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2008/232/KE: Deċiżjoni tal-Kummissjoni ta' 21 ta’ Frar 2008 dwar speċifikazzjoni teknika għall-interoperabbiltà (STI) rigward is-subsistema vetturi ferrovjarji tas-sistema ferrovjarja tranżEwropea ta’ veloċità għolja (notifikata taħt id-dokument numru C(2008) 648) (Test b'rilevanza għaż-ŻEE)
  • No longer in force
OJ L 84, 26.3.2008, p. 132–392 (BG, ES, CS, DA, DE, ET, EL, EN, FR, IT, LV, LT, HU, MT, NL, PL, PT, RO, SK, SL, FI, SV)
Special edition in Croatian: Chapter 13 Volume 025 P. 22 - 282

ELI: http://data.europa.eu/eli/dec/2008/232/oj
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26.3.2008   

MT

Il-Ġurnal Uffiċjali ta’ l-Unjoni Ewropea

L 84/132


DEĊIŻJONI TAL-KUMMISSJONI

ta' 21 ta’ Frar 2008

dwar speċifikazzjoni teknika għall-interoperabbiltà (STI) rigward is-subsistema “vetturi ferrovjarji” tas-sistema ferrovjarja tranżEwropea ta’ veloċità għolja

(notifikata taħt id-dokument numru C(2008) 648)

(Test b'rilevanza għaż-ŻEE)

(2008/232/KE)

IL-KUMMISSJONI TAL-KOMUNITAJIET EWROPEJ,

Wara li kkunsidrat it-Trattat li jistabbilixxi l-Komunità Ewropea,

Wara li kkunsidrat id-Direttiva tal-Kunsill 96/48/KE tat-23 ta’Lulju 1996 dwar l-interoperabbiltà tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja (1), u b'mod partikolari l-Artikolu 6(1) tagħha,

Billi:

(1)

F’konformità ma’ l-Artikolu 2(c) u l-Anness II għad-Direttiva 96/48/KE, is-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja tinqasam f'subsistemi strutturali u funzjonali, inkluża subsistema ta' vetturi ferrovjarji.

(2)

Id-Deċiżjoni tal-Kummissjoni 2002/735/KE (2) stabbiliet l-ewwel speċifikazzjoni teknika għall-interoperabbiltà (STI) rigward is-subsistema “vetturi ferrovjarji” tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja.

(3)

Jeħtieġ li l-ewwel STI tiġi riveduta fid-dawl tal-progress tekniku u l-esperjenza li nkisbet mill-implimentazzjoni tagħha.

(4)

L-AEIF, bħala korp rappreżentattiv konġunt, ingħata l-mandat li jeżamina u jirrevedi dik l-ewwel STI. Id-Deċiżjoni 2002/735/KE għandha għaldaqstant tinbidel b'din id-Deċiżjoni.

(5)

L-abbozz ta' l-STI riveduta ġie eżaminat mill-Kumitat li twaqqaf bid-Direttiva 96/48/KE.

(6)

Din l-STI għandha tapplika għal vetturi ferrovjarji ġodda jew aġġornati jew rinnovati, taħt ċerti kundizzjonijiet.

(7)

Din l-STI hija bla ħsara għad-dispożizzjonijiet ta' l-STI rilevanti l-oħra li jistgħu jkunu applikabbli għas-subsistemi ta' vetturi ferrovjarji.

(8)

L-ewwel STI dwar is-subsistema “vetturi ferrovjarji” daħlet fis-seħħ fl-2002. Minħabba l-impenji kuntrattwali eżistenti, subsistemi jew kostitwenti ta' l-interoperabbiltà ta' vetturi ferrovjarji, jew ir-rinnovament jew l-aġġornament tagħhom, għandhom jgħaddu minn valutazzjoni tal-konformità skond id-dispożizzjonijiet ta' din l-ewwel STI. Għaldaqstant, l-ewwel STI għandha tibqa’ applikabbli għall-finijiet ta' manutenzjoni, u sostituzzjoni marbuta mal-manutenzjoni għall-komponenti tas-subsistema u komponenti ta' l-interoperabbiltà awtorizzati fl-ewwel STI. Għaldaqstant, l-effetti tad-Deċiżjoni 2002/735/KE għandhom jinżammu fis-seħħ fir-rigward tal-manutenzjoni ta' proġetti awtorizzati b'konformità ma' l-STI annessa għal dik id-Deċiżjoni, kif ukoll għal proġetti għal linji ġodda u għar-rinnovament u l-aġġornament ta' linji eżistenti li jkunu fi stadju avvanzat ta' l-iżvilupp jew inkella s-suġġett ta' kuntratt li jkun qed jiġi eżegwit fid-data tan-notifika ta' din id-Deċiżjoni. Biex tiġi determinata d-differenza fl-ambitu ta' l-applikabbiltà bejn l-ewwel STI u l-STI il-ġdida li hija annessa ma' din id-Deċiżjoni, l-Istati Membri għandhom jinnotifikaw lista tas-subsistemi u tal-komponenti ta' l-interoperabbiltà li għalihom għadha applikabbli l-ewwel STI, sa mhux aktar tard minn sitt xhur wara d-data li fiha ssir applikabbli din id-Deċiżjoni.

(9)

Din l-STI ma timponix l-użu ta' teknoloġiji speċifiċi jew soluzzjonijiet tekniċi għajr fejn dan ikun strettament meħtieġ għall-interoperabbiltà tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja.

(10)

Din l-STI tippermetti, għal perjodu limitat, li l-kostitwenti ta' l-interoperabbiltà jkunu inkorporati f'subsistemi mingħajr ċertifikazzjoni, jekk jintlaħqu ċerti kundizzjonijiet.

(11)

Fil-verżjoni attwali tagħha, din l-STI ma tittrattax għal kollox ir-rekwiżiti essenzjali kollha. F'konformità ma' l-Artikolu 17 tad-Direttiva 96/48/KE, l-aspetti tekniċi li mhumiex koperti huma identifikati bħala “Punti Mhux Konklużi” fl-Anness L għal din l-STI. F'konformità ma' l-Artikolu 16(3) tad-Direttiva 96/48/KE, l-Istati Membri għandhom jinnotifikaw lill-Kummissjoni u lill-Istati Membri l-oħra lista tar-regoli tekniċi nazzjonali tagħhom li jirrelataw mal-“Punti Mhux Konklużi” u l-proċeduri li għandhom jiġu segwiti għall-valutazzjoni tal-konformità tagħhom.

(12)

Fir-rigward tal-każijiet speċifiċi deskritti fil-Kapitolu 7 ta' din l-STI, l-Istati Membri għandhom jinnotifikaw lill-Kummisjsoni u lill-Istati Membri l-oħra l-proċeduri li għandhom jiġu segwiti għall-valutazzjoni tal-konformità.

(13)

It-traffiku ferrovjarju jopera skond ftehimiet eżistenti ta' natura nazzjonali, bilaterali, multinazzjonali jew internazzjonali. Huwa importanti li dawk il-ftehimiet ma jtellfux il-progress kurrenti u futur lejn l-interoperabbiltà. Għal dan il-għan, jeħtieġ li l-Kummissjoni teżamina dawk il-ftehimiet biex tiddetermina jekk l-STI ippreżentata f'din id-Deċiżjoni jeħtiġilhiex tkun riveduta skond dan.

(14)

L-STI tissejjes fuq l-aħjar għarfien espert disponibbli fi żmien it-tfassil ta' l-abbozz rilevanti. Sew biex tiġi inkoraġġita l-innovazzjoni, kif ukoll biex titqies l-esperjenza miksuba, l-STI annessa għandha tkun suġġetta għal reviżjoni kull tant żmien.

(15)

Din l-STI tħalli lok għal soluzzjonijiet innovattivi. Fejn dawn ikunu proposti, il-manifattur jew l-entità kontraenti għandu/ha jiddikjara/tiddikjara d-devjazzjoni mis-sezzjoni rilevanti ta' l-STI. L-Aġenzija Ferrovjarja Ewropea ser tiffinalizza l-ispeċifikazzjonijiet adegwati funzjonali u ta' “interface” tas-soluzzjoni, u tiżviluppa l-metodi ta' valutazzjoni.

(16)

Id-dispożizzjonijiet ta' din id-Deċiżjoni huma konformi ma' l-opinjoni tal-Kumitat stabbilit bl-Artikolu 21 tad-Direttiva tal-Kunsill 96/48/KE,

ADOTTAT DIN ID-DEĊIŻJONI:

Artikolu 1

B'dan, il-Kummissjoni qiegħda tadotta Speċifikazzjoni Teknika għall-Interoperabbiltà (“STI”) rigward is-subsistema “vetturi ferrovjarji” tas-sistema ferrovjarja trans-Ewropea ta' veloċità għolja.

L-STI għandha tkun kif jidher fl-Anness għal din id-Deċiżjoni.

Artikolu 2

L-STI għandha tkun applikabbli għal vetturi ferrovjarji ġodda, aġġornati jew rinnovati kollha tas-sistema ferrovjarja trans-Ewropea ta’ veloċità għolja, kif definiti fl-Anness I għad-Direttiva 96/48/KE.

Artikolu 3

(1)   Fir-rigward ta' dawk il-kwistjonijiet li jkunu kklassifikati bħala “Punti Mhux Konklużi” fl-Anness L għall-STI, il-kundizzjonijiet li għandhom ikunu sodisfatti għall-verifika ta' l-interoperabbiltà skond l-Artikolu 16(2) tad-Direttiva 96/48/KE għandhom ikunu dawk ir-regoli tekniċi applikabbli li jintużaw fl-Istat Membru li jawtorizza t-tqegħid fis-servizz tas-subsistemi koperti b'din id-Deċiżjoni.

(2)   Kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni fi żmien sitt xhur min-notifika ta' din id-Deċiżjoni:

(a)

il-lista ta' regoli tekniċi applikabbli msemmija fil-paragrafu 1;

(b)

il-valutazzjoni tal-konformità u l-proċeduri ta' eżami li għandhom jiġu applikati rigward l-applikazzjoni ta' dawn ir-regoli;

(c)

il-korpi li jaħtar biex iwettqu dawk il-proċeduri ta' valutazzjoni tal-konformità u ta' eżami.

Artikolu 4

Fir-rigward ta' dawk il-kwistjonijiet li jkunu kklassifikati bħala “Każijiet Speċjali” fil-Kapitolu 7 ta' l-STI, il-proċeduri ta' valutazzjoni tal-konformità għandhom ikunu dawk applikabbli fl-Istati Membri. Kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni fi żmien sitt xhur min-notifika ta' din id-Deċiżjoni:

(a)

il-valutazzjoni tal-konformità u l-proċeduri ta' eżami li għandhom jiġu applikati rigward l-applikazzjoni ta' dawn ir-regoli;

(b)

il-korpi li jaħtar biex iwettqu dawk il-proċeduri ta' valutazzjoni tal-konformità u ta' eżami.

Artikolu 5

L-STI tipprovdi perjodu ta' tranżizzjoni li matulu l-valutazzjoni tal-konformità u ċ-ċertifikazzjoni tal-kostitwenti ta' l-interoperabbiltà jkunu jistgħu jsiru bħala parti mis-subsistema. Matul dan iż-żmien, l-Istati Membri għandhom jinnotifikaw lill-Kummissjoni liema kostitwenti ta' l-interoperabbiltà jkunu ġew ivvalutati b'dan il-mod, biex ikun jista' jiġi ssorveljat mill-qrib is-suq tal-kostitwenti ta' l-interoperabbiltà u jittieħdu passi biex dan jiġi ffaċilitat.

Artikolu 6

Id-Deċiżjoni 2002/735/KE b'dan hija mħassra. Madankollu, id-dispożizzjonijiet tagħha għandhom jibqgħu japplikaw fir-rigward tal-manutenzjoni ta' proġetti awtorizzati f'konformità ma' l-TSI annessa għal dik id-Deċiżjoni, kif ukoll għal proġetti għal linji ġodda u għar-rinnovament u l-aġġornament ta' linji eżistenti li jkunu fi stadju avvanzat ta' l-iżvilupp jew inkella s-suġġett ta' kuntratt li jkun qed jiġi eżegwit fid-data tan-notifika ta' din id-Deċiżjoni.

Lista tas-subsistemi u l-kostitwenti ta' l-interoperabbiltà li għalihom jibqgħu japplikaw id-dispożizzjonijiet tad-Deċiżjoni 2002/735/KE għandha tkun innotifikata lill-Kummissjoni sa mhux aktar tard minn sitt xhur wara d-data li fiha din id-Deċiżjoni ssir applikabbli.

Artikolu 7

L-Istati Membri għandhom jinnotifikaw lill-Kummissjoni, fi żmien sitt xhur mid-dħul fis-seħħ ta' l-STI annessa, it-tipi ta' ftehimiet li ġejjin:

(a)

ftehimiet nazzjonali, bilaterali jew multilaterali bejn l-Istati Membri u Impriża/i Ferrovjarja/i jew Ġestjonarja/i ta' l-Infrastruttura, maqbula fuq bażi permanenti jew temporanja u meħteġa minħabba n-natura speċifika ħafna jew lokali tas-servizz ferrovjarju maħsub;

(b)

ftehimiet bilaterali jew multilaterali bejn Impriża/i Ferrovjarja/i jew Ġestjonarja/i ta' l-Infrastruttura jew Stati Membri li jrendu livelli sinfikanti ta' interoperabbiltà lokali jew reġjonali;

(c)

ftehimiet internazzjonali bejn wieħed jew aktar mill-Istati Membri u talanqas pajjiż terz wieħed, jew bejn Impriża/i Ferrovjarja/i jew Ġestjonarja/i ta' l-Infrastruttura ta' l-Istati Membri u talanqas Impriża Ferrovjarja jew Ġestjonarja ta' l-Infrastruttura waħda ta' pajjiż terz, li jrendu livelli sinfikanti ta' interoperabbiltà lokali jew reġjonali.

Artikolu 8

Din id-Deċiżjoni għandha tapplika mill-1 ta’ Settembru 2008.

Artikolu 9

Din id-Deċiżjoni hija indirizzata lill-Istati Membri.

Magħmul fi Brussell, 21 ta’ Frar 2008.

Għall-Kummissjoni

Jacques BARROT

Viċi President tal-Kummissjoni


(1)  ĠU L 235, 17.9.1996, p. 6, id-Direttiva kif emendata bid-Direttiva 2004/50/KE (ĠU L 164, 30.4.2004, p. 114).

(2)  ĠU L 245, 12.9.2002, p. 402.


ANNEX

DIRECTIVE 96/48/EC — INTEROPERABILITY OF THE TRANS-EUROPEAN HIGH SPEED RAIL SYSTEM

TECHNICAL SPECIFICATION FOR INTEROPERABILITY

‘Rolling stock’ Sub-System

1.

INTRODUCTION 146

1.1.

Technical scope 146

1.2.

Geographical scope 146

1.3.

Content of this TSI 146

2.

DEFINITION AND FUNCTIONS OF THE ROLLING STOCK SUBSYSTEM 147

2.1.

Subsystem Description 147

2.2.

Functions and aspects of the rolling stock subsystem 147

3.

ESSENTIAL REQUIREMENTS 147

3.1.

General 147

3.2.

The essential requirements relate to 148

3.3.

General requirements 148

3.3.1.

Safety 148

3.3.2.

Reliability and availability 150

3.3.3.

Health requirements 151

3.3.4.

Protection of the environment 151

3.3.5.

Technical compatibility 152

3.4.

Requirements specific to the rolling stock subsystem 153

3.4.1.

Safety 153

3.4.2.

Reliability and availability 154

3.4.3.

Technical compatibility 155

3.5.

Requirements specific to maintenance 156

3.6.

Other requirements also concerning the rolling stock subsystem 157

3.6.1.

Infrastructure 157

3.6.2.

Energy 157

3.6.3.

Control-command and signalling 158

3.6.4.

Environment 158

3.6.5.

Operation 159

3.7.

Elements of the rolling stock subsystem related to the essential requirements 160

4.

CHARACTERISTICS OF THE SUBSYSTEM 162

4.1.

Introduction 162

4.2.

Functional and technical specification of the subsystem 163

4.2.1.

General 163

4.2.1.1.

Introduction 163

4.2.1.2.

Design of trains 164

4.2.2.

Structure and mechanical parts 165

4.2.2.1.

General 165

4.2.2.2.

End couplers and coupling arrangements to rescue trains 166

4.2.2.2.1.

Subsystem requirements 166

4.2.2.2.2.

Interoperability constituent requirements 166

4.2.2.2.2.1.

Automatic centre buffer coupler 166

4.2.2.2.2.2.

Buffing and draw gear components 166

4.2.2.2.2.3.

Towing coupler for recovery and rescue 166

4.2.2.3.

Strength of vehicle structure 166

4.2.2.3.1.

General description 166

4.2.2.3.2.

Principles (functional requirements) 167

4.2.2.3.3.

Specifications (simple load cases and design collision scenarios) 167

4.2.2.4.

Access 167

4.2.2.4.1.

Passenger step 167

4.2.2.4.2.

External access door 168

4.2.2.4.2.1.

Passenger access doors 168

4.2.2.4.2.2.

Doors for freight use and for use of the train crew 169

4.2.2.5.

Toilets 169

4.2.2.6.

Driver's cab 169

4.2.2.7.

Windscreen and front of the train 170

4.2.2.8.

Storage facilities for use by staff 170

4.2.2.9.

External steps for use by shunting staff 171

4.2.3.

Track interaction and gauging 171

4.2.3.1.

Kinematic gauge 171

4.2.3.2.

Static axle load 171

4.2.3.3.

Rolling stock parameters which influence ground based train monitoring systems 172

4.2.3.3.1.

Electrical resistance 172

4.2.3.3.2.

Axle bearing health monitoring 172

4.2.3.3.2.1.

Class 1 trains 172

4.2.3.3.2.2.

Class 2 trains 173

4.2.3.3.2.3.

Hot axle box detection for Class 2 trains 173

4.2.3.3.2.3.1.

General 173

4.2.3.3.2.3.2.

Functional requirements for the vehicle 173

4.2.3.3.2.3.3.

Transverse dimensions and height above rail level of the target area 173

4.2.3.3.2.3.4.

Longitudinal dimension of the target area 173

4.2.3.3.2.3.5.

Limit criteria outside of the target area 174

4.2.3.3.2.3.6.

Emissivity 174

4.2.3.4.

Rolling stock dynamic behaviour 175

4.2.3.4.1.

General 175

4.2.3.4.2.

Limit values for running safety 176

4.2.3.4.3.

Track loading limit values 177

4.2.3.4.4.

Wheel/rail interface 178

4.2.3.4.5.

Design for vehicle stability 178

4.2.3.4.6.

Definition of equivalent conicity 178

4.2.3.4.7.

Design values for wheel profiles 179

4.2.3.4.8.

In service values of equivalent conicity 179

4.2.3.4.9.

Wheelsets 180

4.2.3.4.9.1.

Wheelsets 180

4.2.3.4.9.2.

Interoperability Constituent Wheels 180

4.2.3.4.10.

Specific requirements for vehicles with independently rotating wheels 181

4.2.3.4.11.

Detection of derailments 181

4.2.3.5.

Maximum train length 181

4.2.3.6.

Maximum gradients 181

4.2.3.7.

Minimum curve radius 182

4.2.3.8.

Flange lubrication 182

4.2.3.9.

Suspension coefficient 182

4.2.3.10.

Sanding 182

4.2.3.11.

Ballast pick up 182

4.2.4.

Braking 182

4.2.4.1.

Minimum braking performance 182

4.2.4.2.

Brake wheel/rail adhesion demand limits 184

4.2.4.3.

Brake system requirements 185

4.2.4.4.

Service braking performance 186

4.2.4.5.

Eddy current brakes 186

4.2.4.6.

Protection of an immobilised train 187

4.2.4.7.

Brake performance on steep gradients 187

4.2.4.8.

