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.

A Unit may be composed of several ‘vehicles’, as defined in ►M3  point (3) of Article 2 of Directive (EU) 2016/797 ◄ , 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.

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

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).

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

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.

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

‘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.

Locomotives and passenger rolling stock, including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coaches:

(1)    Thermal 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.

(2)    ►M5  Self-propelling thermal or electric trainsets ◄

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

An Electric and/or Diesel Multiple Unit is a trainset in which all vehicles are capable of carrying a payload (passengers or luggage/mail or freight).

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

A tram – train is a vehicle designed for combined use on both a light-rail infrastructure and a heavy-rail infrastructure;

(3)    Passenger coaches 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.

Freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries.

Such vehicles are out of the scope of this TSI. They are covered by Commission Regulation (EU) No 321/2013 ( 6 ) (‘TSI WAG’).

Special vehicles

Special vehicles, such as On-Track Machines (OTMs), are categorised in the EVR Commission Implementing Decision (EU) 2018/1614 ( 7 ). They can be grouped into the following subsets:

Special vehicles can be used in one or more of the following modes: working mode, travelling mode and running mode, as self-propelled or as hauled vehicles.

Locomotives and passenger rolling stock, including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coaches

(1)    Thermal 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), article 1.4(b) of Directive (EU) 2016/797 applies.

(2)    Self-propelling thermal or electric passenger trains

This type includes any train in fixed or pre-defined 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:

In accordance with Articles 1.3, 1.4(d) and 1.5 of Directive (EU) 2016/797, the following rolling stock is excluded from the scope of the TSI:

(3)    Passenger coaches and other related cars

Passenger carriages:

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

Non-passenger carrying vehicles included in a passenger train:

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

Freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries are not in the scope of this TSI but covered by the TSI WAG even when they are included in a passenger train (the train composition is in this case an operational issue).

Vehicles intended to carry road motor vehicles even where persons are on on-board the carried road motor vehicles are not in the scope of this TSI.

Special vehicle

Special Vehicles are in the scope of this TSI and shall demonstrate compliance with the requirement of this TSI when in running mode and when:

Specific requirements laid down in chapter 4 and Appendix C for OTMs are also applicable to Infrastructure Inspection Vehicles unless they are designed to be integrated into a fixed passenger train formation; in this case they shall be considered as non-passenger carrying vehicles as defined in point (A) (3).

Excluded from the scope of this TSI are road-rail vehicles.

The Union's rail system, to which ►M3  Directive (EU) 2016/797 ◄ 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.

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

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.

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 point 7.1.2 (see Table 17a). Additionally, those characteristics are required to be provided in the rolling stock technical documentation described in point 4.2.12.

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.

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

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 ►M5  points ◄ 6.2.8 and 9.

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 ►M5  point ◄ 6.2.7.

A rolling stock technical categorisation system is used in the following ►M5  points ◄ of this TSI to define relevant requirements applicable to a unit.

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.

The technical categories of rolling stock are the following:

▼M5

▼B

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

Unless stated otherwise in the ►M5  points ◄ of Section 4.2, requirements specified in this TSI apply to all technical categories of rolling stock defined above.

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

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 ►M5  point ◄ 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.

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

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

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.

This categorisation shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from the ►M5  point ◄ 4.2.10 of this TSI, and shall be stated in the certificate of ‘EC’ verification.

The functional and technical specifications of the rolling stock subsystem are grouped and sorted out in the following ►M5  points ◄ of this section:

For particular technical aspects specified in Chapters 4, 5 and 6, the functional and technical specification makes an explicit reference to a ►M5  point ◄ of an EN standard or other technical document, as allowed by ►M3  Article 4(8) of Directive (EU) 2016/797 ◄ ; these references are listed in the Appendix J of this TSI.

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 ►M5  point ◄ dealing with the relevant function, and in ►M5  point ◄ 4.2.12 ‘documentation for the operation and maintenance’.

