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Document 32023R1694

Commission Implementing Regulation (EU) 2023/1694 of 10 August 2023 amending Regulations (EU) No 321/2013, (EU) No 1299/2014, (EU) No 1300/2014, (EU) No 1301/2014, (EU) No 1302/2014, (EU) No 1304/2014 and Implementing Regulation (EU) 2019/777 (Text with EEA relevance)

C/2023/5017

OJ L 222, 8.9.2023, p. 88–379 (BG, ES, CS, DA, DE, ET, EL, EN, FR, GA, HR, IT, LV, LT, HU, MT, NL, PL, PT, RO, SK, SL, FI, SV)

Legal status of the document In force

ELI: http://data.europa.eu/eli/reg_impl/2023/1694/oj

8.9.2023   

EN

Official Journal of the European Union

L 222/88


COMMISSION IMPLEMENTING REGULATION (EU) 2023/1694

of 10 August 2023

amending Regulations (EU) No 321/2013, (EU) No 1299/2014, (EU) No 1300/2014, (EU) No 1301/2014, (EU) No 1302/2014, (EU) No 1304/2014 and Implementing Regulation (EU) 2019/777

(Text with EEA relevance)

THE EUROPEAN COMMISSION,

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

Having regard to Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (1), and in particular Article 5(11) thereof,

Whereas:

(1)

Having regard to the role railways are called on to play in a decarbonised transport system, as envisaged by the European Green Deal and the Sustainable and Smart Mobility Strategy, and in the light of developments in that field, a revision of the current Technical Specifications for Interoperability (TSIs) is required, in the framework of the Digital Rail and Green Freight package.

(2)

Pursuant to Article 3(5), points (b) and (f) of Commission Delegated Decision (EU) 2017/1474 (2) TSIs are to be reviewed in order to take into account the developments of the Union railway system and related research and innovation activities, and update references to standards. This TSI revision shall set the scene for the next TSI revision taking into account the outcomes of Europe’s Rail Joint Undertaking and in particular the System Pillar achievements.

(3)

Delegated Decision (EU) 2017/1474 sets out specific objectives for the drafting, adoption and review of TSIs of the rail system within the Union.

(4)

On 24 January 2020, in accordance with Article 19(1) of Regulation (EU) No 2016/796 of the European Parliament and of the Council (3), the Commission requested the European Union Agency for Railways (the 'Agency') to prepare recommendations implementing a selection of the specific objectives set out in Delegated Decision (EU) 2017/1474.

(5)

On 30 June 2022, the Agency issued Recommendation ERA 1175-1218 as regards the TSIs of the Union rail system covering Articles 3 to 11 of Delegated Decision (EU) 2017/1474.

(6)

It is appropriate for combined transport to be regulated through TSIs. Changes should accordingly be made, inter alia, to the Commission Implementing Regulation (EU) 2019/773 (4) (OPE TSI) and TSIs set out in the Annexes to Commission Regulation (EU) No 1299/2014 (5) (TSI INF) and Commission Regulation (EU) No 321/2013 (6) (TSI WAG) and in the content of the Annex to Commission Implementing Regulation (EU) 2019/777 (7) (RINF). This should enable a more harmonised application of the codification system and foster the development of combined transport; for that purpose ERA will further develop an Acceptable Mean Of Compliance in accordance with Article 2(33) of Directive (EU) 2016/797.

(7)

The Union-wide authorization of passenger coaches will be a major step in fostering interoperability of the European railway network. In pursuit of that objective, the Annex to Commission Regulation (EU) No 1302/2014 (8) (TSI LOC&PAS) should be amended, in particular by harmonizing requirements and testing methods in terms of the topic of electromagnetic compatibility and compatibility with train detection systems.

(8)

The TSIs LOC&PAS and INF should be amended with a view to harmonizing the specifications applicable to rolling stock and fixed installations, notably by closing open points as regards requirements on traffic loads and load carrying capacity of infrastructure, requirements for operations with more than two pantographs at the same time, and facilitating the retrofitting of trains with Energy Measuring Systems.

(9)

Furthermore, TSI LOC&PAS should be amended to clarify the definition of special vehicles including on-track machines, infrastructure inspection vehicles, emergency vehicles, environment vehicles and road-rail vehicles and clarify the applicability of the TSIs to those vehicles.

(10)

The Annex to Commission Regulation (EU) No 1304/2014 (9) (TSI NOI) should be amended to introduce a methodology to assess the acoustic performance of composite brake blocks at constituent level.