Brake requirements for rescue purposes 187

4.2.5.

Passenger information and communication 188

4.2.5.1.

Public address system 188

4.2.5.2.

Passenger information signs 188

4.2.5.3.

Passenger alarm 188

4.2.6.

Environmental conditions 189

4.2.6.1.

Environmental conditions 189

4.2.6.2.

Train aerodynamic loads in open air 189

4.2.6.2.1.

Aerodynamic loads on track workers at the lineside 189

4.2.6.2.2.

Aerodynamic loads on passengers on a platform 190

4.2.6.2.3.

Pressure loads in open air 192

4.2.6.3.

Crosswind 193

4.2.6.4.

Maximum pressure variations in tunnels 195

4.2.6.5.

Exterior noise 196

4.2.6.5.1.

Introduction 196

4.2.6.5.2.

Limits for stationary noise 197

4.2.6.5.3.

Limits for starting noise 197

4.2.6.5.4.

Limits for pass-by noise 198

4.2.6.6.

Exterior electromagnetic interference 198

4.2.6.6.1.

Interference generated on the signalling system and the telecommunications network: 198

4.2.6.6.2.

Electromagnetic interference: 198

4.2.7.

System protection 199

4.2.7.1.

Emergency exits 199

4.2.7.1.1.

Passengers’ emergency exits 199

4.2.7.1.2.

Driver's cab emergency exits 199

4.2.7.2.

Fire safety 199

4.2.7.2.1.

Introduction 200

4.2.7.2.2.

Measures to prevent fire 200

4.2.7.2.3.

Measures to detect/control fire 200

4.2.7.2.3.1.

Fire detection 200

4.2.7.2.3.2.

Fire extinguisher 201

4.2.7.2.3.3.

Fire resistance 201

4.2.7.2.4.

Additional measures to improve running capability 201

4.2.7.2.4.1.

Trains of all categories of fire safety 201

4.2.7.2.4.2.

Category B fire safety 202

4.2.7.2.5.

Specific measures for tanks containing flammable liquids 202

4.2.7.2.5.1.

General 202

4.2.7.2.5.2.

Specific requirements for fuel tanks 203

4.2.7.3.

Protection against electric shock 204

4.2.7.4.

External lights and horn 204

4.2.7.4.1.

Front and rear lights 204

4.2.7.4.1.1.

Head lights 204

4.2.7.4.1.2.

Marker lights 204

4.2.7.4.1.3.

Tail lights 205

4.2.7.4.1.4.

Lamp controls 205

4.2.7.4.2.

Horns 205

4.2.7.4.2.1.

General 205

4.2.7.4.2.2.

Warning horn sound pressure levels 206

4.2.7.4.2.3.

Protection 206

4.2.7.4.2.4.

Verification of sound pressure levels 206

4.2.7.4.2.5.

Interoperability constituent requirements 207

4.2.7.5.

Lifting/rescue procedures 207

4.2.7.6.

Interior noise 207

4.2.7.7.

Air conditioning 208

4.2.7.8.

Driver's vigilance device 208

4.2.7.9.

Control-command and signalling system 208

4.2.7.9.1.

General 208

4.2.7.9.2.

Wheelset location 209

4.2.7.9.3.

Wheels 209

4.2.7.10.

Monitoring and diagnostic concepts 209

4.2.7.11.

Particular specification for tunnels 210

4.2.7.11.1.

Passenger and train crew areas equipped with air conditioning 210

4.2.7.11.2.

Public address system 210

4.2.7.12.

Emergency lighting system 210

4.2.7.13.

Software 210

4.2.7.14.

Driver-Machine-Interface (DMI) 210

4.2.7.15.

Vehicle identification 210

4.2.8.

Traction and electrical equipment 210

4.2.8.1.

Traction performance requirements 210

4.2.8.2.

Traction wheel/rail adhesion requirements 211

4.2.8.3.

Functional and technical specification related to the electric power supply 211

4.2.8.3.1.

Voltage and frequency of the power supply 212

4.2.8.3.1.1.

Power supply 212

4.2.8.3.1.2.

Energy recuperation 212

4.2.8.3.2.

Maximum power and maximum current that is permissible to draw from the overhead contact line 212

4.2.8.3.3.

Power factor 212

4.2.8.3.4.

System energy disturbances 212

4.2.8.3.4.1.

Harmonic characteristics and related over-voltages on the overhead contact line 212

4.2.8.3.4.2.

Effects of DC content in AC supply 212

4.2.8.3.5.

Energy consumption measuring devices 212

4.2.8.3.6.

Rolling stock subsystem requirements linked to pantographs 213

4.2.8.3.6.1.

Pantograph contact force 213

4.2.8.3.6.2.

Arrangement of pantographs 214

4.2.8.3.6.3.

Insulation of pantograph from the vehicle 214

4.2.8.3.6.4.

Pantograph lowering 215

4.2.8.3.6.5.

Quality of current collection 215

4.2.8.3.6.6.

Electrical protection coordination 215

4.2.8.3.6.7.

Running through phase separation sections 215

4.2.8.3.6.8.

Running through system separation sections 215

4.2.8.3.6.9.

Height of pantographs 216

4.2.8.3.7.

Interoperability constituent pantograph 216

4.2.8.3.7.1.

Overall design 216

4.2.8.3.7.2.

Pantograph head geometry 216

4.2.8.3.7.3.

Pantograph static contact force 217

4.2.8.3.7.4.

Working range of pantographs 217

4.2.8.3.7.5.

Current capacity 217

4.2.8.3.8.

Interoperability constituent contact strip 217

4.2.8.3.8.1.

General 217

4.2.8.3.8.2.

Contact strip geometry 217

4.2.8.3.8.3.

Material 217

4.2.8.3.8.4.

Detection of contact strip breakage 217

4.2.8.3.8.5.

Current capacity 218

4.2.8.3.9.

Interfaces with electrification system 218

4.2.8.3.10.

Interfaces with control-command and signalling subsystem 218

4.2.9.

Servicing 219

4.2.9.1.

General 219

4.2.9.2.

Train external cleaning facilities 219

4.2.9.3.

Toilet discharge system 219

4.2.9.3.1.

On board discharge system 219

4.2.9.3.2.

Mobile discharge trolleys 219

4.2.9.4.

Train interior cleaning 220

4.2.9.4.1.

General 220

4.2.9.4.2.

Electrical sockets 220

4.2.9.5.

Water restocking equipment 220

4.2.9.5.1.

General 220

4.2.9.5.2.

Water filling adapter 220

4.2.9.6.

Sand restocking equipment 220

4.2.9.7.

Special requirements for stabling of trains 221

4.2.9.8.

Refuelling equipment 221

4.2.10.

Maintenance 221

4.2.10.1.

Responsibilities 221

4.2.10.2.

The maintenance file 221

4.2.10.2.1.

The maintenance design justification file 221

4.2.10.2.2.

The Maintenance Documentation 222

4.2.10.3.

Management of the maintenance file. 223

4.2.10.4.

Management of maintenance information. 224

4.2.10.5.

Implementation of the maintenance 225

4.3.

Functional and technical specification of the interfaces 225

4.3.1.

General 225

4.3.2.

Infrastructure subsystem 228

4.3.2.1.

Access 228

4.3.2.2.

Driver's cab 228

4.3.2.3.

Kinematic gauge 229

4.3.2.4.

Static axle load 229

4.3.2.5.

Rolling stock parameters, which influence ground based train monitoring systems 229

4.3.2.6.

Rolling stock dynamic behaviour and wheel profiles 229

4.3.2.7.

Maximum train length 229

4.3.2.8.

Maximum gradients 229

4.3.2.9.

Minimum curve radius 229

4.3.2.10.

Flange lubrication 229

4.3.2.11.

Ballast pick up 229

4.3.2.12.

Eddy current brake 229

4.3.2.13.

Brake performance on steep gradients 230

4.3.2.14.

Passenger alarm 230

4.3.2.15.

Environmental conditions 230

4.3.2.16.

Train aerodynamic loads in open air 230

4.3.2.17.

Crosswind 230

4.3.2.18.

Maximum pressure variations in tunnels 230

4.3.2.19.

Exterior noise 230

4.3.2.20.

Fire safety 230

4.3.2.21.

Head lights 230

4.3.2.22.

Particular specification for tunnels 230

4.3.2.23.

Servicing 231

4.3.2.24.

Maintenance 231

4.3.3.

Energy subsystem 231

4.3.3.1.

Reserved 231

4.3.3.2.

Brake system requirements 231

4.3.3.3.

Exterior electromagnetic interference 231

4.3.3.4.

Head lights 231

4.3.3.5.

Functional and technical specification related to power supply 231

4.3.4.

Control-Command and Signalling Subsystem 231

4.3.4.1.

Driver's cab 231

4.3.4.2.

Windscreen and front of the train 231

4.3.4.3.

Static axle load 232

4.3.4.4.

Rolling stock parameters, which influence ground based train monitoring systems 232

4.3.4.5.

Sanding 232

4.3.4.6.

Braking performance 232

4.3.4.7.

Electromagnetic interference 232

4.3.4.8.

Control-command and signalling system 232

4.3.4.9.

Monitoring and diagnostic concepts 233

4.3.4.10.

Particular specification for tunnels 234

4.3.4.11.

Functional and technical specification related to power supply 234

4.3.4.12.

Vehicle front lights 234

4.3.5.

Operation subsystem 234

4.3.5.1.

Design of the trains 234

4.3.5.2.

End couplers and coupling arrangements to rescue trains 234

4.3.5.3.

Access 234

4.3.5.4.

Toilets 234

4.3.5.5.

Windscreen and front of the train 234

4.3.5.6.

Rolling stock parameters, which influence ground based train monitoring systems 234

4.3.5.7.

Rolling stock dynamic behaviour 234

4.3.5.8.

Maximum train length 234

4.3.5.9.

Sanding 234

4.3.5.10.

Ballast pick up 234

4.3.5.11.

Braking performance 234

4.3.5.12.

Brake system requirements 234

4.3.5.13.

Eddy current brakes 234

4.3.5.14.

Protection of an immobilised train 235

4.3.5.15.

Brake performance on steep gradients 235

4.3.5.16.

Public address system 235

4.3.5.17.

Passenger alarm 235

4.3.5.18.

Environmental conditions 235

4.3.5.19.

Train aerodynamic loads in open air 235

4.3.5.20.

Crosswind 235

4.3.5.21.

Maximum pressure variations in tunnels 235

4.3.5.22.

Exterior noise 235

4.3.5.23.

Emergency exits 236

4.3.5.24.

Fire safety 236

4.3.5.25.

External lights and horn 236

4.3.5.26.

Lifting/rescue procedures 236

4.3.5.27.

Interior noise 236

4.3.5.28.

Air conditioning 236

4.3.5.29.

Driver's vigilance device 236

4.3.5.30.

Monitoring and diagnostic concepts 236

4.3.5.31.

Particular specification for tunnels 236

4.3.5.32.

Traction performance requirements 236

4.3.5.33.

Traction wheel/rail adhesion requirements 236

4.3.5.34.

Functional and technical specification related to power supply 237

4.3.5.35.

Servicing 237

4.3.5.36.

Vehicle identification 237

4.3.5.37.

Signal sighting 237

4.3.5.38.

Emergency exits 237

4.3.5.39.

Driver-Machine-Interface (DMI) 237

4.4.

Operating rules 237

4.5.

Maintenance rules 238

4.6.

Professional competencies 238

4.7.

Health and safety conditions 238

4.8.

Infrastructure and rolling stock registers 239

4.8.1.

Infrastructure register 239

4.8.2.

Rolling stock register 240

5.

INTEROPERABILITY CONSTITUENTS 240

5.1.

Definition 240

5.2.

Innovative solutions 240

5.3.

List of constituents 240

5.4.

Constituents performance and specifications 241

6.

ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE 241

6.1.

Interoperability constituents of the rolling stock subsystem 241

6.1.1.

Conformity assessment (general) 241

6.1.2.

Conformity assessment procedures (modules) 242

6.1.3.

Existing solutions 243

6.1.4.

Innovative solutions 243

6.1.5.

Assessment of suitability for use 243

6.2.

Rolling stock subsystem 244

6.2.1.

Conformity assessment (general) 244

6.2.2.

Conformity assessment procedures (modules) 244

6.2.3.

Innovative solutions 245

6.2.4.

Assessment of maintenance 245

6.2.5.

Assessment of single vehicles 245

6.3.

Interoperable Constituents Not Holding an EC Declaration 245

6.3.1.

General 245

6.3.2.

The Transition Period 245

6.3.3.

The Certification of Subsystems Containing Non-Certified Interoperability Constituents during the Transition Period 246

6.3.3.1.

Conditions 246

6.3.3.2.

Notification 246

6.3.3.3.

Lifecycle Implementation 246

6.3.4.

Monitoring Arrangements 247

7.

IMPLEMENTATION OF THE ROLLING STOCK TSI 247

7.1.

Implementation of the TSI 247

7.1.1.

Newly built rolling stock of new design 247

7.1.1.1.

Definitions 247

7.1.1.2.

General 247

7.1.1.3.

Phase A 247

7.1.1.4.

Phase B 248

7.1.2.

Newly built rolling stock of an existing design certified to an existing TSI 248

7.1.3.

Rolling stock of an existing design 249

7.1.4.

Rolling stock being upgraded or renewed 249

7.1.5.

Noise 250

7.1.5.1.

Transitional period 250

7.1.5.2.

Upgrading or renewal of rolling stock 250

7.1.5.3.

A two step approach 250

7.1.6.

Mobile toilet discharge trolleys [clause 4.2.9.3] 250

7.1.7.

Measures to prevent fire — material conformity 250

7.1.8.

Rolling stock operating under national, bilateral, multilateral or international agreements 251

7.1.8.1.

Existing agreements 251

7.1.8.2.

Future agreements 251

7.1.9.

TSI revision 251

7.2.

Compatibility of rolling stock with other subsystems 251

7.3.

Specific cases 252

7.3.1.

General 252

7.3.2.

List of specific cases 252

7.3.2.1.

General specific case on the 1 524 mm gauge network 252

7.3.2.2.

End couplers and coupling arrangements to rescue trains [clause 4.2.2.2] 252

7.3.2.3.

Passenger step [clause 4.2.2.4.1] 252

7.3.2.4.

Vehicle gauge [clause 4.2.3.1] 253

7.3.2.5.

Vehicle mass [clause 4.2.3.2] 253

7.3.2.6.

Electrical resistance of wheelsets [clause 4.2.3.3.1] 253

7.3.2.7.

Hot axle box detection for Class 2 trains [clause 4.2.3.3.2.3] 254

7.3.2.8.

Wheel-rail contact (wheel profiles) [4.2.3.4.4] 255

7.3.2.9.

Wheelsets [4.2.3.4.9] 255

7.3.2.10.

Maximum train length [4.2.3.5] 255

7.3.2.11.

Sanding [4.2.3.10] 255

7.3.2.12.

Braking [clause 4.2.4] 256

7.3.2.12.1.

General 256

7.3.2.12.2.

Eddy current brakes [clause 4.2.4.5] 256

7.3.2.13.

Environmental conditions [clause 4.2.6.1] 256

7.3.2.14.

Train Aerodynamics 256

7.3.2.14.1.

Aerodynamic loads on passengers on a platform [clause 4.2.6.2.2] 256

7.3.2.14.2.

Pressure loads in open air [clause 4.2.6.2.3] 257

7.3.2.14.3.

Maximum pressure variations in tunnels [clause 4.2.6.4] 257

7.3.2.15.

Boundary characteristics linked to exterior noise [clause 4.2.6.5] 257

7.3.2.15.1.

Limit for stationary noise [clause 4.2.6.5.2] 257

7.3.2.15.2.

Limit for starting noise [clause 4.2.6.5.3] 258

7.3.2.16.

Fire extinguisher [clause 4.2.7.2.3.2] 258

7.3.2.17.

Horns [clause 4.2.7.4.2.1] 258

7.3.2.18.

Control-command and signalling system [clause 4.2.7.10] 258

7.3.2.18.1.

Wheelset location [clause 4.2.7.10.2] 258

7.3.2.18.2.

Wheels [clause 4.2.7.10.3] 259

7.3.2.19.

Pantograph [clause 4.2.8.3.6.] 260

7.3.2.20.

Interfaces with control-command and signalling system [clause 4.2.8.3.8] 263

7.3.2.21.

Toilet discharge system connections [clause 4.2.9.3.] 263

7.3.2.22.

Water filling adapters [clause 4.2.9.5.] 263

7.3.2.23.

Fire Standards [clause 7.1.6] 263

1.   INTRODUCTION

1.1.   Technical scope

This TSI concerns the rolling stock subsystem. These subsystems are included in the list of Annex II(1) to Directive 96/48/EC, as modified by Directive 2004/50/EC.

This TSI is applicable to the following classes of rolling stock, assessed as trainsets (indivisible in service), or as single vehicles, within defined formations of powered and non-powered vehicles. It applies equally to passenger and/or non-passenger carrying vehicles.

Class 1: Rolling stock having a maximum speed equal to or greater than 250 km/h.

Class 2: Rolling stock having a maximum speed of at least 190 km/h but less than 250 km/h.

This TSI shall be applied for rolling stock, referred in section 2 of annex I of Directive 96/48/EC as modified by Dir.2004/50/EC and having a maximum speed of at least 190 km/h as described above. But, if the maximum speed of this rolling stock is higher than 351 km/h, this TSI will apply, but additional specifications are necessary: these additional specifications are not detailed in this TSI and are an open point: national rules apply in such a case.

More information about the rolling stock subsystem is given in section 2.

This TSI specifies requirements with which rolling stock intended to be operated on the rail network as defined in section 1.2 below shall comply and thereby meet the essential requirements of Directive 96/48/EC, as modified by Directive 2004/50/EC.

Access to lines is not solely dependent on fulfilment of the technical requirements of this TSI, other requirements in Directive 2004/49 and Directive 2001/14, as modified by Directive 2004/50 shall also be taken into account in permitting a railway undertaking to operate this rolling stock on a specific line. For example an infrastructure manager is permitted to decide not to allocate a path for a class 2 train on a category 1 line for capacity reasons.

1.2.   Geographical scope

The geographical scope of this TSI is the trans-European high-speed rail system as described in Annex I to Directive 96/48/EC modified by Directive 2004/50/EC.

1.3.   Content of this TSI

In accordance with Article 5(3) and with Annex I, (1)b of Directive 96/48/EC modified by Directive 2004/50/EC, this TSI:

(a)

indicates its intended scope (section 2);

(b)

states essential requirements for the rolling stock subsystem (section 3)

(c)

establishes the functional and technical specifications to be met by the subsystems and their interfaces with other subsystems (section 4);

(d)

sets out, operating and maintenance rules specific to the scope indicated in sections 1.1 and 1.2 above (section 4).

(e)

indicates, for the persons concerned, the professional competencies and health and safety conditions at work required for the operation and maintenance of the subsystems (section 4).

(f)

determines the interoperability constituents and interfaces which are to be covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European high-speed rail system (section 5);

(g)

states 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 (section 6);

(h)

indicates the strategy for implementing the TSIs (section 7);

(i)

makes provision, in accordance with Article 6(3) of the Directive, specific cases (section 7).

2.   DEFINITION AND FUNCTIONS OF THE ROLLING STOCK SUBSYSTEM

2.1.   Subsystem Description

The rolling stock subsystem includes neither the control-command, infrastructure, operation subsystems nor the trackside part of the energy subsystem, since these subsystems are specified in their own TSIs.

In addition, rolling stock subsystem does not include the train staff (driver and other on-board train crew) and passengers.

2.2.   Functions and aspects of the rolling stock subsystem

The scope of this TSI for the rolling stock subsystem is expanded from that given in the TSI contained in Annex to Decision 2002/735/EC.

