical documentation described in clause 4.2.12.2 of this TSI.

4.2.6.2.   Aerodynamic effects

(1)

The requirements in this clause apply to all rolling stock except those designed to be operated on the 1 520 mm or 1 524 mm or 1 600 mm or 1 668 mm track gauge systems for which the corresponding requirements are an open point.

(2)

The passing of a train causes an unsteady airflow with varying pressures and flow velocities. These pressure and flow velocity transients have an effect on persons, objects and buildings at the trackside; they have also an effect on the rolling stock (e.g. aerodynamic load on vehicle structure, buffeting of equipment), and are to be taken into account in the design of rolling stock.

(3)

The combined effect of train speed and air speed causes an aerodynamic rolling moment that can affect the stability of rolling stock.

4.2.6.2.1   Slipstream effects on passengers on platform and on workers trackside

(1)

Units of maximum design speed vtr > 160 km/h, running in the open air at a reference speed specified in Table 4, shall not cause the air speed to exceed the value u as indicated in the Table 4 as measured at a height of 0,2 m and 1,4 m above top of rail at a distance of 3,0 m from the track centre, during the passage of the unit.

Table 4

Limit criteria

Maximum design speed vtr,max (km/h)

Measurement performed at height above the top of rail

Trackside maximum permissible air speed, (limit values for u (m/s))

Reference speed vtr,ref (kxm/h)

160 < vtr,max < 250

0,2 m

20

Maximum design speed

 

1,4 m

15,5

200 km/h or the maximum design speed, whichever is lower

250 ≤ vtr,max

0,2 m

22

300 km/h or the maximum design speed, whichever is lower

 

1,4 m

15,5

200 km/h

(2)

The formation to be tested is specified below for different types of rolling stock:

Unit assessed in fixed formation

The full length of the fixed formation.

In case of multiple unit operation at least two units coupled together shall be tested.

Units assessed in predefined formation

Train formation including the end vehicle and intermediate vehicles in a rake consisting of at least 100 m or the maximum predefined length if shorter than 100 m.

Unit assessed for use in general operation (train formation not defined at design stage):

the unit shall be tested in a train formation consisting of a rake of at least 100 m of intermediate coaches;

in the case of a locomotive or driving cab this vehicle shall be placed in the first and in the last position of the train formation;

in the case of coaches (passenger carriages) the train formation shall include as a minimum a coach formed by the type of unit under assessment running in first and last positions of the rake of intermediate coaches.

Note: for coaches a conformity assessment is required only in case of new design that has an impact on the slipstream effect.

(3)

The conformity assessment procedure is described in clause 6.2.3.13 of this TSI.

4.2.6.2.2   Head pressure pulse

(1)

The passing of two trains generates an aerodynamic load on each of the two trains. The requirement on head pressure pulse in open air allows defining a limit aerodynamic load induced by the rolling stock in open air assuming a track centre distance for the track where the train is intended to be operated.

The track centre distance depends on the speed and the gauge of the line; minimum values of track centre distance depending on speed and gauge are defined as per the INF TSI.

(2)

Units with a maximum design speed higher than 160 km/h and lower than 250 km/h, running in the open air at their maximum speed shall not cause the maximum peak-to-peak pressure of changes to exceed a value of 800 Pa as assessed over the range of height between 1,5 m and 3,0 m above the top of rail, and at a distance of 2,5 m from the track centre, during the passage of the head.

(3)

Units with a maximum design speed higher or equal to 250 km/h running in the open air at the given reference speed 250 km/h shall not cause the maximum peak-to-peak pressure of changes to exceed a value of 800 Pa as assessed over the range of height between 1,5 m and 3,0 m above the top of rail, and at a distance of 2,5 m from the track centre, during the passage of the head.

(4)

The formation to be verified by a test is specified below for different types of rolling stock:

Unit assessed in fixed or predefined formation:

A single unit of the fixed formation or any configuration of the predefined formation.

Unit assessed for use in general operation (train formation not defined at design stage):

Unit fitted with a drivers cab shall be assessed alone.

Other units: Requirement not applicable.

(5)

The conformity assessment procedure is described in clause 6.2.3.14 of this TSI.

4.2.6.2.3   Maximum pressure variations in tunnels

(1)

Units of maximum design speed higher than or equal to 200 km/h shall be aerodynamically designed so that for a given combination (reference case) of train speed and tunnel cross section in case of a solo run in a simple, non-inclined tube-like tunnel (without any shafts etc.) a requirement for the characteristic pressure variation shall be met. The requirements are given in the Table 5.

Table 5

Requirements for units in a solo-run in a non-inclined tube-like tunnel

 

Reference case

Criteria for the reference case

Vtr

Atu

ΔpN

ΔpN + ΔpFr

ΔpN + ΔpFr + ΔpT

< 250 km/h

200 km/h

53,6 m2

≤ 1 750 Pa

≤ 3 000 Pa

≤ 3 700 Pa

≥ 250 km/h

250 km/h

63,0 m2

≤ 1 600 Pa

≤ 3 000 Pa

≤ 4 100 Pa

Where vtr is the train speed and Atu is the tunnel cross sectional area.

(2)

The formation to be verified by a test is specified below for different types of rolling stock:

Unit assessed in fixed or predefined formation: assessment shall be made with the maximum length of the train (including multiple operation of trainsets).

Unit assessed for general operation (train formation not defined at design stage) and fitted with a driver's cab: two arbitrary train compositions of minimum length 150 m; one with the unit in leading position and one with the unit at the end.

Other units (coaches for general operation): on the basis of one train formation of at least 400 m.

(3)

The conformity assessment procedure, including definition of parameters mentioned above is described in clause 6.2.3.15 of this TSI.

4.2.6.2.4   Cross wind

(1)

This requirement applies to units of maximum design speed higher than 140 km/h.

(2)

For units of maximum design speed higher than 140 km/h and lower than 250 km/h the characteristic wind curve (CWC) of the most sensitive vehicle shall be determined in accordance with the specification referenced in Appendix J-1, index 37 and subsequently recorded in the technical file as per clause 4.2.12.

(3)

For units of maximum design speed equal to or higher than 250 km/h the crosswind effects shall be evaluated according to one of the following methods:

(a)

determined and complying with the specification of the HS RST TSI 2008 clause 4.2.6.3,

or

(b)

determined by the assessment method of the specification referenced in Appendix J-1, index 37. The resulting characteristic wind curve of the most sensitive vehicle of the unit under assessment shall be recorded in the technical documentation as per clause 4.2.12.

4.2.6.2.5   Aerodynamic effect on ballasted tracks

(1)

This requirement applies to units of maximum design speed higher than or equal to 190 km/h.

(2)

The requirement on the aerodynamic effect of trains on ballasted tracks, in order to limit risks induced by the projection of ballast (ballast pick up), is an open point.

4.2.7.   External lights & visible and audible warning devices

4.2.7.1.   External lights

(1)

The colour green shall not be used for external light or illumination; this requirement is made to prevent any confusion with fixed signals.

(2)

This requirement is not applicable to lights of intensity not higher than 100 cd/m2 that are included in push buttons for the command of passenger doors (not continuously lit).