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

Safety requirements related to these functions are covered by the technical specifications expressed in the corresponding ►M5  point ◄ of Section 4.2 (e.g. ‘passive safety’, ‘wheels’, etc.).

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 ►M5  point ◄ of Section 4.2.

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.

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.

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.

‘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)

‘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 ►M5  point ◄ 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.

‘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 ►M5  point ◄ 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.

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.

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 ►M5  point ◄ 4.2.12.6.

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.

General Requirements

Requirements on ‘Manual’ coupling system

▼M3

▼B

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

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).

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.

The rescue coupler (as defined in ►M5  point ◄ 5.3.3) shall comply with the following requirements:

The brake requirement for rescue purpose is covered by the ►M5  point ◄ 4.2.4.10 of this TSI.

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

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

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

The operating and rescue documentation specified in ►M5  points ◄ 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.

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.

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

Requirements related to the gangway door when the gangway is not in use are specified in ►M5  point ◄ 4.2.5.7 ‘Passenger-related items — Inter-unit doors’.

Additional requirements are expressed in the TSI PRM.

These requirements of this ►M5  point ◄ do not apply to the end of vehicles where this area is not intended for regular use by passengers.

This ►M5  point ◄ applies to all units except OTMs.

For OTMs, alternative requirements to those expressed in this ►M5  point ◄ for static load, category and acceleration are set out in Appendix C, ►M5  point ◄ C.1.

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 [1] where the rolling stock categories to be taken into account shall correspond to category L for locomotives and power head units and to categories PI or PII for all other types of vehicle within the scope of this TSI.

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 [1].

In case of a unit designed for higher compressive force than those of the categories (required in point (3) as a minimum) in the specification referenced in Appendix J-1, index [1], 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 ►M5  point ◄ 4.2.12.

The load conditions considered shall be consistent with those defined in ►M5  point ◄ 4.2.2.10 of this TSI.

The assumptions for aerodynamic loading shall be those described in ►M5  point ◄ 4.2.6.2.2 of this TSI (passing of 2 trains).

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.

This ►M5  point ◄ applies to all units.

Additional provisions concerning the lifting and jacking of OTMs are specified in Appendix C, ►M5  point ◄ C.2.

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).

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.

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.

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.

The geometry of jacking/lifting points shall be compliant with the specification referenced in Appendix J-1, index [4].

Marking of lifting points shall be made by signs compliant with the specification referenced in Appendix J-1, index [5].

The structure shall be designed with consideration of the loads specified in the specification referenced in Appendix J-1, index [1]; proof of the strength of the vehicle body may be demonstrated by calculations or by testing, according to the conditions set up in the same specification.

Alternative normative documents that are publicly available may be used under the same conditions as defined in ►M5  point ◄ 4.2.2.4 above.

For each vehicle of the unit, a jacking and lifting diagram and corresponding instructions shall be provided in the documentation as described in ►M5  points ◄ 4.2.12.5 and 4.2.12.6 of this TSI. Instructions shall be given as far as feasible by pictograms.

This ►M5  point ◄ applies to all units, except to OTMs.

Provisions concerning the structural strength of OTMs are specified in Appendix C, ►M5  point ◄ C.1.

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, ►M5  index [1] ◄ , considering category L for locomotives and category P-I or P-II for passenger rolling stock.

The doors for use of passengers are covered by the ►M5  point ◄ 4.2.5 of this TSI: ‘Passenger related items’. Cab doors are addressed in ►M5  point ◄ 4.2.9 of this TSI. This ►M5  point ◄ addresses doors for freight use and for use of train crew other than cab doors.

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.

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.

The following load conditions defined in the specification referenced in Appendix J-1, index [6], shall be determined:

The hypothesis taken for arriving at the load conditions above shall be justified and documented in the general documentation described in ►M5  point ◄ 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, ►M5  index [6] ◄ ; values for the different parameters may deviate from this standard provided that they are justified.

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

The conformity assessment procedure is described in ►M5  point ◄ 6.2.3.1 of this TSI.