The functions to be fulfilled in the scope of the rolling stock subsystem are as follows:

Carry and protect the passengers and train crew

Accelerate, maintain speed, brake and stop

Keep the train driver informed, provide a view ahead, and allow proper control

Support and guide the train on the track

Signal the presence of the train to others

Be able to operate safely even in the event of incidents

Respect the environment

Maintain the rolling stock subsystem and the on-board part of the energy subsystem

Be able to operate on relevant traction supply systems.

The on-board control-command and signalling equipment is within the scope of the control-command and signalling subsystem.

3.   ESSENTIAL REQUIREMENTS

3.1.   General

In the scope of this TSI, fulfilment of relevant essential requirements quoted in section 3 of this TSI will be ensured by the compliance with the specifications described:

in section 4 for the subsystems,

and in section 5 for the interoperability constituents,

as demonstrated by a positive result of the assessment of:

conformity and/or suitability for use of the interoperability constituents

and verification of the subsystems.

as described in section 6.

Parts of the essential requirements are covered by national rules because:

open and reserved points are listed in Annex L;

derogations under art. 7 of the Directive 96/48/EC;

specific cases are described in section 7.3 of this TSI.

The corresponding conformity assessment shall be carried out under the responsibility and according to procedures of the Member State that has notified the national rules or asked for the derogation or the specific case.

According to Article 4(1) of Directive 96/48/EC modified by Directive 2004/50/EC, the Trans-European high-speed rail system, subsystems and their interoperability constituents shall meet the essential requirements set out in general terms in Annex III to the Directive.

Conformity of the rolling stock subsystem and its constituents to the essential requirements is checked in accordance with the provisions envisaged in Directive 96/48/EC modified by Directive 2004/50/EC as well as in this TSI.

3.2.   The essential requirements relate to:

safety,

reliability and availability,

health,

environmental protection,

technical compatibility.

According to Directive 96/48/EC modified by Directive 2004/50/EC, the essential requirements can be generally applied to the whole Trans-European high-speed rail system or be specific to particular aspects of each subsystem and its constituents.

3.3.   General requirements

In the case of the rolling stock subsystem, the specific aspects, in addition to the considerations contained in Annex III to the Directive, are as follows:

3.3.1.   Safety

Essential requirement 1.1.1:

‘The design, construction or assembly, maintenance and monitoring of safety-critical components, and more particularly of the components involved in train movements must be such as to guarantee safety at the level corresponding to the aims laid down for the network, including those for specific degraded situations.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.2.2 (end couplers and coupling arrangements to rescue trains)

4.2.2.3 (strength of vehicle structure)

4.2.2.4 (access)

4.2.2.6 (driver's cab)

4.2.2.7 (windscreen and front of the train)

4.2.3.1 (kinematic gauge)

4.2.3.3 (rolling stock parameters which influence ground based train monitoring systems)

4.2.3.4 (rolling stock dynamic behaviour)

4.2.3.10 (sanding)

4.2.3.11 (aerodynamic effects on ballast)

4.2.4 (braking)

4.2.5 (passenger information and communication)

4.2.6.2 (train aerodynamic loads in open air)

4.2.6.3 (crosswind)

4.2.6.4 (maximum pressure variations in tunnels)

4.2.6.6 (exterior electromagnetic interference)

4.2.7 (system protection)

4.2.7.13 (software)

4.2.10 (maintenance)

Essential requirement 1.1.2:

‘The parameters involved in the wheel-rail contact must meet the stability requirements needed in order to guarantee safe movement at the maximum authorised speed.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.3.2 (static axle load)

4.2.3.4 (rolling stock dynamic behaviour)

Essential requirement 1.1.3:

‘The components used must withstand any normal or exceptional stresses that have been specified during their period in service. The safety repercussions of any accidental failures must be limited by appropriate means.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.2.2 (end couplers and coupling arrangements to rescue trains)

4.2.2.3 (strength of vehicle structure)

4.2.2.7 (windscreen and front of the train)

4.2.3.3.2 (axle bearing health monitoring)

4.2.3.4.3 (track loading limit values)

4.2.3.4.9 (wheelsets)

4.2.4 (braking)

4.2.6 1 (environmental conditions)

4.2.6.3 (crosswind)

4.2.6.4 (maximum pressure variations in tunnels)

4.2.7.2 (fire safety)

4.2.8.3.6 (pantographs and contact strips)

4.2.9 (servicing)

4.2.10 (maintenance)

Essential requirement 1.1.4:

‘The design of fixed installation and rolling stock and the choice of the materials used must be aimed at limiting the generation, propagation and effects of fire and smoke fumes in the event of a fire.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.7.2 (fire safety)

Essential requirement 1.1.5:

‘Any devices intended to be handled by users must be so designed as not to impair their safety if used foreseeably in a manner not in accordance with the posted instructions.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.2.2 (end couplers and coupling arrangements to rescue trains)

4.2.2.4 (access)

4.2.2.5 (toilets)

4.2.4 (braking)

4.2.5.3 (passenger alarm)

4.2.7.1 (emergency exits)

4.2.7.3 (protection against electric shock)

4.2.7.5 (lifting/rescue procedures)

4.2.9 (servicing)

4.2.10 (maintenance)

3.3.2.   Reliability and availability

Essential requirement 1.2:

‘The monitoring and maintenance of fixed or moveable components that are involved in train movements must be organised, carried out and quantified in such a manner as to maintain their operation under the intended conditions.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.2.2 (end couplers and coupling arrangements to rescue trains)

4.2.2.3 (strength of vehicle structure)

4.2.2.4 (access)

4.2.3.1 (kinematic gauge)

4.2.3.3.2 (axle bearing health monitoring)

4.2.3.4 (rolling stock dynamic behaviour)

4.2.3.9 (suspension coefficient)

4.2.4 (braking)

4.2.7.10 (monitoring and diagnostic concepts)

4.2.10 (maintenance)

3.3.3.   Health requirements

Essential requirement 1.3.1:

‘Materials likely, by virtue of the way they are used, to constitute a health hazard to those having access to them must not be used in trains and railway infrastructures.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.10 (maintenance)

Essential requirement 1.3.2:

‘Those materials must be selected, deployed and used in such a way as to restrict the emission of harmful and dangerous fumes or gases, particularly in the event of fire.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.7.2 (fire safety)

4.2.10 (maintenance)

3.3.4.   Protection of the environment

Essential requirement 1.4.1:

‘The repercussions on the environment of the establishment and operation of the Trans-European high-speed 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 satisfied by the functional and technical specifications in clauses:

4.2.3.11 (ballast pick up)

4.2.6.2 (train aerodynamic load)

4.2.6.5 (exterior noise)

4.2.6.6 (exterior electromagnetic interference)

4.2.9 (servicing)

4.2.10 (maintenance)

Essential requirement 1.4.2:

‘The materials used in the trains must prevent the emission of fumes or gases which are harmful and dangerous to the environment, particularly in the event of fire.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.7.2 (fire safety)

4.2.10 (maintenance)

Essential requirement 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 satisfied by the functional and technical specifications in clauses:

4.2.6.6 (exterior electromagnetic interference)

3.3.5.   Technical compatibility

Essential requirement 1.5:

The technical characteristics of the infrastructures and fixed installations must be compatible with each other and with those of the trains to be used on the Trans-European high-speed rail system.

If adherence to these characteristics proves difficult on certain sections of the network, temporary solutions, which ensure compatibility in the future, may be implemented.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.2.4 (access

4.2.3.1 (kinematic gauge)

4.2.3.2 (static axle load)

4.2.3.3 (rolling stock parameters which influence ground based train monitoring systems)

4.2.3.4 (rolling stock dynamic behaviour)

4.2.3.5 (maximum train length)

4.2.3.6 (maximum gradients)

4.2.3.7 (minimum curve radius)

4.2.3.8 (flange lubrication)

4.2.3.11 (ballast pick up)

4.2.4 (braking)

4.2.6.2 (train aerodynamic load)

4.2.6.4 (maximum pressure variations in tunnels)

4.2.7.11 (particular specification for tunnels)

4.2.8.3 (functional and technical specification related to power supply)

4.2.9 (servicing)

4.2.10 (maintenance)

3.4.   Requirements specific to the rolling stock subsystem

3.4.1.   Safety

Essential requirement 2.4.1 § 1:

‘The rolling stock structures and those of the links between vehicles must be designed in such a way as to protect the passenger and driving compartments in the event of collision or derailment.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.2.2 (end couplers and coupling arrangements to rescue trains)

4.2.2.3 (strength of vehicle structure)

Essential requirement 2.4.1 § 2:

‘The electrical equipment must not impair the safety and functioning of the control-command and signalling installations.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.6.6 (exterior electromagnetic interference)

4.2.8.3 (functional and technical specification related to power supply)

Essential requirement 2.4.1 § 3:

‘The braking techniques and the stresses exerted must be compatible with the design of the tracks, engineering structures and signalling systems’.

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.3.4.3 (track loading limit values)

4.2.4.1 (minimum braking performance)

4.2.4.5 (eddy current brakes)

Essential requirement 2.4.1 § 4:

‘Steps must be taken to prevent access to electrically-live constituents in order not to endanger the safety of persons’.

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.5.2 (passenger information signs)

4.2.7.3 (protection against electric shock)

4.2.9 (servicing)

4.2.10 (maintenance)

Essential requirement 2.4.1 § 5:

‘In the event of danger, devices must enable passengers to inform the driver and accompanying staff to contact him.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.5 (passenger information and communication)

Essential requirement 2.4.1 § 6:

‘The access door must incorporate an opening and closing system which guarantees passenger safety.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.2.4.2 (external access door)

Essential requirement 2.4.1 § 7:

‘Emergency exits must be provided and indicated.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.5.2 (passenger information signs)

4.2.7.1 (emergency exits)

Essential requirement 2.4.1 § 8:

‘Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.5.3 (passenger alarm)

4.2.7.2 (fire safety)

4.2.7.11 (particular specification for tunnels)

4.2.7.12 (emergency lighting system)

Essential requirement 2.4.1 § 9:

‘An emergency lighting system having a sufficient intensity and duration is an absolute requirement on board trains.’

This essential requirement is satisfied by the functional and technical specifications in clause:

4.2.7.12 (emergency lighting system)

Essential requirement 2.4.1 § 10:

‘Trains must be equipped with a public address system which provides a means of communication to the public from on-board staff and ground control.’

This essential requirement is satisfied by the functional and technical specifications in clause:

4.2.5 (passenger information and communication)

3.4.2.   Reliability and availability

Essential requirement 2.4.2:

‘The design of the vital equipment and the running, traction and braking equipment and also the control command system must, in a specific degraded situation, be such as to enable the train to continue without adverse consequences for the equipment remaining in service.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.1.1 (introduction)

4.2.1.2 (design of the trains)

4.2.2.2 (end couplers and coupling arrangements to rescue trains)

4.2.4.1 (minimum braking performance)

4.2.4.2 (brake wheel/rail adhesion demand limits)

4.2.4.3 (brake system requirements)

4.2.4.4 (service braking performance)

4.2.4.6 (protection of an immobilised train)

4.2.4.7 (brake performance on steep gradients)

4.2.5.1 (public address system)

4.2.7.2 (fire safety)

4.2.7.10 (monitoring and diagnostic concepts)

4.2.7.12 (emergency lighting system)

4.2.8.1 (traction performance requirements)

4.2.8.2 (traction wheel/rail adhesion requirements)

4.2.10 (maintenance)

3.4.3.   Technical compatibility

Essential requirement 2.4.3 § 1:

‘The electrical equipment must be compatible with the operation of the control command and signalling installations.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.6.6 (exterior electromagnetic interference)

4.2.8.3 (functional and technical specification related to power supply)

Essential requirement 2.4.3 § 2:

‘The characteristics of the current-collection devices must be such as to enable trains to travel under the energy supply systems for the Trans-European high-speed rail system.’

This essential requirement is satisfied by the functional and technical specifications in clause:

4.2.8.3 (functional and technical specification related to power supply)

Essential requirement 2.4.3 § 3:

‘The characteristics of the rolling stock must be such as to allow it to travel on any line on which it is expected to operate.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.2.4 (access)

4.2.3.1 (kinematic gauge)

4.2.3.2 (static axle load)

4.2.3.3 (rolling stock parameters which influence ground based train monitoring systems)

4.2.3.4 (rolling stock dynamic behaviour)

4.2.3.5 (maximum train length)

4.2.3.6 (maximum gradients)

4.2.3.7 (minimum curve radius)

4.2.3.11 (ballast pick up)

4.2.4 (braking)

4.2.6 (environmental conditions)

4.2.7.4 (external lights and horn)

4.2.7.9 (control-command and signalling system)

4.2.7.11 (particular specification for tunnels)

4.2.8 (traction and electrical equipment)

4.2.9 (servicing)

4.2.10 (maintenance)

4.8 (infrastructure and rolling stock registers)

3.5.   Requirements specific to maintenance

Essential Requirement 2.5.1 Health:

‘The technical installations and the procedures used in the maintenance centres must not constitute a danger to human health.’

This essential requirement is satisfied by the functional and technical specifications in sections:

4.2.9 (servicing)

4.2.10 (maintenance)

Essential Requirement 2.5.2 Environmental protection:

‘The technical installations and the procedures used in the maintenance centres must not exceed the permissible levels of nuisance with regard to the surrounding environment.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.6.5 (exterior noise)

4.2.6.6 (exterior electromagnetic interference)

4.2.9 (servicing)

4.2.10 (maintenance)

Essential Requirement 2.5.3 Technical compatibility:

‘The maintenance installations [handling] high-speed trains must be such as to enable safety, health and comfort operations to be carried out on all trains for which they have been designed.’

This essential requirement is satisfied by the functional and technical specifications in sections:

4.2.9 (servicing)

4.2.10 (maintenance)

3.6.   Other requirements also concerning the rolling stock subsystem

3.6.1.   Infrastructure

Essential Requirement 2.1.1. Safety

‘Appropriate steps must be taken to prevent access to or undesirable intrusions into installations on lines travelled at high speed.’

‘Steps must be taken to limit the dangers to which persons are exposed, particularly in stations through which trains pass at high speed.’

‘Infrastructures to which the public has access must be designed and made in such a way as to limit any human health hazards (stability, fire, access, evacuation, platforms, etc.).’

‘Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.’

This essential requirement is not relevant to the scope of this TSI.

3.6.2.   Energy

Essential Requirement 2.2.1. Safety

‘Operation of the energy-supply systems must not impair the safety either of high-speed trains or of persons (users, operating staff, trackside dwellers and third parties).’

This essential requirement is not relevant to the scope of this TSI.

Essential Requirement 2.2.2. Environmental protection

‘The functioning of the energy-supply systems must not interfere with the environment beyond the specified limits.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.6.6 (exterior electromagnetic interference)

4.2.8.3.6 (Rolling stock requirements linked to pantographs)

Essential Requirement 2.2.3. Technical compatibility

The electricity supply systems used throughout the trans-European high-speed rail system must:

enable trains to achieve the specified performance levels;

be compatible with the collection devices fitted to the trains.’

This essential requirement is satisfied by the functional and technical specifications in clause:

4.2.8.3 (functional and technical specification related to power supply)

3.6.3.   Control-command and signalling

Essential Requirement 2.3.1. Safety

‘The control and command and signalling installation and procedures used on the trans-European high-speed rail system must enable trains to travel with a level of safety which corresponds to the objectives set for the network.’

This essential requirement is not relevant to the scope of this TSI.

Essential Requirement 2.3.2. Technical compatibility

‘All new high-speed infrastructures and all new high-speed rolling stock manufactured or developed after adoption of compatible control and command and signalling must be tailored to the use of those systems.’

‘The control and command and signalling equipment installed within the train drivers’ cabs must permit normal operation, under the specified conditions, throughout the trans-European high-speed rail system.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.3.2 (static axle load)

4.2.3.3 (rolling stock parameters which influence ground based train monitoring systems)

4.2.6.6.1 (interference generated on the signalling system and the telecommunications network)

4.2.7.9 (control-command and signalling system)

4.2.8.3.10 (interfaces with control, command and signalling system)

3.6.4.   Environment

Essential Requirement 2.6.1. Health:

‘Operation of the trans-European high-speed rail system must remain within the statutory noise nuisance limits.’

This essential requirement is satisfied by the functional and technical specifications in clauses:

4.2.6.5 (exterior noise)

4.2.7.6 (interior noise)

Essential Requirement 2.6.2. Environmental protection

‘Operation of the trans-European high-speed rail system must not cause a level of ground vibrations which is unacceptable for activities and the immediate environment in the vicinity of the infrastructure and in a normal state of maintenance.’

This essential requirement is not relevant to the scope of this TSI.

3.6.5.   Operation

Essential Requirement 2.7.1. Safety § 1

‘Alignment of the network operating rules and the qualifications of drivers and on-board staff must be such as to ensure safe international operation.’

This essential requirement is satisfied by the functional and technical specifications in the following section:

4.2.7.8 (driver's vigilance device)

Essential Requirement 2.7.1. Safety § 2

‘The operations and maintenance intervals, the training and qualifications of maintenance staff and the quality assurance system set up in the maintenance centres of the operators concerned must be such as to ensure a high level of safety.’

This essential requirement is satisfied by the functional and technical specifications in sections:

4.2.9 (servicing)

4.2.10 (maintenance)

Essential Requirement 2.7.2. Reliability and availability

‘The operation and maintenance periods, the training and qualifications of the maintenance staff and the quality assurance system set up by the operators concerned in the maintenance centres must be such as to ensure a high level of system reliability and availability.’

This essential requirement is satisfied by the functional and technical specifications in clause:

4.2.10 (maintenance)

Essential Requirement 2.7.3. Technical compatibility

‘The alignment of the operating rules of the networks and the qualifications of drivers, on-board staff and managers in charge of traffic must be such as to ensure operating efficiency on the trans-European high-speed rail system.’