4.2.7.1.1.   Head lights

(1)

This clause applies to units fitted with a driver's cab.

(2)

Two white headlamps shall be provided at the front end of the train in order to give visibility for the train driver.

(3)

These head lamps shall be located:

at the same height above the rail level, with their centres between 1 500 and 2 000 mm above the rail level,

symmetrically compared to the centre-line of rails, and with a distance between their centres not less than 1 000 mm.

(4)

The colour of head lamps shall be in accordance with the values specified in the specification referenced in Appendix J-1, index 38, clause 5.3.3, Table 1.

(5)

Headlamps shall provide 2 luminous intensity levels: ‘dimmed headlamp’ and ‘full-beam headlamp’.

For ‘dimmed headlamp’, the luminous intensity of headlamps measured along the optical axis of the head lamp shall be in accordance with the values specified in the specification referenced in Appendix J-1, index 38, clause 5.3.4, table 2, first line.

For ‘full-beam headlamp’, the minimum luminous intensity of headlamps measured along the optical axis of the lamp shall be in accordance with the values specified in the specification referenced in Appendix J-1, index 38, clause 5.3.4, Table 2, first line.

(6)

The installation of head lamps on the unit shall provide a means of alignment adjustment of their optical axis when installed on the unit according to the specification referenced in Appendix J-1, index 38, clause 5.3.5, to be used during maintenance activities.

(7)

Additional head lamps may be provided (e.g. upper head lamps). These additional head lamps shall fulfil the requirement on the colour of head lamps specified above in this clause.

Note: additional head lamps are not mandatory; their use at operational level may be subject to restrictions.

4.2.7.1.2   Marker lights

(1)

This clause applies to units fitted with a driver's cab.

(2)

Three white marker lamps shall be provided at the front end of the train in order to make the train visible.

(3)

Two lower marker lamps shall be located:

at the same height above the rail level, with their centres between 1 500 and 2 000 mm above the rail level,

symmetrically compared to the centre-line of rails, and with a distance between their centres not less than 1 000 mm.

(4)

The third marker lamp shall be located centrally above the two lower lamps, with a vertical separation between their centres equal to or greater than 600 mm.

(5)

It is permitted to use the same component for both head lights and marker lights.

(6)

The colour of marker lamps shall be in accordance with the values specified in the specification referenced in Appendix J-1, index 39, clause 5.4.3.1, Table 4.

(7)

The spectral radiation distribution of light from the marker lamps shall be in accordance with the values specified in the specification referenced in Appendix J-1, index 39, clause 5.4.3.2.

(8)

The luminous intensity of marker lamps shall be in accordance with the specification referenced in Appendix J-1, index 39, clause 5.4.4, Table 6.

4.2.7.1.3   Tail lights

(1)

Two red tail lamps shall be provided at the rear end of units intended to be operated at the rear end of the train in order to make the train visible.

(2)

For units without driver's cab assessed for general operation, the lamps may be portable lamps; in that case, the type of portable lamp to be used shall be in accordance with the Appendix E of the ‘freight wagons’ TSI; the function shall be verified by design examination and type test at component level (interoperability constituent ‘portable tail lamp’), but it is not required to provide the portable lamps.

(3)

The tail lamps shall be located:

at the same height above the rail level, with their centres between 1 500 and 2 000 mm above the rail level,

symmetrically compared to the centre-line of rails, and with a distance between their centres not less than 1 000 mm.

(4)

The colour of tail lamps shall be in accordance with the specification referenced in Appendix J-1, index 40, clause 5.5.3, Table 7.

(5)

The luminous intensity of tail lamps shall be in accordance with the specification referenced in Appendix J-1, index 40, clause 5.5.4, Table 8.

4.2.7.1.4   Lamp controls

(1)

This clause applies to units fitted with a driver's cab.

(2)

It shall be possible for the driver to control:

the head, marker lamps of the unit from the normal driving position;

the tail lamps of the unit from the cab.

This control may use independent command or combination of commands.

Note: where it is intended to use lights to inform of an emergency situation (operating rule, see TSI OPE), this should be done only by means of head lamps in flashing/blinking mode.

4.2.7.2.   Horn (audible warning device)

4.2.7.2.1   General

(1)

This clause applies to units fitted with a driving cab.

(2)

Trains shall be fitted with warning horns in order to make the train audible.

(3)

The notes of the audible warning horns are intended to be recognisable as being from a train and not be similar to warning devices used in road transport or as factory or other common warning device. The operation of the warning horns shall emit at least one of the following separate warning sounds below:

—   Sounding 1: the fundamental frequency of the separately sounded note shall be 660 Hz ± 30 Hz (high note).

—   Sounding 2: the fundamental frequency of the separately sounded note shall be 370 Hz ± 20 Hz (low note).

(4)

In case additional warning sounds to one of the above (separate or combined) are provided on a voluntary basis, their sound pressure level shall not be higher than values specified below in the clause 4.2.7.2.2.

Note: their use at operational level may be subject to restrictions.

4.2.7.2.2   Warning horn sound pressure levels

(1)

The C weighted sound pressure level produced by each horn sounded separately (or in a group if designed to sound simultaneously as a chord) when integrated on the unit shall be as defined in the specification referenced in Appendix J-1, index 41.

(2)

The conformity assessment procedure is specified in clause 6.2.3.17.

4.2.7.2.3   Protection

(1)

Warning horns and their control systems shall be designed or protected, so far as is practicable, to maintain their function when impacted by airborne objects such as debris, dust, snow, hail or birds.

4.2.7.2.4   Horn control

(1)

It shall be possible for the driver to sound the audible warning device from all driving positions specified in clause 4.2.9 of this TSI.

4.2.8.   Traction and electrical equipment

4.2.8.1.   Traction performance

4.2.8.1.1.   General

(1)

The purpose of the train traction system is to ensure that the train is able to be operated at various speeds up to its maximum service speed. The primary factors that influence traction performance are traction power, train composition and mass, adhesion, track gradient and train running resistance.

(2)

Unit performance for units fitted with traction equipment, and operated in various train formations shall be defined so that the overall traction performance of the train can be derived.

(3)

The traction performance is characterised by the maximum service speed and by the traction force profile (force at wheel rim = F(speed))

(4)

The unit is characterised by its running resistance and its mass.

(5)

The maximum service speed, the traction force profile and the running resistance are the unit contributions necessary to define a timetable allowing a train to slot into the overall traffic pattern on a given line, and are part of the technical documentation related to the unit described in clause 4.2.12.2 of this TSI.

4.2.8.1.2   Requirements on performance

(1)

This clause applies to units fitted with traction equipment.

(2)

Unit traction force profiles (force at wheel rim =F(speed)) shall be determined by calculation; the unit running resistance shall be determined by a calculation for the load case ‘design mass under normal payload’, as defined in clause 4.2.2.10.

(3)

Unit traction force profiles and running resistance shall be recorded in the technical documentation (see clause 4.2.12.2).

(4)

The design maximum speed shall be defined from the data above for the load case ‘design mass under normal payload’ on a level track; design maximum speed higher than 60 km/h shall be a multiple of 5 km/h.