(11)

To enhance the level of rail safety and reliability, the TSIs WAG and LOC&PAS should be amended to incorporate a derailment detection function.

(12)

TSI WAG paves the way to the further digital automatic coupling (DAC) development, migration and implementation; its deployment will be a major step in modernising the European railway freight business.

(13)

Given that no specific new competence is required for the assessment of conformity of interoperability constituents or the verification of subsystems, there should be no change as regards the notified bodies for the purposes of Commission Regulations (EU) 321/2013, (EU) 1299/2014, (EU) 1300/2014 (10), (EU) 1301/2014 (11), (EU) 1302/2014 and (EU) 1304/2014.

(14)

It should be clarified when to apply the TSIs INF and the Annex to Regulation (EU) No 1301/2014 (TSI ENE) in case of upgrade or renewal of existing subsystems and fixed installations, in order to ensure a gradual transition to a fully interoperable European railway system, in accordance with Article 4 of Directive (EU) 2016/797.

(15)

The Annex to Regulation (EU) No 1300/2014 (TSI PRM) should be amended to better define the basic parameters which facilitate access to railway services for persons with reduced mobility, including the introduction of the concept of interoperable wheelchair transportable by train. Further clarifications are required concerning ticket vending machines and provision of travel information in aural, visual and tactile form.

(16)

References to standards require regular updates. In order to facilitate future updates, all details about standards should be gathered in dedicated appendices to each TSI, which can then be amended without amending the TSI core text. Such approach enables the applicants to use modern IT tools which perform better for requirements capture. All TSIs on Fixed Installations and Rolling Stock should be amended accordingly.

(17)

The railway infrastructure parameters registered in the Register of Infrastructure (RINF) should also evolve, in particular by amending, the tables listing such parameters consistently with other amendments included in this Regulation and Commission Implementing Regulations (EU) 2023/1695 (12) and (EU) 2023/1693 (13), by making the infrastructure manager the data provider replacing the national registration entity which may keep a coordination role, and by identifying future developments.

(18)

Therefore the following Regulations should be amended accordingly:

(1)

Regulation (EU) No 321/2013 (TSI WAG);

(2)

Regulation (EU) No 1299/2014 (TSI INF);

(3)

Regulation (EU) No 1300/2014(TSI PRM);

(4)

Regulation (EU) No 1301/2014 (TSI ENE);

(5)

Regulation (EU) No 1302/2014 (TSI LOC&PAS);

(6)

Regulation (EU) No 1304/2014 (TSI NOI);

(7)

Implementing Regulation (EU) 2019/777 (RINF).

(19)

The measures provided for in this Regulation are in accordance with the opinion of the Railway Safety and Interoperability Committee

HAS ADOPTED THIS REGULATION:

Article 1

Regulation (EU) No 321/2013 is amended as follows:

(1)

Article 4 is replaced as follows:

‘Article 4

Not used.’;

(2)

Article 9a is deleted;

(3)

the Annex is amended in accordance with Annex I to this Regulation.

Article 2

Regulation (EU) No 1299/2014 is amended as follows:

(1)

Article 6 is replaced as follows:

‘Article 6

Projects at an advanced stage of development

Article 7(2) of Directive (EU) 2016/797 applies.’

;

(2)

the Annex is amended in accordance with Annex II to this Regulation.

Article 3

Regulation (EU) No 1300/2014 is amended as follows:

(1)

Article 2 is modified as follows:

(a)

in paragraphs 1 and 5 ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’;

(b)

paragraph 2 is replaced as follows:

‘2.   The TSI shall apply to the network of the Union rail system as described in Annex I of Directive (EU) 2016/797 with the exclusion of cases referred to in Article 1(3) and (4) of Directive (EU) 2016/797.’

;

(2)

Article 4 is modified as follows:

(a)

in paragraph 1 ‘Article 17(2) of Directive 2008/57/EC’ is replaced by ‘Article 13(1) of Directive (EU) 2016/797’;

(b)

in paragraph 2 point (c), ‘Article 17, paragraph 3, of Directive 2008/57/EC’ is replaced by ‘Article 37 of Directive (EU) 2016/797’;

(3)

in Article 5, ‘Article 9(3) of Directive 2008/57/EC’ is replaced by ‘Article 7(2) of Directive (EU) 2016/797’;

(4)

in Article 6 paragraph 5, ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’;

(5)

In Article 7 paragraph 3, ‘Article 6 of Directive 2008/57/EC’ is replaced by ‘Article 5 of Directive (EU) 2016/797’;

(6)

Article 8 is modified as follows:

(a)

in paragraphs 6, ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’;

(b)

in paragraphs 7, ‘Article 6 of Directive 2008/57/EC’ is replaced by ‘Article 5 of Directive (EU) 2016/797’;

(7)

in Article 9 paragraph 4, ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’;

(8)

the Annex is amended in accordance with Annex III to this Regulation.