This essential requirement is satisfied by the functional and technical specifications in sections:

4.2.10 (maintenance)

3.7.   Elements of the rolling stock subsystem related to the essential requirements

 

Essential requirement clause of Directive 96/48/EC as modified by Directive 2004/50/EC

Element of the rolling stock subsystem

Ref. clause of TSI

Safety

Reliability Availability

Health

Environmental protection

Technical compatibility

General

4.2.1

 

2.4.2

 

 

 

Structure and mechanical parts

4.2.2

 

 

 

 

 

Design of the trains

4.2.1.2

 

2.4.2

 

 

 

End couplers and coupling arrangements to rescue trains

4.2.2.2

1.1.1

1.1.3

1.1.5

2.4.1.1

1.2

2.4.2

 

 

 

Strength of vehicle structure

4.2.2.3

1.1.1

1.1.3

2.4.1.1

1.2

 

 

 

Access

4.2.2.4

1.1.1

1.1.5

1.2

 

 

1.5

2.4.3.3

Access door

4.2.2.4.2

2.4.1.6

 

 

 

 

Toilets

4.2.2.5

1.1.5

 

 

 

 

Driver's cab

4.2.2.6

1.1.1

 

 

 

 

Windscreen & front of the train

4.2.2.7

1.1.1

1.1.3

 

 

 

 

Track interaction and gauging

4.2.3

 

 

 

 

 

Kinematic gauge

4.2.3.1

1.1.1

1.2

 

 

1.5

2.4.3.3

Static axle load

4.2.3.2

1.1.2

 

 

 

1.5

2.4.3.3

2.3.2

Rolling stock parameters which influence ground based train monitoring systems

4.2.3.3

1.1.1

 

 

 

1.5

2.4.3.3

2.3.2

Axle bearing health monitoring

4.2.3.3.2

1.1.3

1.2

 

 

 

Rolling stock dynamic behaviour

4.2.3.4

1.1.1

1.1.2

1.2

 

 

1.5

2.4.3.3

Track loading limit values

4.2.3.4.3

1.1.3

2.4.1.3

 

 

 

 

Wheelsets

4.2.3.4.9

1.1.3

 

 

 

 

Maximum train length

4.2.3.5

 

 

 

 

1.5

2.4.3.3

Maximum gradients

4.2.3.6

 

 

 

 

1.5

2.4.3.3

Minimum curve radius

4.2.3.7

 

 

 

 

1.5

2.4.3.3

Flange lubrication

4.2.3.8

 

 

 

 

1.5

Suspension coefficient

4.2.3.9

 

1.2

 

 

 

Sanding

4.2.3.10

1.1.1

 

 

 

 

Aerodynamic effects on ballast

4.2.3.11

1.1.1

 

 

1.4.1

1.5

2.4.3.3

Braking

4.2.4

1.1.1

1.1.3

1.1.5

1.2

 

 

1.5

2.4.3.3

Minimum braking performance

4.2.4.1

2.4.1.3

2.4.2

 

 

 

Brake wheel/rail adhesion demand limits

4.2.4.2

 

2.4.2

 

 

 

Brake system requirements

4.2.4.3

 

2.4.2

 

 

 

Service Braking Performance

4.2.4.4

 

2.4.2

 

 

 

Eddy current brakes

4.2.4.5

2.4.1.3

 

 

 

 

Protection of an immobilised train

4.2.4.6

 

2.4.2

 

 

 

Brake performance on steep gradients

4.2.4.7

 

2.4.2

 

 

 

Passenger information and communication

4.2.5

1.1.1

2.4.1.5

2.4.1.10

 

 

 

 

Public address system

4.2.5.1

 

2.4.2

 

 

 

Passenger information signs

4.2.5.2

2.4.1.4

2.4.1.7

 

 

 

 

Passenger alarm

4.2.5.3

1.1.5

2.4.1.8

 

 

 

 

Environmental conditions

4.2.6

 

 

 

 

2.4.3.3

Environmental conditions

4.2.6.1

1.1.3

 

 

 

 

Train aerodynamic loads in open air

4.2.6.2

1.1.1

 

 

1.4.1

1.5

Crosswind

4.2.6.3

1.1.1

1.1.3

 

 

 

 

Maximum Pressure Variations in Tunnels

4.2.6.4

1.1.1

1.1.3

 

 

 

1.5

Exterior Noise

4.2.6.5

 

 

2.6.1

1.4.1

2.5.2

 

Exterior Electromagnetic Interference

4.2.6.6

1.1.1

2.4.1.2

 

 

1.4.1

1.4.3

2.5.2

2.2.2

2.4.3.1

Interference generated on the signalling system and the telecommunications network

4.2.6.6.1

 

 

 

 

2.3.2

System protection

4.2.7

1.1.1

 

 

 

 

Emergency exits

4.2.7.1

1.1.5

2.4.1.7

 

 

 

 

Fire safety

4.2.7.2

1.1.3

1.1.4

2.4.1.8

2.4.2

1.3.2

1.4.2

 

Protection against electric shock

4.2.7.3

1.1.5

2.4.1.4

 

 

 

 

External lights and horn

4.2.7.4

 

 

 

 

2.4.3.3

Lifting/rescue procedures

4.2.7.5

1.1.5

 

 

 

 

Interior Noise

4.2.7.6

 

 

2.6.1

 

 

Air Conditioning

4.2.7.7

 

 

 

 

 

Driver's Vigilance Device

4.2.7.8

2.7.1

 

 

 

 

Control-command system

4.2.7.9

1.1.1

 

 

 

2.4.3.3

2.3.2

Monitoring and Diagnostic Concepts

4.2.7.10

 

1.2

2.4.2

 

 

 

Particular specification for tunnels

4.2.7.11

2.4.1.8

 

 

 

1.5

2.4.3.3

Emergency lighting system

4.2.7.12

2.4.1.8

2.4.1.9

2.4.2

 

 

 

Software

4.2.7.13

1.1.1

 

 

 

 

Traction and electrical equipment

4.2.8

 

 

 

 

2.4.3.3

Traction performance requirements

4.2.8.1

 

2.4.2

 

 

 

Traction wheel/rail adhesion requirements

4.2.8.2

 

2.4.2

 

 

 

Functional and technical specification related to power supply

4.2.8.3

2.4.1.2

 

 

2.2.3

1.5

2.4.3.1

2.4.3.2

Pantographs and contact strips

4.2.8.3.6

 

 

 

2.2.2

 

Interfaces with control, command and signalling system

4.2.8.3.8

 

 

 

 

2.3.2

Servicing

4.2.9

1.1.3

1.1.5

2.4.1.4

2.7.1

 

2.5.1

1.4.1

2.5.2

1.5

2.4.3.3

2.5.3

Maintenance

4.2.10

1.1.3

1.1.5

2.4.1.4

2.7.1

1.2

2.4.2

2.7.2

1.3.1

1.3.2

2.5.1

1.4.1

1.4.2

2.5.2

1.5

2.4.3.3

2.5.3

2.7.3

Infrastructure and rolling stock registers

4.8

 

 

 

 

2.4.3.3

4.   CHARACTERISTICS OF THE SUBSYSTEM

4.1.   Introduction

The rolling stock subsystem shall be verified in accordance with Directive 96/48/EC as modified by Directive 2004/50/EC with the objective of assuring interoperability in respect of the essential requirements.

The functional and technical specifications of the subsystem and its interfaces, described in sections 4.2 and 4.3, shall not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the trans-European High Speed rail network. Innovative solutions, which do not fulfil the requirements, specified in this TSI and/or which are not assessable as stated in this TSI require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in clauses 6.1.4 and 6.2.3.

The common characteristics of rolling stock subsystem are defined in section 4 of this TSI. Particular characteristics are listed in the rolling stock register (see Annex I of this TSI)

4.2.   Functional and technical specification of the subsystem

4.2.1.   General

4.2.1.1.   Introduction

The basic parameters for the rolling stock subsystem are:

Maximum Track Forces (track loading limit values)

Axle Load

Maximum Train Length

Vehicle Kinematic Gauge

Minimum Braking Characteristics

Electrical Boundary Characteristics for Rolling Stock

Mechanical Boundary Characteristics for Rolling Stock

Exterior Noise Limits

Electromagnetic Interference Limits

Interior Noise Limits

Air Conditioning Limits

Requirements for the Transport of People with Reduced Mobility

Maximum Pressure Variations in Tunnels

Maximum Gradients

Geometry of the pantograph collector head

Maintenance

Performance criteria for the Trans-European high-speed network shall be met for the specific requirements for each of the following line categories as appropriate for the class of train:

Lines specifically built for high speed,

Lines specifically upgraded for high speed,

Lines specifically upgraded for high speed but with special features,

as described in Annex I § 1of Directive 96/48/EC as modified by Directive 2004/50/EC.

For the rolling stock subsystem these requirements are:

(a)

Minimum Performance Requirements

In order to run on the trans-European high-speed network and under conditions allowing trains to slot smoothly into the overall traffic pattern, all high-speed rolling stock shall be required to guarantee minimum traction and braking performance levels. The trains shall have sufficient standby and backup capacity to ensure that these performance levels are maintained or only slightly downgraded in case of breakdown in systems or modules contributing to these processes (traction equipment from pantograph to axles, mechanical/electrical braking equipment). These margins and redundancies are defined in detail in the characteristics contained in clauses 4.2.1, 4.2.4.2, 4.2.4.3, 4.2.5.1, 4.2.4.7, 4.2.7.2, 4.2.7.12, 4.2.8.1, and 4.2.8.2.

For safety significant failures of rolling stock equipment or functions described in this TSI, or passenger overload, the rolling stock keeper and/or the railway undertaking shall, have defined the operating rules associated with each reasonably foreseeable degraded mode in full knowledge of the consequences as defined by the manufacturer. The operating rules are part of the safety management system of the railway undertaking and are not required to be verified by a notified body. For this purpose, the manufacturer shall describe and list in a document the various reasonably foreseeable degraded modes and the related acceptable limits and operating conditions of the rolling stock subsystem that can be experienced. This document shall be part of the technical file according to § 4 of annex VI of Directive 96/48/EC as modified by Directive 2004/50/EC and shall be taken into account in the operational rules.

(b)

Maximum service speed of trains

Trains shall have in conformity with Article 5(3) and Annex I of the Directive 96/48/EC modified by Directive 2004/50/EC a maximum service speed of:

at least 250 km/h for class 1 trains;

at least 190 km/h, but less than 250 km/h for class 2 trains.

The service speed is the nominal speed trains are expected to run in daily operation on appropriate sections.

In all cases, it shall be possible for rolling stock to be worked at their maximum speed (if allowed by the infrastructure) with sufficient acceleration margins (as specified in the following paragraphs).

4.2.1.2.   Design of trains

(a)

This TSI is applicable to both trainsets and single vehicles, but always assessed within defined formations of powered and non-powered vehicles.

(b)

For both classes of train the following configurations are permissible:

articulated and/or non-articulated trains,

trains with and/or without tilt systems,

single and/or double deck trains.

(c)

Class 1 trains shall be self-propelled trainsets and shall provide a driver's cab at each end and be capable of bi-directional operation and to achieve the performance stated in this TSI. To allow train capacity to meet changing traffic needs it is permissible to couple trainsets to run in multiple. Such a train formed from two or more trainsets shall also meet the relevant specifications and performance in this TSI. It is not a requirement that trainsets of different manufacturers’ designs, or trains from other railway undertakings shall be able to operate coupled together.

(d)

Class 2 trains shall be either trainsets, or trains of variable formation with or without bi-directional capabilities. They shall be capable of the performance stated in this TSI. To allow train capacity to meet changing traffic needs it is permissible to couple Class 2 trains to run in multiple, or to add vehicles in the case of trains with locomotives and coaches, where they remain in defined formations. Such a train formed from two or more trains shall meet the relevant specifications and performance in this TSI. It is not a requirement that trainsets of different manufacturers’ designs, or trains from other railway undertakings shall be able to operate coupled together under normal conditions.

(e)

To allow train capacity to meet changing traffic needs it is permissible to couple Class 1 and Class 2 trains to run in multiple. Such a train formed from two or more trains shall meet the relevant specifications and performance in this TSI. It is not a requirement that trainsets of different manufacturers’ designs, or trains from other railway undertakings shall be able to operate coupled together.

(f)

For both classes of trains, whether assessing a trainset or a single vehicle within one or more formations, the formations for which such assessments are valid shall be clearly defined by the party asking for assessment, and clearly stated in the type or design examination certificate of ‘EC’ verification. It is not permissible to assess a single vehicle without reference to a specific formation. The definition of each formation shall include the type designation, the number of vehicles and TSI relevant characteristics of the vehicles (as listed in the rolling stock register).

(g)

The characteristics of each vehicle in a train shall be such that the train fulfils the requirement of this TSI. Some requirements are capable of being assessed for a single vehicle and some have to be assessed with reference to a defined formation as defined in section 6 for each requirement.

(h)

The formation(s) for which each assessment is valid shall be clearly defined in the type or design examination certificate of ‘EC’ verification.

Definitions

1.

A trainset is a fixed formation that can only be reconfigured within a workshop environment, if at all.

2.

EMU/DMU (Electric/Diesel Multiple Unit), are trainsets, where all vehicles are capable of carrying a payload.

Traction and other equipment are usually, but not exclusively under-floor.

3.

A Power Head is a traction vehicle of a trainset with a single driver's cab at one end, which is not capable of carrying a payload.

4.

A Locomotive is a traction vehicle that is not capable of carrying a payload and has the ability to uncouple in normal operation from a train and operate independently.

5.

A coach is a non-traction vehicle in a fixed or variable formation capable of carrying a payload. It is permitted to equip such a coach with a driver's cab. Such a coach is named a driving coach.

6.

A train is an operational formation consisting of one or more vehicles or trainsets

7.

Defined formation see 4.2.1.2.f

4.2.2.   Structure and mechanical parts

4.2.2.1.   General

This section deals with the requirements for coupling arrangements, vehicle structures, access, toilets, drivers cabs, windscreens and the front-end designs of the train.

4.2.2.2.   End couplers and coupling arrangements to rescue trains

4.2.2.2.1.   Subsystem requirements

(a)

Class 1 trains shall be equipped at each end of the train with an automatic centre buffer coupler as defined in clause 4.2.2.2.2.1. This is to enable such trains to be rescued in the event of a breakdown by another Class 1 train.

(b)

Class 2 trains shall be equipped at each end either

with an automatic centre buffer coupler as defined in clause 4.2.2.2.2.1

or with buffing and draw gear components compliant with clause 4.2.2.2.2.2.

or with a permanent adaptor meeting the requirements

of clause 4.2.2.2.2.1

or of clause 4.2.2.2.2.2.

(c)

All trains equipped with automatic centre buffer couplers meeting the requirements of clause 4.2.2.2.2.1 shall be provided with a towing coupler as defined in clause 4.2.2.2.2.3 available on board. This is to enable such trains to be rescued or recovered in the event of a breakdown by motive power units or other trains, equipped with buffing and draw components compliant to clause 4.2.2.2.2.2.

(d)

Provision to enable Class 1 and 2 trains to be rescued in the event of a breakdown is required only by a motive power unit or another train equipped with automatic centre buffer couplers meeting the requirements of clause 4.2.2.2.2.1 or with buffing and draw components compliant to clause 4.2.2.2.2.2.

(e)

Requirements for the pneumatic brake equipment of high speed trains for towing in case of emergency rescue are specified in clause 4.2.4.8. and in clause K.2.2.2 of Annex K.

4.2.2.2.2.   Interoperability constituent requirements

4.2.2.2.2.1.   Automatic centre buffer coupler

Automatic centre buffer couplers shall be geometrically and functionally compatible with a ‘Type 10 latch system automatic centre buffer coupler’ (also known as the ‘Scharfenberg’ system) as shown in Annex K clause K.1.

4.2.2.2.2.2.   Buffing and draw gear components

The buffing and draw gear components shall be compliant with clause 4.2.2.1.2 of the Conventional Rail Rolling Stock Freight Wagons TSI 2005.

4.2.2.2.2.3.   Towing coupler for recovery and rescue

Towing couplers for recovery and rescue shall meet the requirements of Annex K clause K.2.

4.2.2.3.   Strength of vehicle structure

4.2.2.3.1.   General description

The static and dynamic strength of vehicle bodies shall ensure the safety required for the occupants.

The railway safety system is based on active and passive safety.

Active safety: Systems which reduce the probability of an accident occurring or the severity of the accident

Passive safety: Systems which reduce the consequences of an accident, should it occur

Passive safety systems shall not be used to compensate for a possible lack of active safety in the railway network but shall be complementary to active safety in order to complement personal safety when all other measures have failed.

4.2.2.3.2.   Principles (functional requirements)

In the event of a frontal impact as described in the scenarios below, the mechanical structure of vehicles shall:

Limit deceleration,

Maintain survival space and structural integrity of the occupied areas,

Reduce the risk of derailment.

Reduce the risk of over-riding,

Deformation shall be controlled in order to, as a minimum, absorb the energy of the design collision scenarios. Deformation shall be progressive, without overall instabilities or failures and shall occur in the designated collapse zones only. Collapse zones can be:

reversible and irreversible deformable parts of the buffing/coupling gears;

non-structural devices;

crumple zones in the car-body;

or any combination of the above.

The crumple zones shall either be located in non-occupied areas close to the extremities of each vehicle, in front of the cab and in inter-car gangways, or if this is not possible in adjacent areas of temporary occupation (for example toilets or vestibules) or cabs. Crumple zones are not allowed in passenger seating areas including those equipped with folding (tip up) seats.

4.2.2.3.3.   Specifications (simple load cases and design collision scenarios)

(a)

The structural elements of the body shell of each vehicle shall be able to withstand the longitudinal and vertical static loads for the vehicle bodies corresponding to category P II of EN12663:2000 as a minimum.

(b)

Four collision scenarios shall be considered:

A front end impact between two identical trains,

A front end impact with a vehicle fitted with side buffers,

An impact with a lorry on a level crossing.

An impact with a low obstacle

The details for the above scenarios and the corresponding criteria are to be found in annex A.

4.2.2.4.   Access

4.2.2.4.1.   Passenger step

This is specified in detail by clauses 4.2.2.12.1, 4.2.2.12.2 and 4.2.2.12.3 in the TSI for Accessibility for Persons With Reduced Mobility.

4.2.2.4.2.   External access door

4.2.2.4.2.1.   Passenger access doors

The relevant clauses of 4.2.2.4. of the TSI for Accessibility for Persons With Reduced Mobilit. will also apply.

(a)

Terminology used:

a ‘closed door’ is a door held closed by the door closing mechanism only

a ‘locked door’ is a door held closed by a mechanical door locking device

a ‘door locked out of service’ is immobilised in a closed position by a mechanical device activated by a member of the train crew.

(b)

Door operation:

To latch or unlatch a manually operated door, for use by the public, the control device shall be operable by the palm of the hand exerting a force not exceeding 20 Newton.

The force required to open or close a manual door shall not exceed:

If pushbuttons are provided for the powered operation of doors then each pushbutton shall be illuminated (or the surround shall be illuminated) when enabled and shall be operable by a force not greater than 15 Newton.

(c)

Door closing:

The door control device shall allow the train crew (driver or conductor) to close and lock the doors before the train departs.

When the locking control is under staff control and activated from a door, it is permissible for this door to remain open when the other doors close. It shall be possible for staff to close and lock this door subsequently. This door shall automatically close when the train reaches 5 km/h after which locking shall be initiated.

The doors shall be kept closed and locked until the train crew releases them.

In the event of loss of power to the door controls, the doors shall be kept locked by the locking mechanism.

An audible warning sound shall be activated before the doors start to close.

(d)

Information available to the train crew:

An appropriate device shall indicate to the driver or the train crew that all the doors (except for the door under local control of the train crew) are closed and locked.

Appropriate indication shall be provided to the driver or the train crew of any fault in the door closing operation.

A ‘door locked out of service’ shall not be taken into account.

(e)

Locking a door out of service:

A manual device shall be provided to enable the train crew to lock a door out of service. This action shall be possible from both inside and outside the train.

After the door is locked out of service, it shall no longer be taken into account by the door controls or the onboard monitoring systems.

(f)

Door opening release: The train crew shall be provided with controls that allow the doors to be released separately on each side, to allow them to be opened by passengers when the train is stopped.

(g)

Door opening control: A normal opening control or opening device shall be accessible for passengers from both the outside and the inside of the vehicle.

Each door shall be provided with one of the following systems, either system shall be equally acceptable to all Member States:

an individual internal emergency-opening device, accessible to passengers, that shall allow the door only to be opened at speeds below 10 km/h.,

or

an individual internal emergency-opening device, accessible to passengers, that shall allow the door to be opened. This device shall be independent of any speed signal. This device shall be operated after a succession of at least two actions.

This device shall have no effect on ‘a door locked out of service’. In such a case the door shall be unlocked first.

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 shall have no effect on ‘a door locked out of service’. In such an emergency case the door shall be unlocked first.

(h)

The number of the doors and their dimensions shall allow the complete evacuation within three minutes by passengers without their baggage in a situation where the train is stopped alongside a platform. It is permitted to consider that passengers with reduced mobility are to be assisted by other passengers or staff, and that wheelchair users are evacuated without their wheelchair. Verification of this requirement shall be made by a physical test with a normal load as defined in clause 4.2.3.2 and under normal operating conditions.

(i)

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

4.2.2.4.2.2.   Doors for freight use and for use of the train crew

A device shall allow the driver or train crew to close and lock the doors before the train departs.

The doors shall be kept closed and locked until the driver or train crew releases them.

4.2.2.5.   Toilets

On passenger carrying trains, sealed retention toilets shall be installed onboard. Flushing is permissible with either clean water or by re-circulation techniques.

If the flushing medium is not clean water, the characteristics of the flushing medium shall be recorded in the rolling stock register.

4.2.2.6.   Driver's cab

(a)

access and egress

The cab shall be accessible from both sides of the train from the platforms as defined in the High-Speed Infrastructure TSI 2006 and from a level 200mm below the top of the rail on a stabling track.