(5)

For units assessed in fixed or predefined formation, at the maximum service speed and on a level track, the unit shall still be capable of an acceleration of at least 0,05 m/s2 for the load case ‘design mass under normal payload’. This requirement may be verified by calculation or by testing (acceleration measurement) and applies for maximum design speed up to 350 km/h.

(6)

Requirements regarding the traction cut-off required in case of braking are defined in the clause 4.2.4 of this TSI.

(7)

Requirements regarding availability of the traction function in case of fire on board are defined in the clause 4.2.10.4.4.

Additional requirement for units assessed in fixed or predefined formation of maximum design speed higher than or equal to 250 km/h:

(8)

The mean acceleration on a level track, for the load case ‘design mass under normal payload’, shall be of at least of:

0,40 m/s2 from 0 to 40 km/h

0,32 m/s2 from 0 to 120 km/h

0,17 m/s2 from 0 to 160 km/h.

This requirement may be verified by calculation only or by testing (acceleration measurement) combined with calculation.

(9)

The design of the traction system shall assume a calculated wheel/rail adhesion not higher than:

0,30 at start up and very low speed

0,275 at 100 km/h

0,19 at 200 km/h

0,10 at 300 km/h.

(10)

A single failure of power equipment affecting the traction capability shall not deprive the unit of more than 50 % of its traction force.

4.2.8.2.   Power supply

4.2.8.2.1   General

(1)

Requirements applicable to rolling stock, and which interface with the Energy subsystem are dealt with in this clause; therefore, this clause 4.2.8.2 applies to electric units.

(2)

The TSI Energy specifies the following power systems: AC 25 kV 50 Hz system, AC 15 kV 16,7 Hz system, DC 3 kV system and 1,5 kV system. As a consequence, requirements defined below are related to these 4 systems only, and references to standards are valid for these 4 systems only.

4.2.8.2.2   Operation within range of voltages and frequencies

(1)

Electric units shall be able to operate within the range of at least one of the systems ‘voltage and frequency’ defined in the TSI Energy, clause 4.2.3.

(2)

The actual value of the line voltage shall be available in the driver cab in driving configuration.

(3)

The systems ‘voltage and frequency’ for which the rolling stock is designed shall be recorded in the technical documentation defined in clause 4.2.12.2 of this TSI.

4.2.8.2.3   Regenerative brake with energy to the overhead contact line

(1)

Electric units which return electrical energy to the overhead contact line in regenerative braking mode shall comply with the specification referenced in Appendix J-1, index 42.

(2)

It shall be possible to control the use of the regenerative brake.

4.2.8.2.4   Maximum power and current from the overhead contact line

(1)

Electric units with power higher than 2 MW (including the declared fixed and predefined formations) shall be equipped with power or current limitation function.

(2)

Electric units shall be equipped with automatic regulation of the current within abnormal operation condition regarding voltage; this regulation shall allow limiting the current to the ‘maximum current against voltage’ specified in the specification referenced in Appendix J-1, index 43.

Note: a less restrictive limitation (lower value of coefficient ‘a’) may be used at operating level on a particular network or line if agreed by the Infrastructure Manager.

(3)

The maximum current assessed here above (rated current) shall be recorded in the technical documentation defined in clause 4.2.12.2 of this TSI.

4.2.8.2.5   Maximum current at standstill for DC systems

(1)

For DC systems, the maximum current at standstill per pantograph shall be calculated and verified by measurement.

(2)

Limit values are specified in clause 4.2.5 of the TSI Energy.

(3)

The value measured and measurement conditions regarding the material of the contact wire shall be recorded in the technical documentation defined in clause 4.2.12.2 of this TSI.

4.2.8.2.6   Power factor

(1)

The power factor design data of the train (including multiple operation of several units as defined in clause 2.2 of this TSI) shall be subject to a calculation to verify acceptance criteria set out in the specification referenced in Appendix J-1, index 44.

4.2.8.2.7   System energy disturbances for ac systems

(1)

An Electric unit shall not cause unacceptable overvoltage and other phenomena described in the specification referenced in Appendix J-1, index 45, clause 10.1(harmonics and dynamic effects) on the overhead contact line.

(2)

A compatibility study shall be done in accordance with the methodology defined in the specification referenced in Appendix J-1, index 45, clause 10.3. The steps and hypothesis described in Table 5 of the same specification have to be defined by the applicant (column 3 ‘Concerned party’ not applicable), with input data presented as in Annex D of the same specification; the acceptance criteria shall be as defined in clause 10.4 the same specification.

(3)

All hypothesis and data considered for this compatibility study shall be recorded in the technical documentation (see clause 4.2.12.2).

4.2.8.2.8   On-board energy measurement system

(1)

The on-board energy measurement system is the system for measurement of electric energy taken from or returned (during regenerative braking) to the overhead contact line (OCL) by the electric unit.

(2)

On-board energy measurement systems shall comply with requirements of the Appendix D of this TSI.

(3)

This system is suitable for billing purposes; the data provided by it shall be accepted for billing in all Member States.

(4)

The fitment of an on-board energy measurement system, and of its on-board location function shall be recorded in the technical documentation described in clause 4.2.12.2 of this TSI; the description of on-board to ground communication shall be part of the documentation.

(5)

The maintenance documentation described in clause 4.2.12.3 of this TSI shall include any periodic verification procedure, in order to ensure the required accuracy level of the on-board energy measurement system during its lifetime.

4.2.8.2.9   Requirements linked to pantograph

4.2.8.2.9.1   Working range in height of pantograph

4.2.8.2.9.1.1   Height of interaction with contact wires (RST level)

The installation of a pantograph on an Electric unit shall allow mechanical contact from at least one of the contact wires at heights between:

(1)

4 800 mm and 6 500 mm above rail level for tracks designed in accordance with the gauge GC.

(2)

4 500 mm and 6 500 mm above rail level for tracks designed in accordance with the gauge GA/GB.

(3)

5 550 mm and 6 800 mm above rail level for tracks designed in accordance with the gauge T (track gauge system 1 520 mm)

(4)

5 600 mm and 6 600 mm above rail level designed in accordance with the gauge FIN1 (track gauge system 1 524 mm).

Note: current collection is verified according to clauses 6.1.3.7 and 6.2.3.21 of this TSI, specifying heights of contact wire for tests; however, current collection at low speed is assumed to be possible from a contact wire at any of the heights specified above.

4.2.8.2.9.1.2   Working range in height of pantograph (IC level)

(1)

Pantographs shall have a working range of at least 2 000 mm.

(2)

The characteristics to be verified shall be in accordance with the requirements of the specification referenced in Appendix J-1, index 46.

4.2.8.2.9.2   Pantograph head geometry (IC level)

(1)

For electric units designed to be operated on other track gauge systems than 1 520 mm system, at least one of the pantograph(s) to be installed shall have a head geometry type compliant with one of the two specifications given in the clauses 4.2.8.2.9.2.1 and 2 below.

(2)

For electric units designed to be operated solely on the 1 520 mm system, at least one of the pantograph(s) to be installed shall have a head geometry type compliant with one of the three specifications given in the clauses 4.2.8.9.2.1, 2 and 3 below.

(3)

The type(s) of pantograph head geometry that an Electric unit is equipped with shall be recorded in the technical documentation defined in clause 4.2.12.2 of this TSI.