For each load condition defined above, the following information shall be provided in the technical documentation described in ►M5  point ◄ 4.2.12:

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 ►M5  point ◄ 4.2.3.4.1 of this TSI.

The conformity assessment procedure is described in ►M5  point ◄ 6.2.3.2 of this TSI.

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.

The set of rolling stock characteristics for compatibility with train detection target systems are given in points 4.2.3.3.1.1, 4.2.3.3.1.2 and 4.2.3.3.1.3.

Reference is made to points of the specification referenced in Appendix J-2, index [A] (also referenced in Appendix A, Table A.2, index 77 of TSI CCS ( 11 )). The related specific cases are defined in point 7.7 of TSI CCS.

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

Vehicle geometry

Vehicle design

Isolating emissions

EMC

Vehicle geometry

Wheel geometry

Vehicle design

EMC

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

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

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 ►M5  point ◄ 4.2.3.3.2.1) or by using track side equipment (according to specification in ►M5  point ◄ 4.2.3.3.2.2).

The fitment of on board system or/and the compatibility with track side equipment shall be recorded in the technical documentation described in ►M5  point ◄ 4.2.12 of this TSI.

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

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

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

The diagnosis messages delivered shall be described and taken into account in the operating documentation described in point 4.2.12.4 and in the maintenance documentation described in point 4.2.12.3.

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, ►M5  index [8] ◄ .

For units designed to be operated on other track gauges than 1 435 mm or 1 668 mm a specific case is declared where relevant (harmonised rule available for the concerned network).

For units designed to be operated on the 1 668 mm system, the zone visible to the trackside equipment on rolling stock shall be the area as defines in Table 1 referring to the parameters of the specification referenced in Appendix J-1, ►M5  index [8] ◄ .

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.

The conformity assessment procedure is described in ►M5  point ◄ 6.2.3.3 of this TSI.

This ►M5  point ◄ 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, ►M5  point ◄ 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’.

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 ►M5  point ◄ .

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 ►M5  point ◄ 6.2.3.5 of this TSI.

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 ►M5  point ◄ 4.2.12.4 of this TSI.

The limit values for running safety which the unit shall meet are specified in the specification referenced in Appendix J-1, ►M5  index [9] ◄ .

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, ►M5  index [9] ◄ .

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).

The ►M5  point ◄ 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.

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 ►M5  point ◄ 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.

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

The combined equivalent conicities the vehicle is designed for, as verified by the demonstration of conformity of the running dynamic behaviour specified in point 6.2.3.4, 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.

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

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 ►M5  point ◄ 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.

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.

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

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, ►M5  index [11] ◄ .

The body to bogie connection shall comply with the requirements of the specification referenced in Appendix J-1, ►M5  index [1] ◄ .

The hypothesis taken to evaluate the loads due to bogie running (formulas and coefficients) in line with the specification referenced in Appendix J-1, ►M5  index [11] ◄ shall be justified and documented in the technical documentation described in ►M5  point ◄  4.2.12 of this TSI.

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).

The wheelset shall be designed and manufactured with a consistent methodology using a set of load cases consistent with load conditions defined in ►M5  point ◄ 4.2.2.10 of this TSI.

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 ►M5  point ◄ 6.2.3.7 of this TSI.

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

The conformity assessment procedure is described in ►M5  point ◄ 6.2.3.7 of this TSI.

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 6.2.3.7 (7).

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

The conformity assessment procedure is described in ►M5  point ◄ 6.2.3.7 of this TSI.

Temperature limits shall be defined by testing and recorded in the technical documentation described in ►M5  point ◄ 4.2.12 of this TSI.

Axle bearing condition monitoring is defined in ►M5  point ◄ 4.2.3.3.2 of this TSI.

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 ►M5  point ◄ 4.5 of this TSI).

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

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 ►M5  point ◄ 6.1.3.1 of this TSI.

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 ►M5  point ◄ 4.5).