It is permissible for this access to be either directly from the exterior or through an adjoining compartment at the rear of the cab.

The train crew shall be able to prevent the cab being accessed by non-authorised persons.

(b)

External visibility

Forward Vision: The driver's cab shall be designed such that a driver has a clear, unobstructed line of sight to be able to see fixed signals set to both the left and right of the track from the normal seated driving position as defined in Annex B, Figures B.1, B.2, B.3, B.4 and B.5, when the train is on a level and straight track, with the signals following locations defined in Annex B, measured from either the coupling face or the buffer plane (whichever is applicable). Consideration of a standing driving position is not required

Side vision: The driver shall be provided with an opening window or opening panel, sufficiently large for the driver to put his head through the aperture, at each side of the cab. Additional equipment for side and rearwards vision is not mandatory.

(c)

Seats:

The main seat available to the driver shall be designed in such a way that it allows him to undertake all normal driving functions in a seated position. Requirements related to health, safety and ergonomics are an open point.

In addition, a second forward facing seat shall be provided for possible accompanying crew. The requirements for external visibility given in section b) do not apply to this position.

(d)

Interior layout:

Freedom of movement of personnel in the cab interior shall not be inhibited by obstructions. Steps are not permitted on the cab floor; they are permitted between the cab and adjacent compartments or outside doors. The interior layout shall take into account the anthropometric dimensions of the driver as set out in Annex B..

4.2.2.7.   Windscreen and front of the train

The driver's cab windscreens shall:

(a)

be of an optical quality in accordance with the following characteristics: The types of safety glass used for the front windows, and any heated windows (windows heated to prevent frost) of drivers’ cabs shall not alter the colour of signals and their quality shall be such that the glass, when pierced or starred, remains in position and affords staff protection and sufficient visibility to enable the train to continue its journey. These requirements are set out in clause J.1 of Annex J.

(b)

be equipped with de-icing, de-misting and external cleaning facilities.

(c)

be able to resist impacts from projectiles as specified in clause J.2.1 of Annex J and resist spalling as specified in clause J.2.2 of Annex J.

The front end of the train shall be capable of resisting the same impact as the window in order to protect persons travelling in the front vehicle.

The inside face of the windscreen shall be supported along its edges to limit intrusion in case of an accident.

4.2.2.8.   Storage facilities for use by staff

In or near to driver cabs and where a train is equipped with a separate service compartment there shall be adequate storage facilities for clothing and equipment that must travel with the staff.

4.2.2.9.   External steps for use by shunting staff

Where a train

is equipped with UIC couplers

is of variable consist

and external steps for use by shunting staff are required

such steps shall conform to the requirements of clause 4.2.2.2 of CR RST Freight Wagon TSI.

4.2.3.   Track interaction and gauging

4.2.3.1.   Kinematic gauge

Rolling stock shall comply with one of the kinematic vehicle gauges defined in Annex C of the Conventional Rail Rolling Stock Freight Wagon TSI 2005.

The pantograph gauge shall comply with Clause 5.2 of prEN 50367:2006

The type or design examination certificate of ‘EC’ verification of the rolling stock and the rolling stock register shall indicate the assessed gauge.

4.2.3.2.   Static axle load

The nominal static axle load (Po) on the track shall meet the following requirements, in order to limit the forces exerted on the track by the train. Measurements shall be made under the following normal load conditions: with normal payload, train crew, all materials needed for operation (e.g. lubricants, coolants, catering equipment, flushing medium for toilets etc.) and 2/3 of consumables (e.g. fuel, sand, food, etc).

The following definition of the normal payload will apply, dependant upon the type of vehicle or area:

Passenger seating areas including seats in dining cars: number of passenger seats multiplied by 80 kg (stools (low and high), resting bars or standing aids are not classified as seats)

Areas of temporary occupation (e.g. vestibules, gangways, toilets): no passenger payload to be taken into account

Other compartments not accessible to passengers containing luggage, freight: maximum payload in revenue service

The different types of vehicles are defined in clause 4.2.1.2.

The nominal static load Po per axle shall be as set out in Table 1 (1 tonne (t) = 1 000 kg):

Table 1

Static axle load

 

Maximum service speed V [km/h]

190 ≤ V ≤ 200

200 < V ≤ 230

230 < V < 250

V = 250

V > 250

Class 1

 

 

 

≤ 18 t

≤ 17 t

Class 2 locomotives and powerheads

≤ 22,5 t

≤ 18 t

n/a

n/a

Class 2 multiple units

≤ 20 t

≤ 18 t

n/a

n/a

Class 2 loco hauled coaches

≤ 18 t

n/a

n/a

The maximum total static axle load of the train (the total mass of the train) shall not be greater than:

 

(the sum of all nominal static axle loads of the train) x 1,02.

The total mass of the train shall not exceed 1 000 t

The maximum individual static axle load of any axle shall not be greater than:

 

(the nominal individual static axle load) x 1,04.

The difference in static wheel load between any wheel on the same bogie or running gear shall not exceed 6 % of the average wheel load of that bogie or running gear. It is permitted to centre the car body to the centre lines of the bogies before the weighing process.

Individual static axle loads shall not be less than 5 t. This value satisfies the requirement specified in clauses 3.1.1, 3.1.2 and 3.1.3 of Annex A Appendix 1 of the Control-Command and Signalling TSI 2006.

4.2.3.3.   Rolling stock parameters which influence ground based train monitoring systems

4.2.3.3.1.   Electrical resistance

To ensure the operation of track circuits, the electrical resistance of each wheelset, measured from tyre to tyre shall meet the requirements of clause 3.5 of Annex A Appendix 1 of the Control-Command and Signalling TSI:2006.

In the case of independent wheels (left and right parallel wheels that rotate independently), it is necessary to electrically connect the pair of wheels to achieve the above values.

4.2.3.3.2.   Axle bearing health monitoring

4.2.3.3.2.1.   Class 1 trains

The health of wheelset bearings on Class 1 trains shall be monitored by on board detection equipment.

This equipment shall be able to detect a deterioration of the wheelset bearing health, either by monitoring its temperature, or its dynamic frequencies or some other suitable wheelset bearing health condition characteristic. A maintenance requirement shall be generated by this equipment and indicate a need for operational restrictions when necessary depending on the extent of the wheelset bearing deterioration.

The detection system shall be located entirely on board and diagnosis messages shall be communicated to the driver.

Specification and assessment method for on board detection equipment are an open point

To prevent Class 1 trains triggering an incorrect alarm of trackside hot axle box detection (HABD) equipment, Class 1 trains shall have no component (other than axle boxes), or vehicle part, or commodity, that generates sufficient heat in the target area, defined in clause 4.2.3.3.2.3, that triggers an alarm. Where such a possibility exists then that component, vehicle part or commodity that has the possibility of generating an alarm shall be permanently shielded from the trackside HABD equipment.

It is permissible for Class 1 train axle boxes, by mutual agreement between all the infrastructure managers to whose lines the trains are intended to run and the railway undertaking, to interface with trackside HABD, in addition to the on board detection equipment, if all the requirements of clause 4.2.3.3.2.3 are fulfilled. As an alternative it is permissible by mutual agreement between infrastructure manager and railway undertaking to identify these trains by train identification systems and use the HABD information as agreed.

When, for vehicles with independent rotating wheels, inhibition of false alarms by using the train identification number is not possible, priority shall be given to the on-board detection system provided that all bearings of the wheels are monitored. The rolling stock register shall indicate if the axle boxes that have the possibility of generating an alarm are or are not shielded permanently from the trackside HABD equipment.

4.2.3.3.2.2.   Class 2 trains

It is not required to equip Class 2 trains with on board detection system unless their hot axle box bearings cannot be detected by the systems of trackside detection defined in TSI Control-Command Signalling TSI: 2006 Annex A Appendix 2.

Where a Class 2 train is equipped with on board detection system for wheelset bearing health monitoring equipment the requirements of clause 4.2.3.3.2.1 shall be applied.

The wheelset bearing health of Class 2 trains, that are not equipped with on board wheelset bearing health monitoring equipment, shall be able to be monitored by trackside Hot Axle Box Detector (HABD) equipment to detect abnormal wheelset bearing temperature rises, and shall meet the vehicle interface requirements set out in clause 4.2.3.3.2.3.

4.2.3.3.2.3.   Hot axle box detection for Class 2 trains

4.2.3.3.2.3.1.   General

The minimum area on a vehicle that shall remain clear for the observation and measurement of axle box temperatures by trackside HABD equipment, known as the target area (TA), shall comply with the requirements given in clause 4.2.3.3.2.3.3 and 4.2.3.3.2.3.4.

4.2.3.3.2.3.2.   Functional requirements for the vehicle

The vehicle's axle box shall be designed such that the maximum temperature difference between the loaded zone of the bearing and the target area shall not exceed 20 °C when assessed by the methods defined in Annex 6 of EN12082:1998, Rig performance test.

A minimum of three alarm trigger levels shall apply to Class 2 trains on the axle box target area temperatures (Taxle box) as measured by the trackside HABD equipment:

(a)

Warm alarm: Taxle box open point °C

(b)

Hot alarm: Taxle box open point °C

(c)

Difference alarm (Difference between the temperature of the right and the left bearing of a wheelset = ΔTdiff): ΔTdiff open point °C

As an alternative to this requirement on alarm trigger levels, it is permissible by mutual agreement between the infrastructure-manager and the railway undertaking to identify trains by train identification systems and use specific alarm trigger levels as agreed, that are different from the above levels. Specific alarm trigger levels shall be listed in the rolling stock register

4.2.3.3.2.3.3.   Transverse dimensions and height above rail level of the target area

For rolling stock intended to be used on 1 435 mm track gauge the target area on the underside of an axle box, that shall remain un-obstructed to permit observation by a trackside HABD, shall occupy a minimum uninterrupted length of 50mm within a minimum transverse distance from the wheelset-centre of 1 040 mm and a maximum transverse distance from the wheelset centre of 1 120 mm at a height above the top of the rail between 260 mm and 500 mm.

4.2.3.3.2.3.4.   Longitudinal dimension of the target area

The longitudinal dimension on the underside of the axle box that shall remain unobstructed to permit observation by a trackside HABD (see Figure 1) shall:

be centred on the wheelset’s centreline,

have a minimum length Lmin (mm) = 130mm for Class 1 trains where used

have a minimum length Lmin (mm) =100mm for Class 2 trains

4.2.3.3.2.3.5.   Limit criteria outside of the target area

To prevent unwanted activation of the trackside HABD, in the vertical plane and over a minimum longitudinal length of LE mm (= 500 mm) centred on the wheelset centreline:

(a)

No component, or vehicle part, or commodity that has a temperature greater than that of the axle box (e.g. hot load, engine exhaust) shall be located within the longitudinal limit of LE mm and at a distance of less than 10 mm from either outer edge of the target area's transverse limits (as given in 4.2.3.3.2.3.3) unless it is shielded from observation by the trackside HABD.

(b)

No component, vehicle part or commodity that has the potential to increase the temperature of a component or part that lies within the longitudinal limit of LE mm and the target area transverse limits to a temperature above that of the wheelset-box (e.g. engine exhaust), shall be located at a distance of less than 100 mm from either outer edge of the target area's transverse limits (as shown in 4.2.3.3.2.3.3) unless it is shielded and prevented from causing an increase in temperature of any part within that area.

4.2.3.3.2.3.6.   Emissivity

In order to maximise the emissivity of the observed target area surface and to limit stray radiation from the axle box, the underside surfaces of the axle box and its immediate environment shall be designed to have a matt finish and be painted with dark paint of a matt finish. The paint used shall be to a specification of a maximum 5 % specular reflection in its new state (as defined in clause 3.1 of EN ISO 2813:1999) and be appropriate for the axle box surfaces to which it is applied.

Figure 1

Image

4.2.3.4.   Rolling stock dynamic behaviour

4.2.3.4.1.   General

The dynamic behaviour of a vehicle has a strong influence on safety against derailment, running safety and track loading. The vehicle dynamic behaviour is mainly determined by:

the maximum speed

the maximum designed cant deficiency for the rolling stock

wheel/rail contact parameters (wheel and rail profile, track gauge)

mass and inertia of the car body, bogies and wheelsets

suspension characteristic of the vehicles

track irregularities

In order to ensure safety against derailment and running safety, as well as to avoid overloading of the track, an acceptance procedure test shall be carried out for vehicles which:

are newly developed,

have had relevant design modifications that could affect safety against derailment, running safety or track loading

or

have had changes in their operating regimes that could affect safety against derailment, running safety or track loading.

The acceptance procedure tests for safety against derailment, running safety and track loading shall be carried out in accordance with the relevant requirements in EN14363:2005 The parameters described in 4.2.3.4.2 and 4.2.3.4.3, below, shall be assessed (using the normal or simplified method as permitted in EN14363:2005 Clause 5.2.2). More details about these parameters are given in EN14363:2005.

The EN14363 takes account of the present state of the art. However the requirements are not always achievable in the following areas:

track geometric quality

combinations of speed, curvature, cant deficiency.

These requirements remain as open points within this TSI.

The tests shall be carried out under a range of conditions of speed, cant deficiency, track quality and curve radius appropriate for the application of the vehicle.

The track geometric quality for the tests shall be representative of the service routes and shall be included in the test report. The methodology of EN14363 Annex C shall be used with the specified QN1 and QN2 values taken as guidance. However they do not represent the range of geometric quality that may occur.

Some aspects of EN14363 are also not consistent with the requirements of the HS RST TSI:

contact geometry

oading conditions.

In accordance with EN14363:2005 it is permitted to deviate from the requirements laid down in this clause 4.2.3.4 where evidence can be provided that safety is equivalent to that achieved by complying with these requirements.

4.2.3.4.2.   Limit values for running safety

EN14363:2005 (Clauses 4.1.3, 5.5.1, 5.5.2 and appropriate sections of clauses 5.3.2, 5.5.3, 5.5.4, 5.5.5 and 5.6) contains definitions of the frequency content, measuring methods and conditions for the parameters specified in sections a), b) and c) below.

(a)

Transverse track forces:

Rolling stock shall comply with the PRUD’HOMME criteria for the maximum transverse force ΣY defined as follows:

Formula,

where ΣY is the sum of the guiding forces of a wheelset and P0 is the static load on the axle in kN defined in clause 4.2.3.2. The result of this formula defines the limit of wheel/rail adhesion between the sleeper and the ballast under the influence of transverse dynamic forces.

(b)

Quotient of the transverse and vertical forces of a wheel in normal operating conditions (for a Curve Radius R ≥ 250 m):

The ratio of transverse to vertical force(Y/Q) of a wheel shall not exceed the limit

Formula

where Y is the lateral guiding force of a wheel exerted on the rail measured in a wheelset based reference frame and Q is the vertical force of the wheel on the rail measured in the same reference frame.

(c)

Quotient of the transverse and vertical forces of a wheel on twisted track (For a Curve Radius R< 250m).

The ratio of transverse to vertical force (Y/Q) of a wheel shall not exceed the limit

Formula.

with the flange angle γ.

Note:

If the flange angle γ is 70 degrees the limit value (Y/Q)lim = 1,2.

This limit characterises the ability of the rolling stock to run on twisted track.

(d)

Instability criterion

Definition: On straight track or large radius curves a wheelset is running in an unstable manner if the periodic lateral movement of the wheelset exhausts the clearance between the wheel flanges and the gauge corner of the rails. In unstable motion this lateral movement is exerted over several cycles and is strongly dependent on:

Speed

and

Equivalent conicity (defined in clause 4.2.3.4.6) where relevant (see clause 4.2.3.4.10);

and causes excessive lateral vibrations.

(d1)

The rms value of the sum of the guiding forces used in the acceptance testing shall not exceed the limit

ΣYrms,lim = ΣYmax,lim/2

where ΣYmax,lim is defined in section a) of this clause.

This limit characterises the ability of the rolling stock to run in a stable manner

(rms = root mean square)

(d2)

The criteria for the activation of an on board instability alarm shall follow either:

the requirements of clause 5.3.2.2 and clause 5.5.2 of EN14363:2005 for simplified acceleration measurement method or

indicate instability characterised by a maintained lateral oscillation (more than 10 cycles) generating accelerations of the bogie frame above the centreline of the wheelset greater than 0,8g peak value, with a frequency between 3 and 9 Hz.

4.2.3.4.3.   Track loading limit values

The frequency content, measuring methods and conditions for the parameters specified in sections a), c) and d) below are defined in EN14363:2005 (Clauses 5.5.1, 5.5.2 and appropriate sections of clauses 5.3.2, 5.5.3, 5.5.4, 5.5.5 and 5.6).

(a)

Vertical dynamic wheel load

The maximum vertical force exerted by the wheels on the rails (dynamic wheel load, Q) shall not be more than the value given in Table 2 for the speed range of the vehicle:

Table 2

Dynamic wheel load

V (km/h)

Q (kN)

190 < V ≤ 250

180

250 < V ≤ 300

170

V > 300

160

(b)

Longitudinal load

In order to limit the longitudinal forces exerted on the track by the rolling stock the maximum acceleration or deceleration shall be less than 2,5 m/s2.

Braking systems which dissipate kinetic energy through heating the rail shall not create braking forces of more than:

case 1: 360 kN per train in the case of emergency braking,

case 2: for other braking cases, such as a normal service braking for speed reduction or non repetitive braking to a halt, or repetitive braking for speed control, the use of the brake and the maximum braking force allowed shall be determined by the infrastructure manager for each line concerned. Any limitations on the braking force defined in clause 4.2.4.5 shall be justified and published in the infrastructure register and taken into account in the operating rules.

(c)

Quasi static guiding force Yqst

Limitation of the quasi static guiding force Yqst is to avoid excessive wear of rails in curves.

National rules apply (see Annex L)

(d)

Quasi static wheel force Qqst

In order to limit the vertical forces in curves at cant deficiency and cant excess the quasi static vertical wheel force shall be less than

Qqst,lim = 145 kN.

4.2.3.4.4.   Wheel/rail interface

The wheel-rail interface is fundamental for safety against derailment and for explaining the dynamic running behaviour of a railway vehicle. The wheel profile shall meet the following requirements:

(a)

The flange angle (see Annex M) is at least 67 degrees

(b)

The taper angle (see Annex M) is between 3,7 and 8,5 degrees (6,5 % to 15 %).

(c)

The equivalent conicity is in the limits set out in Sections 4.2.3.4.6 to 4.2.3.4.8.

4.2.3.4.5.   Design for vehicle stability

Vehicles shall be designed to be stable on track meeting the requirements of the High-Speed Infrastructure TSI 2006 at the maximum vehicle design speed plus 10 %. Unstable running is defined in clause 4.2.3.4.2 (d).

Rolling stock designed for higher speeds shall still be stable when running on lines designed for lower speeds. For example, rolling stock designed for speeds >250 km/h shall still be stable when running on lines designed for speeds of the order of 200 km/h or less.

The range of values of speed and conicity for which the vehicle is designed to be stable shall be specified, certified and indicated in the rolling stock register.

If stability is dependent on the use of devices, which are not fail-safe, an on board instability alarm shall be fitted on trains with a speed that exceeds 220 km/h. The detection of instability shall be based on acceleration measurements taken on the bogie frame. This alarm shall advise the driver to reduce speed in the event of instability. The criteria for activation of this alarm shall be as defined in clause 4.2.3.4.2 d2.

4.2.3.4.6.   Definition of equivalent conicity

Equivalent conicity is the tangent of the cone angle of a wheelset with coned wheels whose lateral movement has the same kinematic wavelength as the given wheelset on straight track and large-radius curves.

The limiting values for equivalent conicity quoted in the tables below shall be calculated for the amplitude (y) of the wheelset’s lateral displacement

y = 3 mm,

if (TG – SR) ≥ 7 mm

Formula

,

if 5 mm ≤ (TG – SR) < 7 mm

y = 2 mm,

if (TG – SR) < 5 mm

where TG is the track gauge and SR is the distance between the active faces of the wheelset.