(4)

The width of pantograph head shall not exceed 0,65 metres.

(5)

Pantograph heads fitted with contact strips having independent suspensions shall be compliant with the specification referenced in Appendix J-1, index 47.

(6)

Contact between contact wire and pantograph head is permitted outside the contact strips and within the whole conducting range over limited line sections under adverse conditions, e.g. coincidence of vehicle swaying and high winds.

Conducting range and the minimum length of contact strip are specified below as part of the pantograph head geometry.

4.2.8.2.9.2.1   Pantograph head geometry type 1 600 mm

(1)

The pantograph head geometry shall be as depicted in the specification referenced in Appendix J-1, index 48.

4.2.8.2.9.2.2   Pantograph head geometry type 1 950 mm

(1)

The pantograph head geometry shall be as depicted in the specification referenced in Appendix J-1, index 49.

(2)

Insulated or non-insulated materials for the horns are both permitted.

4.2.8.2.9.2.3   Pantograph head geometry type 2 000/2 260 mm

(1)

The profile of the pantograph head shall be as depicted below:

Image

4.2.8.2.9.3   Pantograph current capacity (IC level)

(1)

Pantographs shall be designed for the rated current (as defined in clause 4.2.8.2.4) to be transmitted to the Electric unit.

(2)

An analysis shall demonstrate that the pantograph is able to carry the rated current; this analysis shall include the verification of the requirements of the specification referenced in Appendix J-1, index 50.

(3)

Pantographs for DC systems shall be designed for the maximum current at standstill (as defined in clause 4.2.8.2.5 of this TSI).

4.2.8.2.9.4   Contact strip (IC level)

(1)

Contact strips are the replaceable parts of the pantograph head, which are in direct contact with the contact wire.

4.2.8.2.9.4.1   Contact strip geometry

(1)

Contact strips shall be geometrically designed to be fitted to one of the pantograph head geometries specified in clause 4.2.8.2.9.2.

4.2.8.2.9.4.2   Contact strip material

(1)

Material used for the contact strips shall be mechanically and electrically compatible with the contact wire material (as specified in clause 4.2.14 of the ENE TSI, in order to ensure proper current collection and to avoid excessive abrasion of the surface of the contact wires, thereby minimising wear of both contact wires and contact strips.

(2)

Plain carbon or impregnated carbon with additive material shall be permitted.

Where a metallic additive material is used, the metallic content of the carbon contact strips shall be copper or copper alloy and shall not exceed a content of 35 % by weight where used on AC lines and of 40 % where used on DC lines.

Pantographs assessed against this TSI shall be fitted with contact strips of a material mentioned above.

(3)

Additionally, contact strips of other material or higher percentage of metallic contents or impregnated carbon with cladded copper are allowed (if permitted in the infrastructure register) provided that:

they are referenced in recognised standards, with mention of restrictions if any, or

they have been subject to a test of suitability for use (see clause 6.1.3.8).

4.2.8.2.9.5   Pantograph static contact force (IC level)

(1)

The static contact force is the vertical contact force exerted upward by the pantograph head on the contact wire and caused by the pantograph-raising device, when the pantograph is raised and the vehicle is at standstill.

(2)

The static contact force exerted by the pantograph on the contact wire, as defined above, shall be adjustable within at least the following ranges (consistent with the area of use of the pantograph):

60 N to 90 N for AC supply systems,

90 N to 120 N for DC 3 kV supply systems,

70 N to 140 N for DC 1,5 kV supply systems.

4.2.8.2.9.6   Pantograph contact force and dynamic behaviour

(1)

The mean contact force Fm is the statistical mean value of the pantograph contact force, and is formed by the static and aerodynamic components of the contact force with dynamic correction.

(2)

The factors which influence the mean contact force are the pantograph itself, its position in the train consist, its vertical extension, and the rolling stock on which the pantograph is mounted.

(3)

Rolling stock and pantographs fitted on rolling stock are designed to exert a mean contact force Fm on the contact wire in a range specified in clause 4.2.12 of the TSI Energy, in order to ensure current collection quality without undue arcing and to limit wear and hazards to contact strips. Adjustment of the contact force is made when dynamic tests are performed.

(4)

The verification at interoperability constituent level shall validate the dynamic behaviour of the pantograph itself, and its capability to collect current from a TSI compliant overhead contact line; the conformity assessment procedure specified in clause 6.1.3.7.

(5)

The verification at rolling stock subsystem level (integration in a particular vehicle) shall allow to adjust the contact force, taking into account aerodynamic effects due to the rolling stock and the position of the pantograph in the unit or train fixed or predefined formation(s); the conformity assessment procedure specified in clause 6.2.3.20.

(6)

According to the TSI Energy, the range of mean contact force Fm is not harmonised for overhead contact lines designed for speed higher than 320 km/h.

Therefore electric units can only be assessed against this TSI regarding the dynamic behaviour of the pantograph up to the speed of 320 km/h.

For the speed range above 320 km/h up to the maximum speed (if higher than 320 km/h), the procedure for innovative solutions described in article 10 and Chapter 6 of this TSI shall apply.

4.2.8.2.9.7   Arrangement of pantographs (RST level)

(1)

It is permissible for more than one pantograph to be simultaneously in contact with the overhead contact line equipment.

(2)

The number of pantographs and their spacing shall be designed taking into consideration the requirements of current collection performance, as defined in clause 4.2.8.2.9.6 above.

(3)

Where the spacing of 2 consecutive pantographs in fixed or predefined formations of the assessed unit is less than the spacing shown in clause 4.2.13 of the TSI Energy for the selected OCL design distance type, or where more than 2 pantographs are simultaneously in contact with the overhead contact line equipment, it shall be demonstrated by testing that the current collection quality as defined in clause 4.2.8.2.9.6 above is met for the poorest performing pantograph (identified by simulations to be performed prior to that test).

(4)

The OCL design distance type (A, B or C as defined in the clause 4.2.13 of the TSI Energy) selected (and therefore used for the test) shall be recorded in the technical documentation (see clause 4.2.12.2).

4.2.8.2.9.8   Running through phase or system separation sections (RST level)

(1)

Trains shall be designed to be able to move from one power supply system and from one phase section to an adjacent one (as described in clauses 4.2.15 and 4.2.16 of the TSI Energy) without bridging either system or phase separation sections.

(2)

Electric units designed for several power supply systems shall, when running through system separation sections, recognise automatically the voltage of the power supply system at the pantograph.

(3)

When running through phase or system separation sections, it shall be possible to bring the power consumption of the unit to zero. The infrastructure register gives information on the permitted pantographs position: lowered or raised (with permitted pantograph arrangements) when running through systems or phase separation sections.

(4)

Electric units of maximum design speed higher than or equal to 250 km/h shall be fitted with an on-board TCMS (train control and monitoring system) able to receive from the ground the information related to the location of the separation section, and the subsequent commands to the control of the pantograph and main circuit breaker shall be triggered automatically by the TCMS of the unit, without intervention of the driver.