Article 4

Regulation (EU) No 1301/2014 is amended as follows:

(1)

the paragraph in Article 6 is replaced as follows:

‘Article 7(2) of Directive (EU) 2016/797 applies.’;

(2)

Article 9 is amended as follows:

(1)

in paragraphs 1 and 3 ‘Article 20 of Directive 2008/57/EC’ is replaced by ‘Article 18 of Directive (EU) 2016/797’;

(2)

in paragraph 2 ‘Article 29 of Directive 2008/57/EC’ is replaced by ‘Article 51 of Directive (EU) 2016/797’;

(3)

the Annex is amended in accordance with Annex IV to this Regulation.

Article 5

Regulation (EU) No 1302/2014 is amended as follows:

(1)

in Article 2(1), point (d), the term ‘mobile railway infrastructure construction and maintenance equipment’ is replaced by: ‘special vehicles, such as on-track machines (OTMs)’;

(2)

Article 8 is deleted;

(3)

Article 11 is amended as follows:

(a)

in paragraph 1, the second subparagraph is amended as follows:

(i)

the introductory phrase is replaced by the following:

‘They shall however continue to apply to:’;

(ii)

point (c) is deleted;

(b)

paragraphs 2 and 3 are deleted;

(4)

the Annex is amended in accordance with Annex V to this Regulation.

Article 6

The Annex to Regulation (EU) No 1304/2014 is replaced by the text in Annex VI to this Regulation.

Article 7

Implementing Regulation (EU) 2019/777 is amended as follows:

(1)

in Article 1, paragraph 2 is replaced as follows:

‘2.   Each Member State shall instruct its Infrastructure Managers to include the values of the parameters of its railway network in an electronic application which shall comply with the common specifications of this Regulation.’

;

(2)

Article 2 is modified as follows:

(a)

in paragraphs 4 and 5 ‘Member State’ is replaced by ‘infrastructure manager’;

(b)

paragraph 6 is replaced as follows:

‘6.   The Agency shall set up a group composed of representatives of the infrastructure managers which shall coordinate, monitor and support the implementation of this Regulation into the RINF Application. This group shall also support the future development of this Regulation. National registration entities designated under Article 5 shall have the right to participate in line with their tasks and scope of activities. As appropriate, the Agency shall invite experts and representative bodies.’

;

(3)

Articles 4 and 5 are replaced as follows:

‘Article 4

Data submission and update

1.   Infrastructure managers shall directly submit data to the RINF Application, as soon as such data becomes available. The infrastructure managers shall ensure the accuracy, completeness, consistency and timeliness of the submitted data.

2.   Infrastructure managers shall make available in RINF all information relating to new infrastructures to be placed in service, upgraded or renewed before their placing in service.

Article 5

National Registration Entity

Member State may designate a national registration entity to act as point of contact between the Agency and the infrastructure managers in the view of assisting and coordinating the infrastructure managers of their territory provided that this does not put at risk the availability of data in accordance with Article 4.’

;

(4)

Article 6 is replaced as follows:

‘Article 6

Future developments

1.   The Agency shall update the RINF application by 15 December 2024 in order to:

(a)

Allow for a partial update of data corresponding to the modified parameter(s), in order to allow infrastructure managers to update the relevant modified information as soon as it becomes available;

(b)

Further adapt the routing calculation on the network with a micro level description;

(c)

Provide dedicated notification to railway undertakings regarding changes in the RINF Application in relation to the network(s) for which they have registered to be informed of and provide a system acknowledgement to the IM;

(d)

Provide the definition, modelling and implementation of validity dates in order to fulfil the use cases;

(e)

Align locations for infrastructure description with locations used in the Union for information exchange in telematics applications.

(f)

Integrate infrastructure description related to the nature of the infrastructure which is available to railway undertakings (part of the network statement (*1)) and to the technical characteristics of the rail service facilities (*2).