4.2.3.4.7.   Design values for wheel profiles

Wheel profiles and the distance between active faces of the wheels (Dimension SR in Annex M) shall be selected to ensure that the equivalent conicity limits set out in Table 3 are not exceeded when the designed wheelset is modelled passing over the representative sample of track test conditions (simulated by calculation) specified in Table 4.

Table 3

Equivalent conicity design limit values

Maximum vehicle operating speed (km/h)

Equivalent conicity limit values

Test conditions (see Table 4)

≥ 190 and ≤ 230

0,25

1, 2, 3, 4, 5 and 6

> 230 and ≤ 280

0.20

1, 2, 3, 4, 5 and 6

> 280 and ≤ 300

0,10

1, 3, 5 and 6

> 300

0,10

1 and 3


Table 4

Modelling track test conditions for equivalent conicity

Test condition No.

Rail head profile

Rail inclination

Track gauge

1

rail section 60 E 1 defined in EN 13674-1:2003

1 in 20

1 435  mm

2

rail section 60 E 1 defined in EN 13674-1:2003

1 in 40

1 435  mm

3

rail section 60 E 1 defined in EN 13674-1:2003

1 in 20

1 437  mm

4

rail section 60 E 1 defined in EN 13674-1:2003

1 in 40

1 437  mm

5

rail section 60 E 2 defined in Annex F of HS INS TSI 2006

1 in 40

1 435  mm

6

rail section 60 E 2 defined in Annex F of HS INS TSI 2006

1 in 40

1 437  mm

The requirements of this clause are deemed to have been met by wheelsets having unworn S1002 or GV 1/40 profiles, as defined in prEN13715:2006 with spacing of active faces between 1 420 mm and 1 426 mm.]

Note: Design conicity values for rail profiles are given in The High Speed Infrastructure TSI 2006. Those values are different from the values given here for wheel profiles. This difference is intentional and results from the selection of reference wheel and rail profiles for the assessment.

4.2.3.4.8.   In service values of equivalent conicity

Assessment of this clause is the responsibility of the Member State(s) where the rolling stock is operated. This clause is excluded from the assessment made by a notified body.

The maintenance plan shall set out the railway undertaking's procedures for maintaining wheelsets and wheel profiles. The procedures shall take account of the conicity ranges for which the vehicle is certified (see clause 4.2.3.4.5).

Wheelsets shall be maintained to ensure (directly or indirectly) that the equivalent conicity remains within the approved limits for the vehicle when the wheelset is modelled passing over the representative sample of track test conditions (simulated by calculation) specified in Tables 4 and 5.

Table 5

Simulated track test conditions for in service values of equivalent conicity

Maximum vehicle operating speed (km/h)

Test conditions (see Table 4)

≥ 190 and ≤ 200

1, 2, 3, 4, 5 and 6

> 200 and ≤ 230

1, 2, 3, 4, 5 and 6

> 230 and ≤ 250

1, 2, 3, 4, 5 and 6

> 250 and ≤ 280

1, 2, 3, 4, 5 and 6

> 280 and ≤ 300

1, 3, 5 and 6

> 300

1 and 3

For a novel bogie/vehicle design, or for operation of a known vehicle on a route with relevant different characteristics, then the development of wear of a wheel profile, and therefore the change in equivalent conicity, is usually not known. For this situation a provisional maintenance plan shall be proposed. The validity of the plan shall be confirmed following monitoring of the wheel profile and equivalent conicity in service. The monitoring shall consider a representative number of wheelsets and shall take into account the variation between wheelsets in different positions in the vehicle and between different vehicle types in the trainset.

If ride instability is reported, the railway undertaking shall model the measured wheel profiles and distances between active faces of the wheels (Dimension SR in Annex M) over the representative sample of track test conditions specified in Table 5 and Table 4 to check for compliance with the maximum equivalent conicity at which the vehicle is designed and certified to be stable.

If the wheelsets comply with the maximum equivalent conicity at which the vehicle is designed and certified to be stable, the High-Speed Infrastructure TSI 2006 requires the infrastructure manager to check the track for compliance with the requirements set out in the High-Speed Infrastructure TSI 2006.

If both vehicle and track comply with the requirements of the relevant TSIs, a joint investigation by the railway undertaking and the infrastructure manager shall be undertaken to determine the reason for the instability.

4.2.3.4.9.   Wheelsets

4.2.3.4.9.1.   Wheelsets

(a)

Geometrical dimensions

The maximum and minimum dimensions for wheelsets for standard track gauge (1 435 mm) are given in Annex M.

(b)

Requirements linked to control-command and signalling subsystem

The requirements related to electrical resistance of wheelsets linked to control-command and signalling subsystem are specified in clause 4.2.3.3.1.

4.2.3.4.9.2.   Interoperability Constituent Wheels

(a)

Geometrical dimensions

The maximum and minimum dimensions for wheels for standard track gauge (1 435 mm) are given in Annex M.

(b)

Wear Criteria Characteristics

To achieve a proper match between the choice of materials for the rail (as defined in the High-Speed Infrastructure TSI 2006) and the wheels, the wheels shall use materials defined as follows:

For the entire wheel rim wearing depth, the values of Brinell hardness (HB) of the material shall be greater than or equal to 245;

If the thickness of the zone of wear is greater than 35 mm, the value of 245 HB shall be obtained to a depth of 35 mm below the bearing surface.

The value of hardness at the interface between the wheel centre and the wheel rim shall be at least 10 points less than when measured at the maximum depth of wear

(c)

Requirements linked to control-command and signalling subsystem

The requirements related to geometry and material for wheels linked to control-command and signalling subsystem are specified in clause 4.2.7.9.3

4.2.3.4.10.   Specific requirements for vehicles with independently rotating wheels

A vehicle equipped with independently rotating wheels shall have the following characteristics:

(a)

suspension/bogie design to ensure stable behaviour of the axle/bogie in curves

(b)

a method to centre the axle in the track when running on straight track

(c)

wheel dimensions complying with the requirements given in Annex M of this TSI

Equivalent conicity requirements (sections 4.2.3.4.6 to 4.2.3.4.8) do not apply to vehicles equipped with wheels rotating independently and therefore wheel profiles not complying with these conicity requirements may be used for vehicles with independent wheels.

The other dynamic behaviour requirements (sections 4.2.3.4.1 to 4.2.3.4.4 (b)) for vehicles with wheelsets do apply to vehicles equipped with independent wheels.

4.2.3.4.11.   Detection of derailments

Derailment detection systems shall be installed on new builds of Class 1 trainsets, when their specification for interoperability is established and they are available on the market.

As long as the specification for interoperability of derailment detection systems is not available, installation of derailment detection systems is not mandatory.

4.2.3.5.   Maximum train length

The length of trains shall not exceed 400 m. A tolerance of 1 % is permissible in order to improve aerodynamic penetration of the front and rear of the train.

To maximise access to the high-speed Trans European Network the maximum length of trains shall be compatible with the usable length of platform specified in the High-Speed Infrastructure TSI 2006.

4.2.3.6.   Maximum gradients

Trains shall be able to start, operate and stop on the maximum gradients on all the lines for which they are designed and over which they are likely to operate.

This is of particular relevance to the performance requirements specified in this TSI.

The maximum gradients of each line are defined in the infrastructure register. Clauses 4.2.5 and 7.3.1 of the High Speed Infrastructure TSI 2006 state the maximum permitted gradients.

4.2.3.7.   Minimum curve radius

This parameter is an interface with the high-speed infrastructure subsystem in that the minimum curvatures to be taken into account are defined on one hand for the high-speed tracks (based on the cant deficiency) and on the other hand for the stabling tracks. Reference shall be made to clause 2.2 of the infrastructure register and clauses 4.2.6 and 4.2.24.3 of the High-Speed Infrastructure TSI 2006.

4.2.3.8.   Flange lubrication

To protect the rails and wheels against excessive wear, particularly in curves, trains shall be equipped with flange lubrication. This shall be installed as a minimum on one axle close to the leading end of a train.

After such a lubrication the wheel tread/rail contact area shall not be contaminated.

4.2.3.9.   Suspension coefficient

Whenever a stationary vehicle is placed on a canted track whose running surface lies at an angle δ to the horizontal, its body leans on its suspension and forms an angle η with the perpendicular to the rail level. The vehicle suspension coefficient s is defined by the ratio:

Formula

This parameter influences the swept envelope of a vehicle. The suspension coefficient s of vehicles equipped with pantographs shall be less than 0,25. It is permissible for tilting trains not to meet this requirement providing they are equipped with pantograph compensation devices.

4.2.3.10.   Sanding

Sanding devices shall be provided for improving braking and traction performance.. The amount of sand distributed along the rail is specified in clause 4.1.1 of Annex A Appendix 1 of the Control-Command and Signalling TSI 2006.The maximum number of active sanding devices is defined in clause 4.1.2 of Annex A Appendix 1 of the Control-Command and Signalling TSI 2006.There shall be provision on rolling stock to permit interruption of sanding:

within switching zones

when at standstill except during starting and testing of the sanding devices

during braking at speeds below 20 km/h.

4.2.3.11.   Ballast pick up

This is an open point.

4.2.4.   Braking

4.2.4.1.   Minimum braking performance

(a)

Trains shall incorporate a brake control system with one or more deceleration levels. The prescribed performance levels defining the minimum braking power are given in Tables 6 and 7. Meeting these performance levels and the safe operation of the braking system shall be fully demonstrated.

(b)

It is important to note that the values in Table 6 below are those appropriate for rolling stock and they shall not be interpreted as being the absolute values for defining the braking curves required by the control-command and signalling subsystem.

(c)

Performance: trains shall be able to achieve, over the range of speeds shown, the minimum mean decelerations within each the speed range shown below.

Table 6

Minimum braking performance levels

Braking mode

te

[s]

Minimum mean deceleration measured between end of te and reaching the target speed [m/s2]

350-300 (km/h)

300-230 (km/h)

230-170 (km/h)

170-0 (km/h)

Case A — Emergency braking with specific equipment isolated

3

0,75

0,9

1,05

1,2

Case B — Emergency braking with specific equipment isolated and unfavourable climatic conditions

3

0,60

0,7

0,8

0,9

te [s] = Equivalent time of application: the sum of the delay period and half of the brake force build up time, where the build up time is defined as the time needed to reach 95 % of the braking force demanded.

Case A

Level track and normal train load as defined in clause 4.2.3.2 on dry rails (1)

and the worst degraded operation mode defined below:

One dynamic brake unit, which is able to function independently of the other dynamic brake units, is deactivated if it is independent of the contact wire, or all units on the dynamic brake are deactivated if they are dependent on the voltage in the contact wire.

Or one independent module of the braking system, which dissipates kinetic energy through heating the rails, is inoperable, if this system is independent of the dynamic brake.

Case B

As per case A and

One distributor valve or equivalent self-supporting control device acting on the friction brake from one or two carrying bogies is deactivated.

and

Reduced wheel/rail adhesion

and

Brake pad/brake disc friction coefficient reduced as a result of dampness.

The complete process of assessment is described in annex P

Note 1: On existing infrastructures, infrastructure managers are permitted to define further requirements because of the different Class B signalling and control systems on their part of trans-European high-speed network (see infrastructure register), e.g. additional braking systems or reduced service speeds for given braking distances.

Note 2: Normal service braking conditions are defined in clause 4.2.4.4.

(d)

Stopping distances: The stopping distance ‘S’ calculated as a function of the minimum decelerations defined above is defined by the formula:

Formula

where:

V0

=

initial speed (m/s)

V0 … Vn

=

speed given in Table 6 (m/s)

ab1 … abn + 1

=

specified deceleration over the speed band under consideration (m/s2)

te

=

Equivalent time of application (s)

For example, using the data in Table 6, the following stopping distances to be met from specific initial speeds are given in Table 7.

Table 7

Maximum stopping distance

Braking mode

te

[s]

Stopping distances shall not exceed [m]

350-0 (km/h)

300-0 (km/h)

250-0 (km/h)

200-0 (km/h)

Case A — emergency braking with specific equipment isolated

3

5 360

3 650

2 430

1 500

Case B — Emergency braking with specific equipment isolated and unfavourable climatic conditions

3

6 820

4 690

3 130

1 940

(e)

Additional conditions:

For the Cases A & B, when emergency braking is considered:

The contribution of electric dynamic brakes shall only be included in the calculation of the performance defined above if

Either their operation is independent of the presence of voltage in the catenary or

it is permitted by the Member State

It is permissible to include the contribution of braking systems that dissipate kinetic energy through heating the rails in the emergency braking performance under the conditions defined in clause 4.2.4.5.

Electromagnetic brakes with magnets that are in contact with the rail shall not be employed at speeds higher than 280 km/h. It is permissible to include the contribution made by electromagnetic brakes independent of wheel rail adhesion for emergency braking on all lines as a means of maintaining the envisaged braking performance.

4.2.4.2.   Brake wheel/rail adhesion demand limits

The design of the train and the calculation of its braking performance shall not assume wheel/rail adhesion values in excess of the following values. For speeds below 200 km/h, the maximum wheel/rail adhesion coefficient demand during braking shall be assumed to be no more than 0,15. For speeds above 200 km/h, the wheel/rail adhesion coefficient maximum demand shall be assumed to decline linearly to 0,1 at 350 km/h.

A train in full service condition and with a normal load (as defined in 4.2.3.2) shall be used in calculations to verify the braking performance.

4.2.4.3.   Brake system requirements

In addition to the needs listed in clauses 4.2.4.1 and 4.2.4.2, the braking system shall be proved to meet the safety objectives set within Directive 96/48/EC. This requirement is met by using for example UIC compliant braking systems.

For other braking systems, a demonstration is required to prove a level of performance at least as safe as that provided by the UIC compliant braking system.

The brake system shall meet the following requirements:

For the complete train:

Use of the emergency brake, for whatever reason, shall automatically cut all traction power, without the facility of reapplying traction power while the emergency brake is being applied.

The emergency brake shall be capable of being applied at all times with the driver in his normal driving position

Vehicles shall be fitted with wheel-slide devices to control the sliding of wheels in the event of reduced adhesion between wheel and rail,

Class 1 trains shall be equipped with a wheel rotation monitoring system to advise the driver that an axle has seized. The wheel slide protection device and the rotation monitoring system shall function independently.

Emergency brake applications actuated via the driver's brake valve or additional emergency brake control as well as via the monitoring and speed control equipment shall have the following immediate and simultaneous effects:

A rapid pressure drop in the main brake pipe to ≤ 2 bar. The cab shall be equipped with both a drivers brake valve and an additional emergency brake control to provide redundancy.

An interruption in re-filling of main brake pipe

In the case of short trains less than 250 m in length and if the equivalent time of application te of 3 s or less is met when the emergency brake is applied, it is not mandatory to interrupt re-filling of the main brake pipe.

An application of the electro-pneumatic brake (ep brake) if fitted

In the case of short trains less than 250 m in length and if the equivalent time of application te of 3 s or less is met when the emergency brake is applied, it is not mandatory to control the electro pneumatic brake.

An application of full brake force corresponding to performance set out in 4.2.4.1,

A traction cut-off.

Service braking: application of full service braking shall result in a traction cut-off without an automatic restoration of traction power.

Full service braking is defined as the braking resulting from the maximum braking force within the range of service braking before emergency braking.

Electric braking

The contribution of electric brakes shall be in accordance with requirements of clause 4.2.4.1.e

Where the electrical installations (the sub-stations) permit, the return of electrical energy generated in braking is permissible, but this shall not cause the voltage to exceed the limits defined in EN50163:2004 clause 4.1.

All vehicles shall be provided with a means of brake isolation and indicators of brake status.

In addition, trains with a maximum speed greater than 200km/h shall be provided with a system of (brake) fault diagnostics.

4.2.4.4.   Service braking performance

In addition to the specifications required in clause 4.2.4.1 ‘minimum braking characteristics’, the trains shall comply with the average decelerations in service defined in Table 8.

Table 8

Minimum mean deceleration levels for service braking

Braking mode

te

Minimum mean deceleration measured between end of te and reaching the target speed [m/s2]

[s]

350-300 (km/h)

300-230 (km/h)

230-170 (km/h)

170-0 (km/h)

Service braking

2

0,30

0,35

0,6

0,6

te [s] = Equivalent time of application

These decelerations shall be achieved by a train on level track, in the configurations defined in clause 4.2.4.1 Cases A.

4.2.4.5.   Eddy current brakes

This paragraph deals with the infrastructure subsystem interfaces relating to eddy current track brakes.

As specified in the High-Speed Infrastructure TSI 2006, the use of this type of brake, independent of wheel/rail adhesion, on the lines (to be built, upgraded or connecting) of the trans-European high-speed network is permissible as follows:

For emergency braking on all lines except specific connecting lines listed in the infrastructure register.

For full or normal service braking on the sections of line where the infrastructure manager permits it. In this case the conditions of use shall be published in the infrastructure register.

Trains equipped with this type of brake shall meet the following specifications:

Brakes independent of wheel rail adhesion are permitted to be used from the maximum operating speed down to 50 km/h: (Vmax ≥ V ≥ 50 km/h)

The maximum average deceleration shall be less than 2,5 m/s2 (this value, which is an interface with the longitudinal resistance of the track, shall be met with all brakes in use).

In the worst case, that is to say with the trainsets working in multiple to their maximum permitted train length, the maximum longitudinal braking force applied to the track by the eddy current train brake shall be:

105 kN for brake applications with a force lower than 2/3 of full service braking

Linear between 105 kN and 180 kN for brake applications between 2/3 and full service braking,

180 kN for full service braking

360 kN in emergency braking

It is permissible to include the contribution of brakes independent of wheel/rail adhesion in the braking performance defined in clause 4.2.4.1. This is with the understanding that the safe operation of this type of brake can be assured and is not affected by any single point failure.

4.2.4.6.   Protection of an immobilised train

In the event of the compressed air supply being disrupted or the power supply failing, it shall be possible to stop and hold a train with a normal load (as defined in clause 4.2.3.2) on a 35‰ gradient by using the friction brake alone, even if one distributor valve is switched off, for at least two hours.

It shall be possible to keep a train with a normal load stationary for an unlimited period on a 35‰ gradient. Should the parking brake be unable to achieve this on its own, further means of securing the train shall be available on board.

4.2.4.7.   Brake performance on steep gradients

The brake thermal performance shall allow a train to run on a maximum gradient set out in clause 4.2.5 of the High Speed Infrastructure TSI 2006 at a speed of at least equivalent to 90 % of the maximum train operating speed. This thermal performance shall be used for calculating the limiting gradient where maximum train speed can be operated.

The same conditions for train loading, means of braking and rail condition apply as for emergency braking case A as defined in clauses 4.2.4.1 c and e. Compliance to this requirement shall be proven by calculation.

4.2.4.8.   Brake requirements for rescue purposes

Requirements for the pneumatic brake equipment of high speed trains for towing in case of emergency rescue are as follows:

1.

Filling time of the brake cylinder to 95 % maximum pressure: 3-5 seconds, 3-6 seconds with load-braking system.

2.

Release time of the brake cylinder to 0.4 bar pressure: a minimum of 5 seconds.

3.

Reduction in brake pipe pressure required to obtain maximum brake cylinder pressure: 1,5 ± 0,1 bar (coming from a nominal value in the brake pipe of 5,0 ± 0,05 bar).

4.

The sensitivity of the brake to slow decreases in brake pipe pressure shall be such, that the brake is not activated if the normal working pressure drops by 0,3 bars in one minute.

5.

The sensitivity of the brake to decreases in brake pipe pressure shall be such, that the brake is activated within 1,2 seconds, if the normal working pressure drops by 0,6 bar in 6 seconds.

6.

Each brake, including the parking brake, shall have an on/off device.

7.

A minimum of five steps of brake force shall be available by variation of the brake pipe pressure.

8.

The status (applied/released) of brakes, including the parking brake, shall be indicated.