(5)

Units intended to operate on lines that are fitted with the ETCS track side system for control-command and signalling shall be fitted with an on-board TCMS (train control and monitoring system) able to receive from the ETCS system the information related to the location of the separation section as described in Annex A, Index 7 of TSI CCS; for units of maximum design speed lower than 250 km/h, the subsequent commands are not required to be automatic, but information on section separation provided by ETCS shall be displayed on-board for the intervention of the driver.

4.2.8.2.9.9   Insulation of pantograph from the vehicle (RST level)

(1)

The pantographs shall be assembled on an electric unit in a way that ensures the current path from collector head to vehicle equipment is insulated. The insulation shall be adequate for all system voltages the unit is designed for.

4.2.8.2.9.10   Pantograph lowering (RST level)

(1)

Electric units shall be designed to lower the pantograph in a period meeting the requirements of the specification referenced in Appendix J-1, index 51, clause 4.7 (3 seconds) and to the dynamic insulating distance according to the specification referenced in Appendix J-1, index 52 either by initiation by the driver or by a train control function (including CCS functions).

(2)

The pantograph shall lower to the stowed position in less than 10 seconds.

When lowering the pantograph, the main circuit breaker shall previously be opened automatically.

(3)

If an electric unit is equipped with an automatic dropping device (ADD) that lowers the pantograph in case of a collector head failure, the ADD shall meet the requirements of the specification referenced in Appendix J-1, index 51, clause 4.8.

(4)

Electric units of maximum design speed higher than 160 km/h shall be equipped with an ADD.

(5)

Electric units that require more than one pantograph raised in operation and of maximum design speed higher than 120 km/h shall be equipped with an ADD.

(6)

Other electric units are permitted to be equipped with an ADD.

4.2.8.2.10   Electrical protection of the train

(1)

Electric units shall be protected against internal short –circuits (from inside the unit).

(2)

The location of the main circuit breaker shall be such as to protect the on-board high voltage circuits, including any high voltage connections between vehicles. The pantograph, the main circuit breaker, and the high voltage connection between them shall be located on the same vehicle.

(3)

Electric units shall protect themselves against short overvoltages, temporary overvoltages and maximum fault current. To meet this requirement, electrical protection coordination design of the unit shall comply with the requirements defined in the specification referenced in Appendix J-1, index 53.

4.2.8.3.   Diesel and other thermal traction system

(1)

Diesel engines are to comply with the Union legislation concerning exhaust (composition, limit values).

4.2.8.4.   Protection against electrical hazards

(1)

Rolling stock and its electrically live components shall be designed such that direct or indirect contact with train staff and passenger is prevented, both in normal cases and in cases of equipment failure. Provisions described in the specification referenced in Appendix J-1, index 54 shall be applied in order to meet this requirement.

4.2.9.   Driver's Cab and driver-machine interface

(1)

The requirements specified in this clause apply to units fitted with a driver's cab.

4.2.9.1.   Driver's Cab

4.2.9.1.1   General

(1)

The driver's cabs shall be designed to permit operation by a single driver.

(2)

The maximum noise level allowed in the cab is specified in the TSI Noise.

4.2.9.1.2   Access and egress

4.2.9.1.2.1   Access and egress in operating conditions

(1)

The driver's cab shall be accessible from both sides of the train from 200 mm below top of rail.

(2)

It is permissible for this access to be either directly from the exterior, using a cab external door, or through the area at the rear of the cab. In the latter case, requirements defined in this clause shall apply to the external accesses used for access to the cab on either side of the vehicle.

(3)

The means for the train crew to access in and to egress out of the cab, such as footsteps, handrails or opening handles, shall allow safe and easy usage by being of dimensions (pitch, width, spacing, shape) to be assessed by reference to recognised standards; they shall be designed with consideration of ergonomic criteria in relation with their use. Footsteps shall have no sharp edges causing obstacles for the shoes of the train crew.

(4)

Rolling stock with external walkways shall be equipped with handrails and foot bars (kicking strips) for driver safety when accessing the cab.

(5)

Driver's cab external doors shall open in such a way that they remain within the intended reference profile (see clause 4.2.3.1 of this TSI) when opened (the unit being at standstill).

(6)

Driver's cab external doors shall have a minimum clearance of 1 675 × 500 mm when accessible by foot-steps, or of 1 750 × 500 mm when accessible on floor level.

(7)

Interior doors used by the train crew to access the cab shall have a minimum clearance of 1 700 × 430 mm.

(8)

For both driver's cab external doors and internal doors, in case they are positioned perpendicular to and against the side of the vehicle, it is allowed to have the clearance width in the upper part reduced (angle on the top-outer side) due to the gauge of the vehicle; this reduction shall be strictly limited to the gauge constraint in the upper part and shall not lead to a clearance width on top side of the door lower than 280 mm.

(9)

The driver's cab and its access shall be designed so that the train crew is able to prevent the cab being accessed by non-authorised persons, whether the cab is occupied or not, and so that a cab occupant is able to go outside of a cab without having to use any tool or key.

(10)

Access to the driver's cab shall be possible without any energy supply available on board. Cab external doors shall not open unintentionally.

4.2.9.1.2.2   Driver's cab emergency exit

(1)

In an emergency situation, evacuation of the train crew from the driver's cab and access to the interior of the cab by the rescue services shall be possible on both sides of the cab by using one of the following emergency exit means: cab external doors (access directly from the exterior, as defined in clause 4.2.9.1.2.1 above) or side windows or emergency hatches.

(2)

In all cases, the emergency exit means shall provide a minimum clearance (free area) of 2 000 cm2 with a minimum inner dimension of 400 mm to allow the release of trapped persons.

(3)

Front position driver's cabs shall have at least an interior exit; this exit shall give access to an area of a minimum length of 2 metres, of a minimum clearance identical to those specified in clause 4.2.9.1.2.1, points (7) and (8), and this area (including its floor) shall be free of any obstruction to the escape of the driver; the above area shall be located on-board the unit, and can be an interior area or an area opened to the outside.

4.2.9.1.3   External visibility

4.2.9.1.3.1   Front visibility

(1)

The driver's cab shall be designed to allow the driver at his seated driving position a clear and unobstructed line of sight in order to distinguish fixed signals set to both the left and right of a straight track, and in curves with a radius of 300 m or more, under the conditions defined in Appendix F.

(2)

The above requirement shall also be met from the standing driving position under conditions defined in the Appendix F, on locomotives and on driving coaches, in case these coaches are intended to be also operated by a driver in standing position.

(3)

For locomotives with central cab and for OTMs, in order to ensure the visibility of low signals, it is permitted that the driver moves to several different positions in the cab in order to meet the above requirement; it is not required to meet the requirement from the seated driving position.

4.2.9.1.3.2   Rear and side view

(1)

The cab shall be designed to allow the driver to have a rear view of each side of the train at stand still; this requirement is permitted to be met by one of the following means: opening side windows or panel at each side of the cab, exterior mirrors, camera system.

(2)

In case of opening side windows or panel used as that means to meet the requirement above in point (1), the opening shall be sufficiently large for the driver to put his head through the aperture; additionally, for locomotives and driving coaches intended to be used in a train composition with a locomotive, the design shall allow the driver at the same time to operate the emergency brake.

