1.

1.1.

1.2.

1.3.

2.

2.1.

2.2.

2.2.1.

2.2.2.

2.3.

2.3.1.

2.3.2.

2.3.3.

3.

3.1.

3.2.

3.2.1.

3.2.2.

4.

4.1.

4.1.1.

4.1.2.

4.1.3.

4.1.4.

4.2.

4.2.1.

4.2.2.

4.2.3.

4.2.4.

4.2.5.

4.2.6.

4.2.7.

4.2.8.

4.2.9.

4.2.10.

4.2.11.

4.2.12.

4.3.

4.3.1.

4.3.2.

4.3.3.

4.3.4.

4.3.5.

4.4.

4.5.

4.6.

4.7.

4.8.

5.

5.1.

5.2.

5.3.

5.3.1.

5.3.2.

5.3.3.

5.3.4.

5.3.5.

5.3.6.

5.3.7.

5.3.8.

5.3.9.

5.3.10.

5.3.11.

5.3.12.

5.3.13.

5.3.14.

5.3.15.

6.

6.1.

6.1.1.

6.1.2.

6.1.3.

6.1.4.

6.1.5.

6.1.6.

6.2.

6.2.1.

6.2.2.

6.2.3.

6.2.4.

6.2.5.

6.2.6.

6.2.7.

6.2.8.

6.2.9.

6.3.

6.3.1.

6.3.2.

6.3.3.

7.

7.1.

7.1.1.

7.1.2.

7.1.3.

7.2.

7.3.

7.3.1.

7.3.2.

7.4.

7.5.

7.5.1.

7.5.2.

7.5.3.

APPENDIX A —

APPENDIX B —

APPENDIX C —

APPENDIX D —

APPENDIX E —

APPENDIX F —

APPENDIX G —

APPENDIX H —

APPENDIX I —

APPENDIX J —

—

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

and

—

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

—

Metros, tram, and other light rail vehicles,

—

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

—

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

—

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

—

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

—

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

—

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

(a)

indicates its intended scope (Chapter 2);

(b)

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

(c)

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

(d)

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

(e)

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

(f)

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

(g)

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

(a)

Structural areas:

(b)

Functional areas:

(a)

safety in railway tunnels (TSI SRT);

(b)

accessibility for people with reduced mobility (TSI PRM);

(c)

noise (TSI Noise);

(d)

freight wagons.

(a)

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

(b)

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

(c)

A “train” is an operational formation consisting of one or more units.

(d)

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

(e)

A “fixed formation” is a train formation that can only be reconfigured within a workshop environment.

(f)

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

(g)

“Multiple operation”: is an operational formation consisting of more than one unit:

(h)

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

(A)

Self-propelling thermal and/or electric trains:

(B)

Thermal and/or electric traction units:

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

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

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

(C)

Passenger carriages and other related cars:

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

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

A “driving trailer” is a vehicle without traction equipped with a driving cab.

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

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

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

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

(D)

Mobile railway infrastructure construction and maintenance equipment

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

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

(A)

Self-propelling thermal and/or electric trains:

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

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

Exclusion from the scope:

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

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

(B)

Thermal and/or electric traction units:

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

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

Exclusion from the scope:

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

(C)

Passenger carriages and other related cars:

Exclusion from the scope of this TSI:

(D)

Mobile railway infrastructure construction and maintenance equipment

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

Exclusion from the scope of this TSI:

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

1.4.1.

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

1.4.3.

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

1.4.4.

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

1.4.5.

This essential requirement is in the scope of the Infrastructure.

(1)

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

(2)

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

(3)

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

(4)

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

(1)

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

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

(2)

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

(3)

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

(4)

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

(1)

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

(2)

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

(3)

The technical categories of rolling stock are the following:

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

(4)

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

(5)

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

(6)

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

(1)

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

(2)

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

(3)

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

(4)

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

(1)

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

(2)

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

(3)

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

(1)

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

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

(2)

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

(1)

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

(2)

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

(3)

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

(4)

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

(1)

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

(2)

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

(1)

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

(2)

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

(3)

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

(1)

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

(2)

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

(3)

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

(a)

General Requirements

(b)

Requirements on “Manual” coupling system

(1)

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

(2)

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

(3)

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

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

(4)

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

(5)

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

(1)

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

(2)

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

(3)

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

(1)

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

(2)

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

(3)

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

(4)

Additional requirements are expressed in the TSI PRM.

(5)

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

(1)

This clause applies to all units except OTMs.

(2)

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

(3)

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

(4)

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

(5)

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

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

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

(6)

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

(7)

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

(8)

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

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

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

The following four reference collision scenarios shall be considered:

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

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

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

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

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

(6)

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

is an open point.

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

(7)

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

(8)

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

(9)

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

(1)

This clause applies to all units.

(2)

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

(3)

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

(4)

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

(5)

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

(6)

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

(7)

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

(8)

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

(9)

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

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

(10)

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

(1)

This clause applies to all units, except to OTMs.

(2)

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

(3)

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

(1)

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

(2)

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

(1)

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

(1)

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

(2)

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

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

(3)

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

(4)

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

(5)

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

(1)

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

(2)

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

(3)

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

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

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

(4)

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

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

(5)

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

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

(6)

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

(7)

The static contour of the vehicle shall be within the “T” uniform vehicle gauge; the reference contour for infrastructure is the “S” gauge. This contour is specified in Appendix B.

(8)

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

(1)

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

(2)

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

(3)

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

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

(1)

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

(2)

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

(3)

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

(1)

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

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

(2)

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

—

Vehicle geometry

—

Vehicle design

—

Isolating emissions

—

EMC

—

Vehicle geometry

—

Wheel geometry

—

Vehicle design

—

EMC

—

Vehicle design

(1)

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

(2)

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

(3)

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

(4)

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

(1)

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

(2)

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

(3)

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

(4)

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

(1)

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

(2)

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

(1)

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

(2)

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

(1)

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

(2)

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

(3)

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

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

(4)

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

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

(5)

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

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

(6)

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

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

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

(7)

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

(1)

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

(1)

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

(2)

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

(1)

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

(2)

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

(3)

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

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

(1)

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

(2)

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

(3)

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

(1)

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

(2)

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

(1)

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

The mechanical characteristics cover:

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

(2)

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

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

(3)

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

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

(4)

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

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

(5)

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

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

(6)

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

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

Table 1

In-service limits of the geometric dimensions of wheelsets

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

Figure 1

Symbols for wheelsets

(1)

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

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

(2)

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

Table 2

In-service limits of the geometric dimensions of wheel

Figure 2

Symbols for wheels

(3)

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

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

(1)

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

(1)

This requirement applies to units fitted with a driving cab.

(2)

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

(3)

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

taking into account in particular wheel wear and suspension compression.

(4)

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

(5)

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

(6)

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

(1)

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

(2)

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

(3)

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

(4)

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

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

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

(5)

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

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

(1)

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

(2)

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

(3)

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

(4)

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

(5)

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

(6)

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

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

(7)

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

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

(8)

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

(9)

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

(10)

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

(11)

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

(12)

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

(13)

The unit braking control system shall have three control modes:

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

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

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

(14)

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

(15)

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

(1)

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

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

(2)

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

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

Table 3

Braking system — safety requirements

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

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

(1)

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

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

(2)

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

(1)

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

(2)

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

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

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

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

(3)

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

(4)

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