Where the on-board train braking system is initiated by other than pneumatic means the pneumatic information given at the coupling interface shall result in a performance equivalent to the above.

4.2.5.   Passenger information and communication

4.2.5.1.   Public address system

Clauses 4.2.2.8.1 and 4.2.2.8.3 of the TSI for Accessibility for Persons with Reduced Mobility shall also apply.

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 the train crew and ground control to communicate between one another.

for internal communication between the train crew and in particular between the driver and staff in the passenger areas.

The equipment shall be able to remain on standby and to function independently of the main energy source for at least three hours.

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 another mean shall be available to inform the passengers.

Apart from the passenger alarm (see clause 4.2.5.3) no specific provisions are prescribed for passengers to contact train crew.

4.2.5.2.   Passenger information signs

Clause 4.2.2.8.2 of the of the TSI for Accessibility for Persons with Reduced Mobility shall also apply.

All passenger signs closely connected with safety shall use the unified sign formats given in standard ISO 3864-1:2002.

4.2.5.3.   Passenger alarm

Passenger occupied areas on trains (excluding vestibules, gangways and toilets) shall be fitted with emergency signal devices. These devices shall be installed where they can be seen easily by passengers and reached by them without having to pass through an interior door.

The emergency handle shall have a clearly visible seal.

The alarm once activated shall not be capable of being disengaged by passengers. If a device is provided to indicate that the alarm has been activated, it shall be marked as indicated in Annex Q of this TSI.

Operation of the emergency signal shall be indicated next to the device used.

Activating the alarm shall:

Initiate braking

Cause a visual (flashing or continuous light) and acoustic (buzzer/klaxon or spoken message) alarm to be triggered in the driver's cab;

Transmit a message (acoustic or visual signal or radio message by mobile phone) by the driver or an automatic system to the train crew working among the passengers.

Transmit an acknowledgement, recognisable by the person who triggered the signal (acoustic signal in the vehicle, braking application, etc.)

The arrangements installed in the rolling stock (automatic brake application, in particular) shall allow the driver to intervene in the braking process so as to be able to choose the stopping point of the train.

When the train has stopped the driver shall be able to start again as soon as possible if the driver considers it safe to start again Activation of one or more than one alarm shall have no additional effect, whilst the train-crew has not rearmed the first.

Lastly a communication link between cab and train staff shall enable the driver, at his or her initiative, to investigate the reasons why the emergency signal was triggered. If in normal service no train staff is present a device shall be available for passengers to communicate to the driver in case of emergency.

4.2.6.   Environmental conditions

4.2.6.1.   Environmental conditions

The rolling stock and all its constituent parts shall meet the requirements of this TSI within the climatic zones T1, or T2, or T3 as specified in EN50125-1:1999 in which it is intended to run. These zones shall be indicated in the rolling stock register.

4.2.6.2.   Train aerodynamic loads in open air

4.2.6.2.1.   Aerodynamic loads on track workers at the lineside

A full length train running in the open air at 300 km/h or at its maximum operating speed vtr,max if lower than 300 km/h shall not cause an exceedance of the air speed u at the trackside as set out in Table 9, at a height of 0,2 m above the top of rail and at a distance of 3,0 m from the track centre, during the passage of the whole train (including the wake).

For trains with a maximum speed higher than 300 km/h, the the measures to be taken by Infrastructure Manager are mentioned in clause 4.4.3 of the High Speed Infrastructure TSI.

Table 9

Trackside maximum permissible air speed

Maximum train speed vtr,max (km/h)

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

From 190 to 249

20

From 250 to 300

22

Test conditions

Tests shall be undertaken on ballasted, straight track. The vertical distance between the top of rail and the surrounding ground level is 0,75m ± 0,25m. The value u is the upper bound of the 2σ confidence interval of the maximum resultant induced air speeds in the x-y ground plane. It shall be obtained from at least 20 independent and comparable test samples with ambient wind speeds of less than or equal to 2 m/s.

u is given by:

u = ū + 2σ

with

ū

mean value of all air speed measurements uI, i ≥ 20

σ

standard deviation

Conformity assessment

Conformity shall be assessed on the basis of full-scale tests and with the maximum length of the defined formations.

Detailed specifications

Measurements shall be taken at the maximum operational speed of the train vtr,max or 300 km/h if the train maximum operating speed is higher than 300 km/h.

For a valid set of measurements, conditions for train speed vtr are:

at least 50 % of the measurements shall be within ±5 % of vtr,max or 300 km/h as applicable and

100 % of the measurements shall be within ±10 % of vtr,max or 300 km/h as applicable.

Each measurement umeasured,i shall be corrected by

ui = umeasured,i * vtr/vtr,i

The track shall have no obstacles, such as bridges or tunnels, nearer than 500m ahead and 100m after the sensors in the longitudinal direction. Groups of sensors are permitted to be used to obtain several independent measurements from one train passage. Such groups shall be spaced at least 20 m apart from each other.

The whole train-passing event shall consist of the time period starting 1 second before the passing of the train head and finishing 10 seconds after the tail passes.

The sampling rate of the sensor shall be at least 10 Hz. The signal shall be filtered using a 1 second window moving average filter. The ambient wind speed shall be determined at the first sensor at a height of 0,2 m above top of rail.

The ambient wind speed is equivalent to the mean wind speed in the 3-second interval occurring before the train head passes the wind sensor. The ambient wind speed shall be less than or equal to 2 m/s.

The uncertainty in the air speed measurements shall be determined and shall not exceed ±3 %.

The uncertainty in the train speed measurement shall be determined and shall not exceed ±1 %.

4.2.6.2.2.   Aerodynamic loads on passengers on a platform

A full length train, running in the open air at a reference speed vtr = 200 km/h, (or at its maximum operating speed vtr,max, if this is lower than 200 km/h), shall not cause the air speed to exceed value u = 15,5 m/s at a height of 1,2 m above the platform and at a distance of 3,0 m from the track centre, during the whole train passage (including the wake).

Test conditions

The assessment shall either be made on a

platform of height 240 mm above rail level or lower if one is available

or the applicant shall select the lowest height of platform passed by the train to be used for the assessment.

The platform height used in the assessment shall be recorded in the rolling stock register. If the assessment is successful for a platform height of 240 mm or lower, the train shall be deemed to be acceptable for all lines.

The value u is the upper bound of the 2σ confidence interval of the maximum resultant induced air speeds in the x-y platform plane. It shall be based on at least 20 separate measurements and under similar test conditions with ambient wind speeds of less than or equal to 2 m/s.

u is given by:

u = ū + 2σ

with

ū

mean value of all air speed measurements ui, i ≥ 20

σ

standard deviation

Conformity assessment

Conformity shall be assessed on the basis of full-scale tests and with the maximum length of the defined formations.

Detailed specifications

Measurements shall be taken at vtr = 200 km/h or, if it is lower, with the maximum operational speed of the train, vtr,max.

For a valid set of measurements, conditions for train speed vtr are:

at least 50 % of the measurements shall be within ±5 % of vtr,max or 200 km/h as applicable and

100 % of the measurements shall be within ±10 % of vtr,max or 200 km/h as applicable.

Each measurement, umeasured,I, shall be corrected by

ui = umeasured,i * 200 km/h/vtr,i

or, for vtr,max < 200 km/h,

ui = umeasured,i * vtr,max/vtr,i

The platform shall have no obstacles ahead of and after the sensors in the longitudinal direction. The platform shall have a constant geometry for a distance of 150 m ahead of the sensors in the longitudinal direction and shall not have a roof or canopy or backwall. A number of sensors are permitted to be used to obtain several independent measurements from one train passage. Such sensors shall be separated from each other by a distance of at least 20 m.

The whole train-passing event consists of the time period starting 1 second before the passing of the train head and finishing 10 seconds after the tail passes.

The sampling rate of the sensor shall be at least 10 Hz. The signal shall be filtered using a 1 second window moving average filter.

The wind speed shall be determined by the first sensor on the platform or by a separate wind sensor installed 1,2 m above platform. The ambient wind speed is equivalent to the mean wind speed in the 3-second interval occurring before the train passes the wind sensor. The ambient wind speed shall be less than or equal to 2 m/s.

The uncertainty in the air speed measurements shall be determined and shall not exceed ±3 %.

The uncertainty in the train speed measurement shall be determined and shall not exceed ±1 %.

4.2.6.2.3.   Pressure loads in open air

A full length train, running at a given speed (reference case) in the open air shall not cause the maximum peak-to-peak pressure of changes to exceed a value Δp as set out in Table 10 over the range of heights 1,5 m to 3,3 m above the top of rail, and at a distance of 2,5 m from the track centre, during the whole train passage (including the passing of the head, couplings and tail). The maximum peak-to-peak pressure changes are tabulated below:

Table 10

Maximum permissible pressure changes in open air

Train

Reference train speed

Maximum permissible pressure change

Δp

Class 1

250 km/h

795 Pa

Class 2

At maximum speed

720 Pa

Conformity assessment

Conformity shall be assessed on the basis of full-scale tests and with a maximum length of the defined formations.

Detailed specifications

Tests shall be undertaken on ballasted, straight track. The vertical distance between the top of rail and the surrounding ground level is 0,75m ± 0,25m. The considered event shall be that of a whole train passing and shall consist of the time period starting 1 second before the passing of the train head and finishing 10 seconds after the train tail passes.

The measurements shall be taken at 1,5 m, 1,8 m, 2,1 m, 2,4 m, 2,7 m, 3,0 m and 3,3 m height above the top of rail and shall be analysed separately for each measuring position. For any position the Δp-requirement needs to be fulfilled.

The value Δp shall be the upper bound of a 2σ interval of (pmax – pmin) based on at least 10 independent and comparable test samples (at a certain measuring height) with ambient wind speeds of less than or equal to 2 m/s.

Δp is given by:

Formula

with

Formula

mean value of all peak-to-peak pressure measurements Δpi, i ≥ 10

σ

standard deviation

A number of sensors are permitted to be used to obtain several independent measurements from one train passage. Such sensors shall be separated from each other by a distance of at least 20 m.

For a valid set of measurements, conditions for train speed vtr are:

at least 50 % of the measurements shall be within ±5 % of the reference train speed and

100 % of the measurements shall be within ±10 % of the reference train speed.

The wind speed and direction shall be determined using a meteorological station installed near to the pressure measurement location, at 2 m above the top of rail and at 4 m distance to the track. The ambient wind speed shall be equivalent to the mean wind speed in the 15 second interval occurring before the train head passes the wind sensor. The ambient wind shall be less than or equal to 2 m/s.

The pressure sensors used shall be capable of measuring the pressure with a minimum of 150 Hz resolution. All pressure sensors shall be connected to the static pressure opening of Prandtl tubes directed in longitudinal x-direction. It is permitted to use a method that is proven to be equivalent.

The uncertainty in the pressure measurements shall be determined and shall not exceed ±2 %.

The uncertainty in the train speed measurement shall be determined and shall not exceed ±1 %.

The pressure signal shall be analogue low pass filtered with a 75 Hz 6 pole Butterworth low pass filter or equivalent. For each pressure sensor and run the maximum pressure peak-to-peak value during the whole passage Δpm,i shall be computed and then corrected to the investigated train speed vtr and to standard density ρo. using the following formulaFormula

with:

Δpi

:

the corrected peak-to-peak pressure change

Δpm,i

:

the measured peak-to-peak pressure change for sample i

ρi

:

the air density measured at the test site for sample i

vw,x,i

:

the measured wind speed component in x-direction for sample i

vtr,i

:

the measured train speed for sample i

vtr

:

the investigated train speed

ρo

:

the standard density of 1,225 kg/m3

4.2.6.3.   Crosswind

A train is deemed to meet the crosswind requirements if its characteristic wind curves (CWC: as defined in Annex G) of its most wind sensitive vehicle are superior or at least equivalent to a set of characteristic reference wind curves (CRWC).

The set of CRWC to assess conformity of rolling stock is given in the Tables 11, 12, 13 and 14 for Class 1 vehicles for which the characteristic wind curves (CWC) shall calculated according to the method detailed in Annex G.

Limiting values and corresponding methods for Class 1 tilting trains and Class 2 vehicles is an open issue.

Table 11

Reference characteristic wind speeds for angle βw=90° (vehicle on straight track with a lateral uncompensated acceleration: aq = 0 m/s2).

Train speed

Reference characteristic wind speed for the flat ground case (without ballast and rails) in m/s

Reference characteristic wind speed for the embankment case in m/s

120 km/h

38,0

34,1

160 km/h

36,4

31,3

200 km/h

34,8

28,5

250 km/h

32,8

25,0

steps of 50 km/h up to vtr,max

see lines below

see lines below


Maximum train speed

Reference characteristic wind speed for the flat ground case (without ballast and rails) in m/s

Reference characteristic wind speed for the embankment case in m/s

vtr,max= 260 km/h

32,4

24,5

vtr,max= 270 km/h

32,0

24,0

vtr,max= 280 km/h

31,6

23,5

vtr,max= 290 km/h

31,2

23,0

vtr,max= 300 km/h

30,8

22,5

vtr,max= 310 km/h

30,4

22,0

vtr,max= 320 km/h

30,0

21,5

vtr,max= 330 km/h

29,6

21,0

vtr,max= 340 km/h

29,2

20,5

vtr,max= 350 km/h

28,8

20,0

As an example the table shall be used as follows: For a maximum train speed of 330 km/h, the CWC values shall be assessed at the following speeds 120 km/h, 160 km/h, 200 km/h, 250 km/h, 300 km/h and 330 km/h.

Table 12

Reference characteristic wind speeds for angle βw=90° (vehicle in a curve with aq = 0,5 m/s2 and with aq = 1,0 m/s2).

Train speed

Reference characteristic wind speed for the flat ground case (without ballast and rails) in m/s for lateral acceleration aq = 0,5 m/s2

Reference characteristic wind speed for the flat ground case (without ballast and rails) in m/s for lateral acceleration aq = 1,0 m/s2

250 km/h

29,5

26,0

steps of 50 km/h up to vtr,max

see lines below

see lines below


Maximum train speed

Reference characteristic wind speed for the flat ground case (without ballast and rails) in m/s for lateral acceleration aq = 0,5 m/s2

Reference characteristic wind speed for the flat ground case (without ballast and rails) in m/s for lateral acceleration aq = 1,0 m/s2

vtr,max= 260 km/h

29,1

25,6

vtr,max= 270 km/h

28,7

25,2

vtr,max= 280 km/h

28,3

24,8

vtr,max= 290 km/h

27,9

24,4

vtr,max= 300 km/h

27,5

24,0

vtr,max= 310 km/h

27,1

23,6

vtr,max= 320 km/h

26,7

23,2

vtr,max= 330 km/h

26,3

22,8

vtr,max= 340 km/h

25,9

22,4

vtr,max= 350 km/h

25,5

22,0

Table 13

Reference Characteristic wind speeds for vtr= vtr,max (vehicle on flat ground without ballast and rails on straight track).

Considered max. train speed

Reference characteristic wind speed in m/s for angle βw

 

80°

70°

60°

50°

40°

30°

20°

10°

vtr,max= 250 km/h

32,5

33,2

35,0

38,2

43,6

45

45

vtr,max= 260 km/h

32,1

32,8

34,5

37,7

43,0

45

45

vtr,max= 270 km/h

31,7

32,4

34,1

37,3

42,5

45

45

vtr,max= 280 km/h

31,3

32,0

33,7

36,8

42,0

45

45

vtr,max= 290 km/h

30,9

31,5

33,3

36,3

41,4

45

45

vtr,max= 300 km/h

30,5

31,1

32,8

35,9

40,9

45

45

vtr,max= 310 km/h

30,1

30,7

32,4

35,4

40,4

45

45

vtr,max= 320 km/h

29,7

30,3

32,0

34,9

39,8

45

45

vtr,max= 330 km/h

29,3

29,9

31,6

34,5

39,3

45

45

vtr,max= 340 km/h

28,9

29,5

31,1

34,0

38,8

45

45

vtr,max= 350 km/h

28,5

29,1

30,7

33,5

38,2

45

45


Table 14

Reference characteristic wind speeds for vtr= vtr,max (vehicle on a 6m embankment on straight track).

Considered max. train speed

Reference characteristic wind speed in m/s for angle βw

 

80°

70°

60°

50°

40°

30°

20°

10°

vtr,max= 250 km/h

24,6

25,0

26,1

28,4

32,0

38,1

45

45

vtr,max= 260 km/h

24,1

24,5

25,6

27,8

31,4

37,4

45

45

vtr,max= 270 km/h

23,6

24,0

25,1

27,2

30,7

36,6

45

45

vtr,max= 280 km/h

23,1

23,5

24,6

26,7

30,1

35,8

45

45

vtr,max= 290 km/h

22,6

23,0

24,1

26,1

29,5

35,1

45

45

vtr,max= 300 km/h

22,1

22,5

23,5

25,5

28,8

34,3

45

45

vtr,max= 310 km/h

21,7

22,0

23,0

25,0

28,2

33,5

43,0

45

vtr,max= 320 km/h

21,2

21,5

22,5

24,4

27,5

32,8

42,1

45

vtr,max= 330 km/h

20,7

21,0

22,0

23,8

26,9

32,0

41,1

45

vtr,max= 340 km/h

20,2

20,5

21,4

23,2

26,3

31,3

40,1

45

vtr,max= 350 km/h

19,7

20,0

20,9

22,7

25,6

30,5

39,1

45

Superiority or equivalence to the reference curves is given if all the CWC-points relevant for the comparison are equal to or higher than the corresponding ones of the reference set.

4.2.6.4.   Maximum pressure variations in tunnels

Rolling stock 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 15.

Table 15

Requirements for interoperable train in a solo-run in a non-inclined tube-like tunnel.

Train Type

Reference Case

Criteria for the Reference Case

vtr

[km/h]

Atu

[m2]

ΔpN

[Pa]

ΔpN+ΔpFr

[Pa]

ΔpN+ΔpFr+ΔpT

[Pa]

vtr,max < 250 km/h

200

53,6

≤ 1 750

≤ 3 000

≤ 3 700

vtr,max≥ 250 km/h

250

63,0

≤ 1 600

≤ 3 000

≤ 4 100

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

Conformity shall be proven on the basis of full-scale tests, carried out at reference speed or at a higher speed in a tunnel with a cross-sectional area as close to the reference case as possible. Transfer to the reference condition shall be done with validated simulation software.

When assessing conformity of whole trains or trainsets, assessment shall be made with the maximum length of the train or coupled trainsets up to 400 m.

When assessing conformity of locomotives or driving coaches, assessment shall be done on a basis of two arbitrary train compositions of minimum length 150 m, one with a leading locomotive or driving coach (to check the ΔpN) and one with a locomotive or a driving coach at the end (to check ΔpT). ΔpFr is set to 1250 Pa (for trains with vtr,max < 250 km/h) or to 1400 Pa (for trains with vtr,max ≥ 250 km/h).

When assessing conformity of coaches only, assessment shall be done on the basis of one 400 m long train. ΔpN is set to 1750 Pa and ΔpT to 700 Pa (for trains with vtr,max < 250 km/h) or to 1600 Pa and 1100 Pa (for trains with vtr,max ≥ 250 km/h).

For the distance xp between the entrance portal and the measuring position, the definitions of ΔpFr, ΔpN, ΔpT, the minimum tunnel length and further information about the derivation of the characteristic pressure variation see EN14067-5:2006.

4.2.6.5.   Exterior noise

4.2.6.5.1.   Introduction

Noise emitted by rolling stock subdivides into stationary noise, starting noise, and pass-by noise.

The stationary noise is highly influenced by auxiliaries, such as cooling systems, air conditioning and compressors.

Starting noise is a combination of contributions from traction components such as diesel engines and cooling fans, auxiliaries and, sometimes, wheel slip.

Pass-by noise is highly influenced by the rolling noise, linked to the wheel/rail interaction, which is a function of speed, and at higher speeds, by aerodynamic noise.