2.   Further developments of the RINF application may create a data system feeding into all electronic information flows in respect of the Union rail network.

(*1)  Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area (OJ L 343, 14.12.2012, p. 32)."

(*2)  Commission Implementing Regulation (EU) 2017/2177 of 22 November 2017 on access to service facilities and rail-related services (OJ L 307, 23.11.2017, p. 1) (C/2017/7692).’;"

(5)

a new Article 7a is added:

‘Article 7a

ERA vocabulary

“ERA Vocabulary” means a Technical Document issued by the Agency pursuant to Article 4(8) of Directive (EU) 2016/797, establishing human and machine readable data definitions and presentations and linked quality and accuracy requirements for each data element (ontology) of the rail system.

The Agency shall ensure the ERA vocabulary is maintained to reflect regulatory and technical developments affecting the rail system.’

;

(6)

the Annex is amended in accordance with Annex VII to this Regulation.

Article 8

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

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

Done at Brussels, 10 August 2023.

For the Commission

The President

Ursula VON DER LEYEN


(1)   OJ L 138, 26.5.2016, p. 44.

(2)  Commission Delegated Decision (EU) 2017/1474 of 8 June 2017 supplementing Directive (EU) 2016/797 of the European Parliament and of the Council with regard to specific objectives for the drafting, adoption and review of technical specifications for interoperability (OJ L 210, 15.8.2017, p. 5).

(3)  Regulation (EU) No 2016/796 of the European Parliament and of the Council of 11 May 2016 on the European Union Agency for Railways and repealing Regulation (EC) No 881/2004 (OJ L 138, 26.5.2016, p. 1).

(4)  Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139I , 27.5.2019, p. 5)

(5)  Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European Union (OJ L 356, 12.12.2014, p. 1).

(6)  Commission Regulation (EU) No 321/2013 of 13 March 2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system in the European Union and repealing Decision 2006/861/EC (OJ L 104, 12.4.2013, p. 1).

(7)  Commission Implementing Regulation (EU) 2019/777 of 16 May 2019 on the common specifications for the register of railway infrastructure and repealing Implementing Decision 2014/880/EU (OJ LI 139, 27.5.2019, p. 312).

(8)  Commission Regulation (EU) No 1302/2014 of 18 November 2014 concerning a technical specification for interoperability relating to the ‘rolling stock — locomotives and passenger rolling stock’ subsystem of the rail system in the European Union (OJ L 356, 12.12.2014, p. 228).

(9)  Commission Regulation (EU) No 1304/2014 of 26 November 2014 on the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ amending Decision 2008/232/EC and repealing Decision 2011/229/EU (OJ L 356, 12.12.2014, p. 421).

(10)  Commission Regulation (EU) No 1300/2014 of 18 November 2014 on the technical specifications for interoperability relating to accessibility of the Union's rail system for persons with disabilities and persons with reduced mobility (OJ L 356, 12.12.2014, p. 110).

(11)  Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘energy’ subsystem of the rail system in the Union (OJ L 356, 12.12.2014, p. 179).

(12)  Commission Implementing Regulation (EU) 2023/1695 of 10 August 2023 on the technical specification for interoperability relating to the control-command and signalling subsystems of the rail system in the European Union and repealing Regulation (EU) 2016/919 (see page 380 of this Official Journal).

(13)  Commission Implementing Regulation (EU) 2023/1693 of 10 August 2023 amending Implementing Regulation (EU) 2019/773 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union (see page 1 of this Official Journal).


ANNEX I

The Annex to Regulation (EU) No 321/2013 is amended as follows:

(1)

point 1 is replaced by the following:

‘1.   INTRODUCTION

A Technical Specification for Interoperability (TSI) is a specification that covers a subsystem (or part of it) as defined in Article 2(11) of Directive (EU) 2016/797 in order:

to ensure the interoperability of the rail system, and

to meet the essential requirements.’;

(2)

point 1.2 is replaced by the following:

‘1.2.   Geographical scope

This Regulation applies to the Union rail system.’;

(3)

in point 1.3., the introductory phrase and point (a) are replaced by the following:

‘In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI:

(a)

covers the ‘rolling stock-freight wagons’ subsystem;’;

(4)

in point 2.1, second paragraph, point (a) is replaced by the following:

‘(a)

special vehicles;’;

(5)

Chapter 3 is amended as follows:

(a)

the introductory paragraph is replaced by the following:

‘Article 3(1) of Directive (EU) 2016/797 provides that the rail system, its subsystems and their interoperability constituents are to meet the relevant essential requirements. The essential requirements are set out in general terms in Annex III to that Directive. Table 1 of this Annex indicates the basic parameters specified in this TSI and their correspondence to the essential requirements as explained in Annex III to Directive (EU) 2016/797.’;

(b)

in Table 1, the following row 4.2.3.5.3 is inserted:

‘4.2.3.5.3

Derailment detection and prevention function

1.1.1

1.1.2

 

 

 

2.4.3’

(6)

point 4.1 is replaced by the following:

‘4.1.   Introduction

The rail system, to which Directive (EU) 2016/797 applies and of which freight wagons form a part, is an integrated system whose consistency shall be verified. This consistency shall be checked in particular with regard to the specifications of the rolling stock subsystem and the compatibility with the network (Section 4.2), its interfaces in relation to the other subsystems of the rail system in which it is integrated (Sections 4.2 and 4.3), as well as the initial operating and maintenance rules (Sections 4.4 and 4.5) as requested by Article 15(4) of Directive (EU) 2016/797.

The technical file, as set out in Article 15(4) of Directive (EU) 2016/797 and in point 2.4 of Annex IV to that Directive, shall contain in particular design related values concerning the compatibility with the network.’;

(7)

in point 4.2.1, the third paragraph is deleted;

(8)

point 4.2.2.2 is amended as follows:

(a)

the first paragraph is replaced by the following:

‘The structure of a unit body, any equipment attachments and lifting and jacking points shall be designed such that no cracks, no significant permanent deformation or ruptures occur under the load cases defined in the specification referenced in Appendix D Index [1].’;

(b)

the fourth paragraph is replaced by the following:

‘The lifting and jacking positions shall be marked on the unit. The marking shall comply with the specification referenced in Appendix D Index [2].’;

(9)

in point 4.2.2.3, the following paragraph is added:

‘Units intended to be used for combined transport and requiring a wagon compatibility code shall be equipped with devices for securing the Intermodal Loading Unit.’;

(10)

point 4.2.3.1 is amended as follows:

(a)

the second and third paragraphs are replaced by the following:

‘The compliance of a unit with the intended reference profile including the reference profile for the lower part shall be established by one of the methods set out in the specification referenced in Appendix D Index [4].

The kinematic method, as described in the specification referenced in Appendix D Index [4] shall be used to establish conformity, if any, between the reference profile established for the unit and the respective target reference profiles G1, GA, GB and GC including those used for the lower part GI1 and GI2.’;

(b)

the following paragraph is added:

‘Units intended to be used for combined transport shall be codified in accordance with the requirements of Appendix H and the specification referenced in Appendix D.2, index [B].’;

(11)

in point 4.2.3.2, the second paragraph is replaced by the following:

‘The permissible payload a unit may carry, for axle loads up to and including 25 t, shall be determined by application of the specification referenced in Appendix D Index [5].’;

(12)

point 4.2.3.3 is replaced by the following:

‘4.2.3.3.   Compatibility with train detection systems

If the unit is intended to be compatible with one or more of the following train detection systems, this compatibility shall be established in accordance with the provisions of the technical document referenced in Appendix D.2 Index [A]:

(a)

train detection systems based on track circuits (the electrical resistance of the wheelset can be assessed at IC level or at vehicle level);

(b)

train detection systems based on axle counters;

(c)

train detection systems based on loop equipment.

The related specific cases are defined in section 7.7 of the CCS TSI.’;

(13)

in point 4.2.3.4, the second and third paragraphs are replaced by the following:

‘If the unit is intended to be capable of being monitored by line side equipment on the 1 435 mm track gauge network the unit shall be compliant with the specification referenced in Appendix D Index [6] in order to ensure sufficient visibility.

For units intended to be operated on the networks with track gauges of 1 524 mm, 1 600 mm, 1 668 mm, the corresponding values in Table 2 referring to the parameters of the specification referenced in Appendix D Index [6] shall be applied.’;

(14)

in point 4.2.3.5.2, second paragraph, the first indent is replaced by the following:

‘—

following the procedures set out in the specification referenced in Appendix D Index [7], or’;

(15)

the following point 4.2.3.5.3 is inserted:

‘4.2.3.5.3.   Derailment detection and prevention function

The derailment detection and prevention function is intended to prevent derailments or to mitigate the consequences of a derailment of the unit.

If a unit is fitted with the derailment detection and prevention function, the requirements below shall be met.