4.2.9.1.4   Interior layout

(1)

The interior layout of the cab shall take into account the anthropometric measurements of the driver as set out in the Appendix E.

(2)

Freedom of movement of personnel in the cab interior shall not be inhibited by obstructions.

(3)

The cab floor corresponding to the working area of the driver (access to the cab and foot rest excluded) shall be without any step.

(4)

The interior layout shall allow both seated and standing driving positions on locomotives and on driving coaches, in case these coaches are intended to be also operated by a driver in standing position.

(5)

The cab shall be equipped with at least one driver's seat (see clause 4.2.9.1.5) and additionally with a seat not considered as a driving position for possible accompanying crew.

4.2.9.1.5   Driver's seat

Requirements at component level:

(1)

The driver's seat shall be designed in such a way that it allows him to undertake all normal driving functions in a seated position, taking into account the anthropometric measurements of the driver as set out in the Appendix E. It shall allow for correct posture of the driver from the physiological point of view.

(2)

It shall be possible for the driver to adjust the seat position in order to meet the reference position of eyes for external visibility, as defined in clause 4.2.9.1.3.1.

(3)

Ergonomics and health aspects shall be considered in the design of the seat, and its use by the driver.

Requirements for integration in the driver's cab:

(4)

The mounting of the seat in the cab shall allow to meet external visibility requirements as specified in clause 4.2.9.1.3.1 above by using the range of adjustment provided by the seat (at component level); it shall not alter ergonomics and health aspects and the use of the seat by the driver.

(5)

The seat shall not constitute an obstacle for the driver to escape in case of emergency.

(6)

The mounting of the driver's seat in locomotives, and in driving coaches, in case these coaches are intended to also be operated by a driver in standing position shall allow adjustment to get the necessary free space needed for the standing driving position.

4.2.9.1.6   Driver's desk — Ergonomics

(1)

The driver's desk and its operating equipment and controls shall be arranged to enable, in the most commonly used driving position, the driver to keep a normal posture, without hampering his freedom of movement, taking into account the anthropometric measurements of the driver as set out in the Appendix E.

(2)

To allow the display on the driver's desk surface of paper documents required during driving, a reading zone of minimum size 30 cm width per 21 cm high shall be available in front of the driver's seat.

(3)

Operating and control elements shall be clearly marked, so that they are identifiable by the driver.

(4)

If the traction and/or braking effort is set-up by a lever (combined one or separated ones), the ‘tractive effort’ shall increase by pushing the lever forwards, and the ‘braking effort’ shall increase by drawing the lever towards the driver.

If there is a position for emergency braking, it shall be clearly distinguished from those of the other positions of the lever (e.g. by a notch).

4.2.9.1.7   Climate control and air quality

(1)

The air in the cab shall be renewed to keep the CO2 concentration to the levels specified in the clause 4.2.5.8 of this TSI.

(2)

At the seated driving position (as defined in the clause 4.2.9.1.3) of the driver's head and shoulders, there shall be no air flows caused by the ventilation system having an air velocity exceeding the limit value recognised to ensure a proper working environment.

4.2.9.1.8   Internal lighting

(1)

Cab general lighting shall be provided on driver's command in all normal operational modes of the rolling stock (included ‘switched off’). Its luminosity on desk level shall be higher than 75 lux at the level of the driver's desk, except for OTMs for which it shall be higher than 60 lux.

(2)

Independent lighting of the driver's desk reading zone shall be provided on driver's command, and shall be adjustable up to a value higher than 150 lux.

(3)

An independent lighting of instruments shall be provided, and shall be adjustable.

(4)

In order to prevent any dangerous confusion with outside operational signalling, no green lights or green illumination are permitted in a driver's cab, except for existing class B cab signalling systems (as defined in the CCS TSI).

4.2.9.2.   Windscreen

4.2.9.2.1.   Mechanical characteristics

(1)

The dimension, location, shape and finishes (including those for maintenance purpose) of the windows shall not inhibit the drivers external view (as defined in clause 4.2.9.1.3.1) and shall support the driving task.

(2)

The driver's cab windscreens shall be able to resist impacts from projectiles as specified in the specification referenced in Appendix J-1, index 55, clause 4.2.7 and shall resist spalling as specified in the same specification, clause 4.2.9.

4.2.9.2.2.   Optical characteristics

(1)

The driver's cab windscreens shall be of an optical quality that does not alter the visibility of signs (shape and colour) in any operating condition (including as example when the windscreen is heated to prevent misting and frost).

(2)

The angle between primary and secondary images in the installed position shall be in accordance with limit values specified in the specification referenced in Appendix J-1, index 56, clause 4.2.2.

(3)

Permissible optical distortions of vision shall be as specified in the specification referenced in Appendix J-1, index 56, clause 4.2.3.

(4)

Haze shall be as specified in the specification referenced in Appendix J-1, index 56, clause 4.2.4.

(5)

Luminous transmittance shall be as specified in the specification referenced in Appendix J-1, index 56, clause 4.2.5.

(6)

Chromaticity shall be as specified in the specification referenced in Appendix J-1, index 56, clause 4.2.6.

4.2.9.2.3   Equipment

(1)

The windscreen shall be equipped with de-icing, de-misting and external cleaning means, under control of the driver.

(2)

The location, type and quality of windscreen cleaning and clearance devices shall ensure that the driver is able to maintain a clear external view in most weather and operating conditions, and shall not inhibit the drivers external view.

(3)

Protection shall be provided from the sun without reducing the drivers' view of external signs, signals and other visual information when this protection is in its stowed position.

4.2.9.3.   Driver machine interface

4.2.9.3.1.   Driver's activity control function

(1)

The driver's cab shall be equipped with a means to monitor the driver's activity, and to automatically stop the train when a lack of driver's activity is detected. This gives the on-board technical means for the railway undertaking to fulfil the requirement of clause 4.2.2.9 of TSI OPE.

(2)

Specification of the means to monitor (and detect a lack of) the driver's activity:

The driver's activity shall be monitored when the train is in driving configuration and is moving (criterion for movement detection is at a low speed threshold); this monitoring shall be done by controlling the action of the driver on recognised driver interfaces such as dedicated devices (e.g. pedal, push buttons, sensitive touches…) and/or recognised driver interfaces with the Train Control and Monitoring System.

When no action is monitored on any of the recognised driver interfaces during more than a time of X seconds, a lack of driver's activity shall be triggered.

The system shall allow for the adjustment (at workshop, as a maintenance activity) of the time X within the range of 5 seconds to 60 seconds.

When the same action is monitored continuously for more than a time not higher than 60 seconds without any further action on a recognised driver interface, a lack of driver's activity shall also be triggered.

Before triggering a lack of driver's activity, a warning shall be given to the driver, in order for him to have the possibility to react and reset the system.

The system shall have the information ‘lack of driver's activity triggered’ available for being interfaced to other systems (i.e. the radio system).

(3)

Additional requirement:

The detection of the lack of the driver's activity is a function that shall be subject to a reliability study considering the failure mode of components, redundancies, software, periodic checks and other provisions, and the estimated failure rate of the function (lack of driver's activity as specified above not detected) shall be provided in the technical documentation defined in clause 4.2.12.