The rolling noise itself is caused by the combined wheel and rail roughness and by the dynamic behaviour of the track and wheelset.

In addition to the rolling noise, at low speed, the noise of auxiliaries and traction equipment is also significant.

The emitted level of noise is characterised by:

Sound pressure level (measured by a specified method, including specified microphone position),

Speed of the rolling stock,

Rail roughness,

Dynamic and sound radiation behaviour of the track.

The parameters set for the characterisation of stationary noise comprise:

Sound pressure level, (measured by a specified method, including specified microphone position),

Operating conditions.

4.2.6.5.2.   Limits for stationary noise

The limits for stationary noise are defined at a distance of 7,5 m from the centreline of the track, 1,2 m above the upper surface of the rails. The vehicles under test shall be in service retention mode; that is rheostatic ventilation off and air brake compressor off, HVAC normal (not preconditioning mode) and all other equipment in normal operating condition. The measuring conditions are defined by the standard EN ISO 3095:2005 with the deviations defined in Annex N of this TSI. The parameter for the sound pressure level is LpAeq,T. The limiting values for the noise emission of the vehicles under the conditions mentioned above are given in Table 16.

Table 16

Limiting values LpAeq,T for the stationary noise of rolling stock. The specified level for stationary noise is the energy-average of all measured values taken at the measuring points defined in Annex N 1.1 of this TSI.

Vehicles

LpAeq,T[dB(A)]

Class 1

Class 2

Electric locomotives

 

75

Diesel locomotives

 

75

Electric trainsets

68

68

Diesel trainsets

 

73

Passenger coaches

 

65

4.2.6.5.3.   Limits for starting noise

The limits for starting noise are defined at a distance of 7,5 m from the centreline of the track, 1,2 m above the upper surface of the rails. The measuring conditions are defined by the standard EN ISO 3095:2005 with the deviations defined in Annex N1.2 The indicator for the sound level is LpAFmax. The limiting values for the starting noise of the vehicles under the conditions stated above are given in Table 17.

Table 17

Limiting values LpAFmax for the starting noise of rolling stock

Vehicles

LpAFmax[dB(A)]

Electric locomotives

P ≥ 4 500  kW at the wheel rim

85

Electric locomotives

P < 4 500  kW at the wheel rim

82

Diesel locomotives

89

Class 2 Electric trainsets

82

Class 1 Electric trainsets

85

Diesel trainsets

85

4.2.6.5.4.   Limits for pass-by noise

The limits for pass-by noise are defined at a distance of 25 m from the centreline of the reference track, 3,5 m above the upper surface of the rails for a vehicle speed indicated in Table 18 below. The indicator for the A weighted equivalent continuous sound level is LpAeq,Tp.

The measurements shall be carried out in accordance with EN ISO 3095:2005 with deviations stated in Annex N1.3 and N1.4.

The test train shall consist of:

In the case of a trainset, the trainset itself

In the case of locomotive, the locomotive to be tested plus four coaches. The pass-by noise of these four coaches LpAeq,Tp measured at 7,5 m from the track centre 1,2 m above the top of rail and at 200 km/h on the reference track shall not exceed 92 dB (A). Alternatively two locomotives of the same type and 8 coaches are permitted to be used in any configuration

In the case of coaches, the four coaches to be tested plus one locomotive. The pass-by noise of the locomotive LpAeq,Tp measured at 7,5 m from the track centre 1,2 m above the top of rail and at 200 km/h on the reference track shall not exceed 97 dB (A). Alternatively two locomotives of the same type and 8 coaches are permitted to be used in any configuration.

The two latter cases are defined as a ‘variable formation’ in this section.

The limiting values for the noise emission of the full test train LpAeq,Tp at 25 m 3,5 m above top of rail are given in Table 18.

Table 18

Limiting values LpAeq,Tp for the pass-by noise of rolling stock

Rolling stock

Speed [km/h]

200

250

300

320

Class 1

Trainset

 

87 dB(A)

91 dB(A)

92 dB(A)

Class 2

Trainset or variable formations

88 dB(A)

 

 

 

A margin of 1 dB(A) is accepted on the values given in table 18

4.2.6.6.   Exterior electromagnetic interference

For trains, with all forms of traction, the generation and distribution of electrical energy causes interference of high or low intensity by conduction (e.g. through the catenary and rail) and by electromagnetic radiation. In addition, on-board equipment can cause interference.

4.2.6.6.1.   Interference generated on the signalling system and the telecommunications network:

Open point

4.2.6.6.2.   Electromagnetic interference:

In order to avoid degrading the proper operation of rolling stock due to electromagnetic interference, the requirements of the following standards shall be met:

EN 50121-3-1:2000 for the total rolling stock subsystem,

EN 50121-3-2:2000 for the different kinds of on-board equipment susceptible to interference.

4.2.7.   System protection

4.2.7.1.   Emergency exits

4.2.7.1.1.   Passengers’ emergency exits

A.   Arrangement

Emergency exits shall conform to the following rules:

The distance between each passenger seat and an emergency exit shall always be less than 16 m.

There shall be a minimum of two emergency exits in each vehicle accommodating 40 passengers or less. There shall be three or more in each vehicle accommodating more than 40 passengers. It is not permitted to place all the emergency exits exclusively on one side of the vehicle.

The minimum dimensions of the opening through the emergency exits shall be 700 mm x 550 mm. It is permissible to position seats in this area.

B.   Operation

External access doors shall be used as emergency exits as a priority. If this is not possible, it shall be possible to use the following as emergency routes either separately or in combination:

designated windows, by ejection of the window or glazing or by breaking the glass,

compartment and gangway doors, by rapid removal of the door or breaking the glass,

external access doors, by ejecting them or breaking the glass.

C.   Signage

Emergency exits shall be clearly identified to passengers and rescue teams by means of suitable signs.

D.   Evacuation via the doors

Trains shall be equipped with emergency devices (emergency steps or ladders) allowing the evacuation of passengers via access doors when not present at a platform

4.2.7.1.2.   Driver's cab emergency exits

In an emergency, evacuation from the driver's cab (or access to the interior of the train by the emergency services) shall normally be by means of the access doors specified in clause 4.2.2.6.a.

Where the doors do not give direct external access, each driver's cab shall be provided with an appropriate means of evacuation through the side windows or through the trap doors, on both sides of the cab. These emergency exits shall each have minimum dimensions of 500 mm by 400 mm to allow for the release of trapped persons.

4.2.7.2.   Fire safety

For the purpose of this clause the following definitions apply:

Electrical supply line: The line between the current collector or current source and the main circuit breaker or the main fuse(s) on the vehicle.

Traction circuit equipment: Both the traction module as defined in clause 4.2.8.1 and the power equipment feeding the traction module from the electrical supply line

4.2.7.2.1.   Introduction

This section states requirements to prevent, detect and limit the effects of a train fire.

Two categories are defined in this section, Category A and Category B, defined as follows:

category A Fire safety:

Category A Fire safety rolling stock is designed and built to operate on infrastructure with tunnels and/or elevated sections of maximum length of 5km. Successive tunnels are not considered as one tunnel if both of the two following requirements are fulfilled:

the separation between them in open air is longer than 500 m

there is an access/egress facility to a safe area within the open section

category B Fire safety

Category B Fire safety rolling stock is designed and built to operate on all infrastructures (including those with tunnels and/or elevated sections with lengths exceeding 5 km).

For category B fire safety rolling stock additional measures set out in clauses 4.2.7.2.3.3 and 4.2.7.2.4 are required to improve the probability that a train will continue to operate in the event that a fire is detected as it enters a tunnel. These measures are intended to enable a train to reach a suitable place to stop and allow passengers and staff to be evacuated from the train to a place of safety.

There are no additional requirements for rolling stock relating to tunnels longer than 20 km because these tunnels are specially equipped to be safe for trains compliant with this TSI. Details remain an open point in the High Speed Infrastructure TSI 2006.

4.2.7.2.2.   Measures to prevent fire

Materials and components selection shall take into account their fire behaviour properties.

Design measures shall be implemented in order to prevent ignition.

The conformity requirements are addressed in Clause7.1.6

4.2.7.2.3.   Measures to detect/control fire

4.2.7.2.3.1.   Fire detection

The high fire risk areas on rolling stock shall be equipped with a system that can detect fire in an early stage and that can initiate appropriate automatic actions to minimize the subsequent risk to passengers and train staff.

This requirement shall be deemed to be satisfied by the verification of conformity to the following requirements:

The rolling stock shall be equipped with a fire detection system that can detect a fire in an early stage in the following areas:

technical compartment or cabinet, sealed or not sealed, containing electrical supply line and/or traction circuit equipment

technical area with a combustion engine

in sleeping cars, sleeping compartments, staff compartments and gangways and their adjacent combustion heating equipment

Upon activation of the detection system of a technical area, the following automatic actions shall be required:

notification to the train driver

shut down of forced ventilation and high voltage energy/fuel supply to the affected equipment that could cause the fire to develop

Upon activation of the detection system of a sleeping compartment, the following automatic actions shall be required:

notification to the train driver and the train manager responsible for the affected area

for the sleeping compartment — activation of an acoustic local alarm in the affected area that is sufficient to wake the passengers

4.2.7.2.3.2.   Fire extinguisher

The rolling stock shall be equipped with adequate and sufficient portable water plus additive type fire extinguishers in accordance with the requirements of EN3-3:1994; EN3-6:1999: and EN3-7:2004 at appropriate locations.

4.2.7.2.3.3.   Fire resistance

For category B fire safety, the rolling stock shall be equipped with adequate fire barriers and partitions at appropriate locations.

The conformity with this requirement shall be deemed to be satisfied by the verification of conformity to the following requirements:

The rolling stock shall be equipped with full cross section partitions within passenger/staff areas of each vehicle, with a maximum separation of 28m which shall satisfy requirements for integrity for a minimum of 15 minutes. (Assuming the fire can start from either side of the partition)

The rolling stock shall be equipped with fire barriers that shall satisfy requirements for integrity and heat insulation for a minimum of 15 minutes.

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 EN 1363-1:1999 partition test.

4.2.7.2.4.   Additional measures to improve running capability

4.2.7.2.4.1.   Trains of all categories of fire safety

These measures are applicable to rolling stock designated as category A or B fire safety of this TSI.

These measures are required to improve the probability that a train will continue to operate for 4 minutes in the event that a fire is detected as the train enters a tunnel section. This requirement is made so that the train will reach a suitable place to stop and allow passengers and staff to be evacuated from the train to a place of safety.

This requirement shall be deemed to be satisfied by a failure mode analysis relating to the following requirement:

The brakes shall not automatically apply to bring the train to a halt as a result of system failure caused by a fire assuming the fire is in a technical compartment or cabinet, sealed or unsealed, containing electrical supply line and/or traction circuit equipment or a technical area with a combustion engine.

4.2.7.2.4.2.   Category B fire safety

These measures are applicable to rolling stock designated as category B fire safety only of this TSI.

These measures are required to improve the probability that a train will continue to operate for 15 minutes in the event that a fire is detected as the train enters a tunnel. This requirement is made so that the train will reach a suitable place to stop and allow passengers and staff to be evacuated from the train to a place of safety.

This requirement shall be deemed to be satisfied by a failure mode analysis relating to the following requirements:

Brakes — The brakes shall not automatically apply to bring the train to a halt as a result of system failure caused by a fire assuming the fire is in a technical compartment or cabinet, sealed or unsealed, containing electrical supply line and/or traction circuit equipment or a technical area with a combustion engine.

Traction — 50 % minimum traction redundancy as defined in clause 4.2.8.1 shall be available in degraded mode running capability, assuming the source of the fire is in a technical compartment/cabinet, sealed or unsealed, with electrical supply line and/or traction circuit equipment or a technical area with a combustion engine. If this redundancy requirement cannot be satisfied for reason of traction equipment architecture (e. g. traction equipment in one single place of the train), an automatic fire extinguishing system shall be provided in the locations described in this bullet point.

4.2.7.2.5.   Specific measures for tanks containing flammable liquids

4.2.7.2.5.1.   General

Transformer tanks are included only if they contain flammable liquids

Where partition walls divide tanks internally, the complete tank shall fulfil the requirements.

Tanks shall be built, located or protected so that they or their piping cannot be punctured or fractured by debris thrown up from the track. Tanks shall not be installed in

crash energy absorption zones;

passenger seating areas and areas of temporary occupation by passengers;

luggage compartments;

drivers cabs.

Tanks constructed to the following requirements are deemed to satisfy the minimum impact performance.

If other materials are used, equivalent safety shall be demonstrated.

The thickness of walls of tanks for flammable liquids shall have a minimum of:

Volume

Steel

Aluminium

≤ 2 000  l

2,0 mm

3,0 mm

> 2 000  l

3,0 mm

4,0 mm

The temperature of the flammable liquid in the tank shall remain below its flash point according to EN ISO 2719 under all normal operating conditions.

The design of flammable liquid tanks shall ensure, as far as reasonably practicable, that during filling or draining or in the event of leakage from a tank or its pipe work, flammable liquids cannot:

come into contact with rotating machinery which might result in a spray;

be drawn into any device in suction e.g. ventilators, coolers etc.;

come into contact with hot components or electrical devices, which may produce electrical spark;

penetrate into layers of thermal and acoustic insulation material.

4.2.7.2.5.2.   Specific requirements for fuel tanks

Filling limit indicators shall be provided that indicate 90 % of the nominal fuel tank volume.

The output from the limit indicator device shall be easily understandable from the filler position.

It shall be ensured that flammable liquid cannot escape from filler pipes or other openings under normal banking (cant) conditions.

To avoid confusion the kind of appropriate flammable liquid shall be clearly labelled at the filling pipe of the fuel tank. The labelling of the flammable liquid shall be given textual in accordance to safety data sheets according ISO 11014-1. The following danger signs shall be displayed in the vicinity of the filling pipe:

Danger sign according Directive 92/58/EEC

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Or danger sign according Directive 92/58/EEC

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4.2.7.3.   Protection against electric shock

Electrically live components shall be designed such that conscious and unconscious contact with train staff and passengers is prevented, in normal operation and in case of equipment failure.

All trains shall be equipped with appropriate tools to earth the vehicles. The driver's manual, kept on the train, and the maintenance manual shall describe their use.

Rolling stock shall comply with the requirements of EN 50153: 2002.

Rolling stock shall comply with the provisions of Annex O of this TSI for earthing protection.

4.2.7.4.   External lights and horn

4.2.7.4.1.   Front and rear lights

4.2.7.4.1.1.   Head lights

Two white head lamps shall be provided at the front end of the train, arranged on the horizontal axis at the same height above the rail level, symmetrical about the centre line, and at a minimum of 1 300 mm apart. Where the presence of a tapered nose cone means 1 300 mm is not achievable it is permissible to reduce this dimension to 1 000 mm

Headlamps shall be mounted between 1 500 and 2 000 mm above the rail level.

The headlamps shall be installed on the vehicle such that the vertical illuminance at a distance of greater than or equal to 100 m is less than 0,5 lux at rail level.

Requirements on headlamps as interoperability constituents are defined in clause H.2 of Annex H.

4.2.7.4.1.2.   Marker lights

Three white marker lamps shall be provided at the front end of the train. Two marker lamps shall be arranged on the horizontal axis at the same height above the rail level, symmetrical about the centre line, and at a minimum of 1 300 mm apart. Where the presence of a tapered nose cone means 1 300 mm is not achievable it is permissible to reduce this dimension to 1 000 mm. The third marker lamp shall be arranged centrally above the two lower lamps.

The two lower marker lamps shall be mounted between 1 500 and 2 000 mm above the rail level.

Requirements on marker lamps as interoperability constituents are defined in clause H.2 of Annex H.

4.2.7.4.1.3.   Tail lights

Two red tail lamps shall be provided at the rear end of the train, arranged on the horizontal axis at the same height above the rail level, symmetrical about the centre line, and at a minimum of 1 300 mm apart. Where the presence of a tapered nose cone means 1 300 mm is not achievable it is permissible to reduce this dimension to 1 000 mm

Tail lamps shall be mounted between 1 500 and 2 000 mm above the rail level.

Requirements on tail lamps as interoperability constituents are defined in clause H.3 of Annex H.

4.2.7.4.1.4.   Lamp controls

A driver shall be able to control the head and marker lamps from the normal driving position. The following functions shall be provided:

(i)

All lamps off

(ii)

Dimmed marker lamps on (daytime and night-time use for bad weather conditions)

(iii)

Full marker lamps on (daytime and nighttime use in normal weather conditions)

(iv)

Dimmed headlamps on (daytime and nighttime by driver's choice;)

(v)

Full-beam headlamps on (daytime and nighttime by driver's choice. Dimmed headlamps shall be used when passing trains, intersecting roads, and passing stations.)

The tail lamps at the rear end of the train shall be automatically switched on when function ii), iii), iv) or v) above is selected. This requirement shall not be applicable for variable formations.

The external lamps located at intermediate points within the train shall be switched off.

In addition to their traditional role as the front and rear lamps, it is permissible in emergency to use the lamps in specific ways and arrangements.

4.2.7.4.2.   Horns

4.2.7.4.2.1.   General

Trains shall be fitted with horns with two distinct tones. 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 devices. The acceptable Warning Horn notes shall be either:

(a)

Two separately sounded warning horns. The fundamental frequencies of the warning horn notes shall be:

high note:

370 Hz ± 20 Hz

low note:

311 Hz ± 20 Hz

or

(b)

Two warning horns sounded together as a chord (for the high note). The fundamental frequencies of the chord notes shall be:

high note:

622 Hz ± 30 Hz

low note:

370 Hz ± 20 Hz

or

(c)

Two warning horns sounded together as a chord (for the high note). The fundamental frequencies of the chord notes shall be:

high note:

470 Hz ± 25 Hz

low note:

370 Hz ± 20 Hz

or

(d)

Three warning horns sounded together as a chord (for the high note). The fundamental frequencies of the chord notes shall be:

high note:

622 Hz ± 30 Hz

middle note:

470 Hz ± 25 Hz

low note:

370 Hz ± 20 Hz

4.2.7.4.2.2.   Warning horn sound pressure levels

The A or C weighted sound pressure level produced by each horn sounded separately (or in a group if designed to sound simultaneously as a chord) shall be between 115dB and 123 dB when measured and verified in accordance with the method defined below. The 115dB sound pressure level shall be achieved when the system air pressure is at 5 bar and the 123dB sound pressure level shall not be exceeded when the system air pressure is at 9 bar.

4.2.7.4.2.3.   Protection

Warning horns and their control systems shall be protected, so far as is practicable, from impact and subsequent blockage by airborne objects such as debris, dust, snow, hail or birds.

4.2.7.4.2.4.   Verification of sound pressure levels

Sound pressure levels shall be measured 5 metres from the front of the train at the same height as the horn and over a ground covering of new, clean ballast.

Noise measurements of warning horns shall be carried out at an open site which generally meets the requirements of figure 2, where:

D = 5m.

R ≥ 1,3 D = 6,5m.

Figure 2

Open site for warning horn measurements

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For pneumatic horns, noise measurements shall be carried out when the air pressure in the main reservoir is at 5 bar and 9 bar.

In order to minimise environmental impact it is advisable that the C weighted sound pressure level when measured 5 metres from the side of the train, at the same height as the horn, in line with the front of the horn is at least 5dB lower than the level measured in front of the train.

4.2.7.4.2.5.   Interoperability constituent requirements

The fundamental frequencies of the notes of the horns shall be either:

622 Hz ± 30 Hz

or

470 Hz ± 25 Hz

or

370 Hz ± 20 Hz

or

311 Hz ± 20 Hz

4.2.7.5.   Lifting/rescue procedures

The train manufacturer shall provide the relevant technical information to the railway undertaking.

4.2.7.6.   Interior noise

The interior noise level of passenger vehicles is not considered to be a Basic Parameter and is not therefore the subject of this TSI.

The noise level within the driver's cab is the subject of Directive 2003/10/EC of the European Parliament and the Council of 6 February 2