self-propelling thermal or electric trains;

thermal or electric traction units;

passenger carriages;

mobile railway infrastructure construction and maintenance equipment.

it is subject to renewal or upgrading in accordance with Section 7.1.2 of the Annex to this Regulation; or

the area of use is extended in accordance with Article 54(3) of Directive (EU) 2016/797, in which case the provisions in Section 7.1.4 of the Annex to this Regulation shall apply.

the national rules referred to in paragraph 1;

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

the bodies designated to carry out the conformity assessment and verification procedures with respect to the open points.

the national rules referred to in paragraph 1;

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

the bodies designated to carry out the conformity assessment and verification procedures for the national rules relating to the specific cases set out in point 7.3 of the Annex.

the reasons for non-certification of any interoperability constituents shall be properly identified by the notified body before granting the ‘EC’ certificate pursuant to ►M3  Article 15 of Directive (EU) 2016/797 ◄ ;

the national safety authorities, pursuant to ►M3  Article 16(2)(d) of Directive (EU) 2016/798 of the European Parliament and of the Council ( 3 ) ◄ , shall report on the use of non-certified interoperability constituents in the context of authorisation procedures in their annual report referred to in ►M3  Article 19 of Directive (EU) 2016/798 ◄ .

subsystems authorised in accordance with these Decisions;

cases referred to in Article 9 of this Regulation;

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

indicates its intended scope (Chapter 2);

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

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

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);

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);

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

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);

indicates the provisions applicable to the existing ‘rolling stock’ subsystem, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation;

indicates the parameters of ‘rolling stock’ subsystem to be checked by the railway undertaking and the procedures to be applied to check those parameters after the delivery of the vehicle authorisation for placing on the market and before the first use of the vehicle to ensure compatibility between vehicles and the routes on which they are to be operated.

Structural areas:

Functional areas:

safety in railway tunnels (TSI SRT);

accessibility for people with reduced mobility (TSI PRM);

noise (TSI Noise);

freight wagons.

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:

‘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)    Self-propelling thermal or electric passenger trains

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

These vehicles are out of the scope of this TSI.. They are covered by Regulation (EU) No 321/2013 (the ‘freight wagons’ TSI).

Special vehicles, such as on-track machines.

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.

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

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

Vehicles intended to carry road motor vehicles (with persons on-board these road motor vehicles) are not in the scope of this TSI.

Special vehicles, such as on-track machines

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.

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 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.

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 clauses 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 clause 6.2.7.

A rolling stock technical categorisation system is used in the following clauses 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:

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

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.

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 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.

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 clause 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 clauses 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 clause 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 clause dealing with the relevant function, and in clause 4.2.12 ‘documentation for the operation and maintenance’.

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 ►M3  Article 4(6) of Directive (EU) 2016/797 ◄ .

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:

As required in ►M3  Articles 4(6) and 13(2) of Directive (EU) 2016/797 ◄ , open points shall be addressed by the application of national technical rules.

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 clause 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 clause 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 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.

‘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.

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 clause 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 clause 5.3.3) shall comply with the following requirements:

The brake requirement for rescue purpose is covered by the clause 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 clause 4.2.2.2.3(b) shall comply with the following requirements (the ‘Bern rectangle’):

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.

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 clause 4.2.5.7 ‘Passenger-related items — Inter-unit doors’.

Additional requirements are expressed in the TSI PRM.

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

This clause applies to all units except OTMs.

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.

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.

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.

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.

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

The assumptions for aerodynamic loading shall be those described in clause 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.

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.

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.

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.

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.

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, ►M4  index 8, Table 1 section 4 ◄ ), unless specified otherwise below.

The following four reference collision scenarios shall be considered:

These scenarios are described in the specification referenced in Appendix J-1, ►M4  index 8, Table 2 of section 5 ◄ .

Within the scope of the present TSI, the ‘collision speed’ and ‘collision partner’ when scenarios 1 and 2 are applied to locomotives fitted with automatic end centre buffer couplers and capable of a traction effort at coupling higher than 300 kN described in Table 2 of the specification referenced in appendix J-1, index 8 shall be:

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

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, Section 6.5.

This clause applies to all units.

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

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

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.

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.

This clause applies to all units, except to OTMs.

Provisions concerning the structural strength of OTMs are specified in Appendix C, clause 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, index 12, 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 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.

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 13, ►M3  clause 4.5 ◄ shall be determined:

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.

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 clause 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 clause 4.2.12:

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.

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.

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.

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.

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.

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.

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.

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.

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.

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:

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.

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.

The conformity assessment procedure is described in clause 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.

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).

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.

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 clause 4.2.3.3.2.1) or by using track side equipment (according to specification in clause 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 clause 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 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.

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.

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, index 15.

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 clause 6.2.3.3 of this TSI.

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’.

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.

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 conditions set out in the specification referenced in Appendix J-1, index 16.

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.

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.

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.

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.

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.

The limit values for running safety which the unit shall meet are specified in the specification referenced in Appendix J-1, index 17.

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.

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 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.

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.

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 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.

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 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.

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, index 20.

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

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.

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 clause 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 clause 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 clause 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 (7) of clause 6.2.3.7 of this TSI.

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.

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.

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).

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 clause 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 clause 4.5).

Figure 2
Symbols for wheels

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.

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

This requirement applies to units fitted with a driving cab.

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.

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.

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.

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.

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.

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 clause 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 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).

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.

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).

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.

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 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.

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 clauses 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 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.

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 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.

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.

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

This clause 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 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.

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.

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

This clause 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.

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 clause 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.

This clause 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, index 23, considering a level track.

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

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

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 clauses 6.2.3.8 and 6.2.3.9, in order to be consistent with test results.

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

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

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

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

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

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

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

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

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

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

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

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

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

Tests shall be performed to validate the maximum service braking calculation, according to the conformity assessment procedure specified in clause 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 clause 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 clause 4.2.12 of this TSI.

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

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, index 29. The result (gradient where the unit is kept immobilised by the parking brake alone) shall be recorded in the technical documentation defined in clause 4.2.12 of this TSI.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Requirements on performance at unit level:

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

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

Wheel rotation monitoring system (WRM):

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Applicability to units intended for general operation:

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

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

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

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

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

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

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

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

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

If a water tap is provided in a unit and unless the water is provided from the tap in accordance with Council Directive 98/83/EC ( 4 ), a visual sign shall clearly indicate that the water provided at the tap is not drinkable.

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

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

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

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

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

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

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

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

Applicability to units intended for general operation:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

For units intended to operate on lines that are fitted with the ETCS track side system for control-command and signalling (including ‘passenger door’ information as described in Annex A Index 7 of TSI CCS), this on-board device shall be able to receive from the ETCS system the information related to platform.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Applicability to units intended for general operation:

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The locking out of service device shall:

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

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

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

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

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

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

For units intended to operate on lines that are fitted with the ETCS track side system for control-command and signalling (including ‘passenger door’ information as described in Annex A, Index 7 of TSI CCS), this door release control system shall be able to receive from the ETCS system the information related to platform.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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