(4)

Specification of actions triggered at train level when a lack of driver's activity is detected:

A lack of driver's activity when the train is in driving configuration and is moving (criterion for movement detection is at a low speed threshold) shall lead to a full service brake or an emergency brake application on the train.

In case of application of a full service brake, its effective application shall be automatically controlled and in case of non-application, it shall be followed by an emergency brake.

(5)

Notes:

It is allowed to have the function described in this clause fulfilled by the CCS Subsystem.

The value of the time X has to be defined and justified by the railway undertaking (application of TSI OPE and CSM, and consideration of its current code of practice or means of compliance; outside of scope of the present TSI).

As a transitional measure, it is also allowed to install a system of a fix time X (no adjustment possible) provided that the time X is within the range of 5 seconds to 60 seconds and that the railway undertaking can justify this fix time (as described above).

A Member State may impose to the railway undertakings operating on its territory to adjust their rolling stock with a maximum limit for time X, if the Member state can demonstrate that this is needed to preserve the national safety level. In all other cases, Member States cannot prevent the access of a railway undertaking that is using a higher time Z (within the range specified).

4.2.9.3.2.   Speed indication

(1)

This function and the corresponding conformity assessment are specified in the TSI CCS.

4.2.9.3.3   Driver display unit and screens

(1)

Functional requirements concerning the information and commands provided in the driver's cab are specified together with other requirements applicable to the specific function, in the clause describing that function. The same applies also to information and commands that may be provided by means of display units and screens.

ERTMS information and commands, including those provided on a display unit, are specified in the TSI CCS.

(2)

For functions in the scope of this TSI, the information or commands to be used by the driver to control and command the train, and given by means of display units or screens, shall be designed to allow proper use and reaction from the driver.

4.2.9.3.4.   Controls and indicators

(1)

Functional requirements are specified with other requirements applicable to a specific function, in the clause describing that function.

(2)

All indicator lights shall be designed so that they can be read correctly under natural or artificial lighting conditions, including incidental lighting.

(3)

Possible reflections of illuminated indicators and buttons in the windows of the driver's cab shall not interfere with the line of sight of the driver in his normal working position.

(4)

In order to prevent any dangerous confusion with outside operational signalling, no green lights or green illumination are permitted in a driver's cab, except for existing class B cab signalling system (according TSI CCS).

(5)

Audible information generated by on-board equipment inside the cab for the driver shall be at least 6 dB(A) above the noise level in the cab (this noise level taken as reference being measured under conditions specified in the TSI Noise).

4.2.9.3.5.   Labelling

(1)

The following information shall be indicated in the driving cabs:

Max. speed (Vmax),

Identification number of rolling stock (traction vehicle number),

Location of portable equipment (e.g. self-rescue device, signals),

Emergency exit.

(2)

Harmonised pictograms shall be used to mark controls and indicators in the cab.

4.2.9.3.6   Radio Remote control function by staff for shunting operation

(1)

If a radio remote control function is provided for a staff member to control the unit during shunting operations, it shall be designed to allow him to control the train movement safely, and to avoid any mistake when used.

(2)

It is assumed that the staff member using the remote control function can visually detect train movement when using the remote control device.

(3)

The design of the remote control function, including safety aspects, shall be assessed according to recognised standards.

4.2.9.4.   On-board tools and portable equipment

(1)

A space shall be available in or near the driver's cab to store the following equipment, in case they are needed by the driver in emergency situation:

Hand-lamp with red and white light

Short circuiting equipment for track-circuits

Scotches, if the parking brake performance is not sufficient depending on track gradient (see clause 4.2.4.5.5 ‘Parking brake’).

A fire extinguisher (to be located in the cab; see also clause 4.2.10.3.1).

On manned traction units of freight trains: a self-rescue device, as specified in the SRT TSI (see SRT TSI clause 4.7.1).

4.2.9.5.   Storage facility for staff personal effects

(1)

Each driver's cab shall be equipped with:

Two hooks for clothing or a niche with a clothes beam.

A free space for storing a suitcase or bag of size 300 mm × 400 mm × 400 mm.

4.2.9.6.   Recording device

(1)

The list of information to be recorded is defined in the TSI OPE.

(2)

The unit shall be equipped with a means to record this information, complying with the following requirements:

(3)

Functional requirements specified in the specification referenced in Appendix J-1, index 57, clauses 4.2.1, 4.2.2, 4.2.3 and 4.2.4 shall be met.

(4)

Recording performance shall be according to class R1 of the specification referenced in Appendix J-1, index 57, clause 4.3.1.2.2.

(5)

The integrity (consistency; correctness) of the recorded and extracted data shall be according to the specification referenced in Appendix J-1, index 57, clause 4.3.1.4.

(6)

Data integrity shall be safeguarded according to the specification referenced in Appendix J-1, index 57, clause 4.3.1.5.

(7)

The level of protection that applies to the protected storage medium shall be ‘A’ as defined in the specification referenced in Appendix J-1, index 57, clause 4.3.1.7.

4.2.10.   Fire safety and evacuation

4.2.10.1.   General and Categorisation

(1)

This clause applies to all units.

(2)

Rolling stock shall be designed such that it protects passengers and on-board staff in case of hazard fire on board and to allow an effective evacuation and rescue in case of emergencies. This is deemed to be fulfilled by complying with the requirements of this TSI.

(3)

The category of the unit regarding fire safety considered for its design, as defined in clause 4.1.4 of this TSI shall be recorded in the technical documentation described in clause 4.2.12 of this TSI.

4.2.10.2.   Measures to prevent fire

4.2.10.2.1   Material requirements

(1)

The selection of materials and components shall take into account their fire behaviour properties, such as flammability, smoke opacity and toxicity.

(2)

Materials used to construct the rolling stock unit shall comply with the requirements of the specification referenced in Appendix J-1, index 58 for the ‘Operation Category’ as defined below:

‘Operation Category 2’ for Category A passenger rolling stock (including passenger locomotive).

‘Operation Category 3’ for Category B passenger rolling stock (including passenger locomotive).

‘Operation Category 2’ for freight locomotives, and self-propelling units designed to carry other payload (mail, freight, etc.).

‘Operation Category 1’ for OTMs, with requirements limited to areas which are accessible to staff when the unit is in transport running configuration (see Section 2.3 of this TSI).

(3)

In order to ensure constant product characteristics and manufacturing process, it is required that:

the certificate to prove compliance of a material with the standard, which shall be issued immediately after testing of this material, shall be reviewed every 5 years,

in case there is no change in the product characteristics and manufacturing process, and no change in the requirements (TSI), it is not required to perform new testing of this material; the certificate needs only to be updated regarding its date of issue.

4.2.10.2.2   Specific measures for flammable liquids

(1)

Railway vehicles shall be provided with measures preventing a fire from occurring and spreading due to leakage of flammable liquids or gases.

(2)

Flammable liquids used as cooling medium in high voltage equipment of freight locomotives shall be compliant to the requirement R14 of the specification referenced in Appendix J-1, index 59.

4.2.10.2.3   Hot axle box detection

Requirements are specified in clause 4.2.3.3.2 of the present TSI.

4.2.10.3.   Measures to detect/control fire

4.2.10.3.1   Portable Fire extinguishers

(1)

This clause is applicable to units designed to carry passengers and/or staff.