Figure 2
Symbols for wheels

Units equipped with independently rotating wheels shall, in addition to the requirements in this ►M5  point ◄ dealing with wheels, meet the requirements in this TSI for geometrical characteristics of wheelsets defined in ►M5  point ◄ 4.2.3.5.2.1.

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

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.

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.

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

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.

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 ►M5  point ◄ 4.2.4.5 of this TSI.

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

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.

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

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.

It is permitted to complement the main brake function by additional brake systems described in ►M5  point ◄ 4.2.4.7 (dynamic brake — braking system linked to traction system) and/or ►M5  point ◄ 4.2.4.8 (braking system independent of adhesion conditions).

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 ►M5  point ◄ 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.

The design of the brake system shall include means for monitoring and tests as specified in ►M5  point ◄ 4.2.4.9 of this TSI.

The requirements below in this ►M5  point ◄ 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).

The braking performance shall be consistent with safety requirements expressed in ►M5  point ◄ 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.

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.

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

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.

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 ►M5  point ◄ 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.

The unit braking control system shall have three control modes:

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…).

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 ►M5  points ◄ 6.2.3.8 and 6.2.3.9).

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 ►M5  point ◄ 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.

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.

Additional brake systems shall be considered in the safety study under the conditions specified in ►M5  points ◄ 4.2.4.7 and 4.2.4.8.

The demonstration of compliance (conformity assessment procedure) is described in ►M5  point ◄ 6.2.3.5 of this TSI.

This ►M5  point ◄ applies to units fitted with a driver's cab.

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 ►M5  point ◄ 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.

Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘emergency brake command’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].

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

This ►M5  point ◄ applies to units fitted with a driver's cab.

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

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

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

Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘service brake command’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].

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

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

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

See also ►M5  point ◄ 4.2.8.2.3 for regenerative brake.

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

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

Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibition area – Trackside orders: regenerative brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of regenerative brake inhibition by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibit – STM Orders: regenerative brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of regenerative brake inhibition by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

This ►M5  point ◄ applies to all units.

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

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

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

The unit (trainset or vehicle) braking performance (deceleration = F(speed) and equivalent response time) shall be determined by calculation as defined in the specification referenced in Appendix J-1, either index [13] or index [14], considering a level track.

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

The friction coefficients used by friction brake equipment and considered in the calculation shall be justified (see the specification referenced in Appendix J-1, index [13]).

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

The braking performance calculation shall be performed at design stage, and shall be revised (correction of parameters) after the physical tests required in the ►M5  points ◄ 6.2.3.8 and 6.2.3.9, in order to be consistent with test results.

The final braking performance calculation (consistent with test results) shall be part of the technical documentation specified in ►M5  point ◄ 4.2.12.

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

For all units, the maximum service braking performance calculation shall be performed in accordance with the specification referenced in Appendix J-1, either index [13] or index [14] with a brake system in normal mode, with nominal value of the friction coefficients used by friction brake equipment for the load condition ‘design mass under normal payload’ at the design maximum speed.

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

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

This ►M5  point ◄ applies to all units.

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

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

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

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

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

The result (maximum line gradient, associated length and operating speed) shall be recorded in the rolling stock documentation defined in ►M5  point ◄ 4.2.12 of this TSI.

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

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

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

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

The unit (train or vehicle) parking brake performance shall be calculated as defined in the specification referenced in Appendix J-1, ►M5  index [13] ◄ . The result (gradient where the unit is kept immobilised by the parking brake alone) shall be recorded in the technical documentation defined in ►M5  point ◄ 4.2.12 of this TSI.

must be commanded by the main brake system control line (see point 4.2.4.2.1);

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

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

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

Information available to train staff shall allow the identification of the status of the brake system. To that end, it shall be possible at certain phases during operation for the train staff to identify the status (applied or released or isolated) of the main (emergency and service) and parking brake systems, and the status of each part (including one or several actuators) of these systems that can be controlled and/or isolated independently.