(2)

The unit shall be equipped with adequate and sufficient portable fire extinguishers, in passenger and/or staff areas.

(3)

Water plus additive type fire extinguishers are deemed to be adequate for on-board rolling stock purposes.

4.2.10.3.2   Fire detection systems

(1)

The equipment and the areas on rolling stock that intrinsically impose a fire risk shall be equipped with a system that will detect fire at an early stage.

(2)

Upon fire detection the driver shall be notified and appropriate automatic actions shall be initiated to minimize the subsequent risk to passengers and train staff.

(3)

For sleeping compartments, the detection of a fire shall activate an acoustic and optical local alarm in the affected area. The acoustic signal shall be sufficient to wake up the passengers. The optical signal shall be clearly visible and shall not be hidden by obstacles.

4.2.10.3.3   Fire automatic fighting system for freight diesel units

(1)

This clause is applicable to diesel powered freight locomotives and diesel powered freight self-propelling units.

(2)

These units shall be equipped with an automatic system capable of detecting a diesel fuel fire and of shutting down all relevant equipment and cutting off the fuel supply.

4.2.10.3.4   Fire containment and control systems for passenger rolling stock

(1)

This clause is applicable to units of category B passenger rolling stock.

(2)

The unit shall be equipped with adequate measures to control the spread of heat and fire effluents through the train.

(3)

The conformity with this requirement shall be deemed to be satisfied by the verification of conformity to the following requirements:

The unit shall be equipped with full cross section partitions within passenger/staff areas of each vehicle, with a maximum separation of 30 meters which shall satisfy requirements for integrity for a minimum of 15 minutes (assuming the fire can start from either side of the partition), or with other Fire Containment and Control Systems (FCCS).

The unit shall be equipped with fire barriers that shall satisfy requirements for integrity and heat insulation for a minimum of 15 minutes at the following locations (where relevant for the concerned unit):

Between the drivers cab and the compartment to the rear of it (assuming the fire starts in the rear compartment).

Between combustion engine and adjacent passenger/staff areas (assuming the fire starts in the combustion engine).

Between compartments with electrical supply line and/or traction circuit equipment and passenger/staff area (assuming the fire starts in the electrical supply line and/or the traction circuit equipment).

The test shall be carried out in accordance with the requirements of the specification referenced in Appendix J-1, index 60.

(4)

If other FCCS are used instead of full cross section partitions within passenger/staff areas, the following requirements shall apply:

They shall be installed in each vehicle of the unit, which is intended to carry passengers and/or staff,

They shall ensure that fire and smoke will not extend in dangerous concentrations over a length of more than 30 m within the passenger/staff areas inside the unit, for at least 15 minutes after the start of a fire.

The assessment of this parameter is an open point.

(5)

If other FCCS are used and rely on reliability and availability of systems, components, or functions, they shall be subject to a reliability study considering the failure mode of components, redundancies, software, periodic checks and other provisions, and the estimated failure rate of the function (lack of control of the spread of heat and fire effluents) shall be provided in the technical documentation described in clause 4.2.12.

Based on this study, operating and maintenance conditions of the FCCS shall be defined and provided in the maintenance and operating documentation described in clauses 4.2.12.3 and 4.2.12.4.

4.2.10.3.5   Fire spreading protection measures for freight locomotives and freight self-propelling units

(1)

This clause is applicable to freight locomotives and to freight self-propelling units.

(2)

These units shall have a fire barrier to protect the driver's cab.

(3)

These fire barriers shall satisfy requirements for integrity and heat insulation for a minimum of 15 minutes; they shall be subject to a test carried out in accordance with the requirements of the specification referenced in Appendix J-1, index 61.

4.2.10.4.   Requirements related to emergencies

4.2.10.4.1.   Emergency lighting

(1)

To provide protection and safety on board in the event of emergency the trains shall be equipped with an emergency lighting system. This system shall provide a suitable lighting level in the passenger and in the service areas, as follows:

(2)

for units of maximum design speed higher than or equal to 250 km/h, during a minimum operating time of three hours after the main energy supply has failed,

(3)

for units of maximum design speed lower than 250 km/h, during a minimum operating time of 90 minutes after the main energy supply has failed.

(4)

Lighting level of at least 5 lux at floor level.

(5)

Values of lighting level for specific areas and conformity assessment methods shall be as specified in the specification referenced in Appendix J-1, index 62.

(6)

In the event of fire, the emergency lighting system shall continue to sustain at least 50 % of the emergency lighting in the vehicles not affected by fire for a minimum of 20 minutes. This requirement shall be deemed to be fulfilled by a satisfactory failure mode analysis.

4.2.10.4.2   Smoke Control

(1)

This clause is applicable to all units. In case of fire, the distribution of fumes shall be minimised in areas occupied by passengers and/or staff by application of the following requirements:

(2)

To prevent outside smoke from entering the unit, it shall be possible to switch off or close all means of external ventilation.

This requirement is verified on the rolling stock subsystem at unit level.

(3)

To prevent smoke that could be inside a vehicle from spreading, it shall be possible to switch off the ventilation and recirculation at vehicle level, this may be achieved by switching off the ventilation.

(4)

It is permissible to trigger these actions manually by the on-board staff, or by remote control; the triggering is permitted to be at train level, or at vehicle level.

(5)

For units intended to operate on lines that are fitted with the ETCS track side system for control-command and signalling (including ‘airtightness’ information as described in Annex A, Index 7 of TSI CCS), the unit on-board control system shall be able to receive from the ETCS system the information related to airtightness.

4.2.10.4.3   Passenger alarm and communication means

Requirements are specified in clauses 4.2.5.2, 4.2.5.3 and 4.2.5.4 of the present TSI.

4.2.10.4.4   Running capability

(1)

This clause is applicable to category A and category B passenger rolling stock (including passenger locomotives).

(2)

The unit shall be designed so that, in the event of fire on-board, the running capability of the train will enable it to run to a suitable firefighting point.

(3)

Compliance shall be demonstrated by application of the specification referenced in Appendix J-1, index 63, in which the system functions impacted by a ‘type 2’ fire shall be:

braking for rolling stock of fire safety category A: this function shall be assessed for a duration of 4 minutes.

braking and traction for rolling stock of fire safety category B: these functions shall be assessed for a duration of 15 minutes at a minimum speed of 80 km/h.

4.2.10.5.   Requirements related to evacuation

4.2.10.5.1.   Passenger emergency exits

(1)

This section is applicable to units designed to carry passengers.

Definitions and clarifications

(2)

Emergency exit: train borne provision to allow people inside the train to get out of the train in case of an emergency. An external passenger door is a specific type of emergency exit.

(3)

Through route: route through the train which can be entered and exited from different ends and which permits the movement of passengers and staff, along the longitudinal axis of the train without obstruction. Interior doors on the through route which are intended to be used by passengers in normal service and which can also be opened in case of power failure are considered not to obstruct the movement of passengers and staff.

(4)

Passenger area: area to which passengers have access without particular authorisation.

(5)

Compartment: Passenger area or staff area, which cannot be used as a through route for passengers or staff respectively.

Requirements