4.2.3.5.3.1.   General requirements

The function shall be able to detect either a derailment or conditions which are a precursor to derailment of the unit in accordance with one of the three sets of requirements set out in points 4.2.3.5.3.2, 4.2.3.5.3.3 and 4.2.3.5.3.4 below.

It is allowed to combine those requirements as follows:

 

4.2.3.5.3.2 and 4.2.3.5.3.3

 

4.2.3.5.3.2 and 4.2.3.5.3.4

4.2.3.5.3.2   Derailment prevention function (DPF)

The DPF shall send a signal to the driver’s cab of the locomotive hauling the train once a precursor to derailment is detected in the unit.

The signal enabling the DPF to be available at train level and its transmission between the unit, the locomotive and the other coupled unit(s) in a train shall be documented in the technical file.

4.2.3.5.3.3.   Derailment detection function (DDF)

The DDF shall send a signal to the driver’s cab of the locomotive hauling the train once the derailment is detected in the unit.

The signal enabling the DDF to be available at train level and its transmission between the unit, the locomotive and the other coupled unit(s) in a train shall be documented in the technical file.

4.2.3.5.3.4.   Derailment detection and actuation function (DDAF)

The DDAF shall automatically activate a brake application when the derailment is detected without possibility of overriding by the driver.

The risk of false derailment detections shall be limited to an acceptable level.

Therefore, the DDAF shall be subject to a risk assessment in accordance with Implementing Regulation (EU) No 402/2013.

It shall be possible to deactivate the DDAF directly on the unit when the unit is stopped. That deactivation will release and isolate the DDAF from the brake system.

The DDAF shall indicate its status (activated/deactivated) and that status shall be visible from both sides of the unit. If this is not physically feasible, the DDAF shall indicate its status from at least one side and the other side of the wagon shall be marked in accordance with the specification referenced in Appendix D Index [2].’;

(16)

in point 4.2.3.6.1, the first paragraph is replaced by the following:

‘The integrity of the structure of a bogie frame, all attached equipment and body to bogie connection shall be demonstrated based on methods as set out in the specification referenced in Appendix D Index [9]’;

(17)

in point 4.2.3.6.2, Table 3 is replaced by the following:

‘Table 3

Limits of use of the geometric dimensions of wheelsets

Designation

Wheel diam.

D [mm]

Minimum value

[mm]

Maximum value

[mm]

1 435 mm

Front-to-front dimension (SR)

SR = AR + Sd,left + Sd,right

330 ≤ D ≤ 760

1 415

1 426

760 < D ≤ 840

1 412

1 426

D > 840

1 410

1 426

Back-to-back distance (AR)

330 ≤ D ≤ 760

1 359

1 363

760 < D ≤ 840

1 358

1 363

D > 840

1 357

1 363

1 524 mm

Front-to-front dimension (SR)

SR = AR + Sd,left + Sd,right

400 ≤ D < 840

1 492

1 514

D ≥ 840

1 487

1 514

Back-to-back distance (AR)

400 ≤ D < 840

1 444

1 448

D ≥ 840

1 442

1 448

1 600 mm

Front-to-front dimension (SR)

SR = AR + Sd,left + Sd,right

690 ≤ D ≤ 1 016

1 573

1 592

 

 

 

Back-to-back distance (AR)

690 ≤ D ≤ 1 016

1 521

1 526

 

 

 

1 668 mm

Front-to-front dimension (SR)

SR = AR + Sd,left + Sd,right

330 ≤ D < 840

1 648  (1)

1 659

840 ≤ D ≤ 1 250

1 648  (1)

1 659

Back-to-back distance (AR)

330 ≤ D < 840

1 592

1 596

840 ≤ D ≤ 1 250

1 590

1 596

(18)

in point 4.2.4.3.2.1, the second and third paragraphs are replaced by the following:

‘The brake performance of a unit shall be calculated in accordance with one of the specifications referenced in Appendix D, either Index [16], Index [37], Index [58] or Index [17].

The calculation shall be validated by tests. Brake performance calculation in accordance with the specification referenced in Appendix D Index [17] shall be validated as set out in the same specification or in the specification referenced in Appendix D, Index [58].’;

(19)

point 4.2.4.3.2.2 is amended as follows:

(a)

the second paragraph is replaced by the following:

‘If the unit is equipped with a parking brake, the following requirements shall be met:

the immobilisation shall remain until intentionally released,

where it is not possible to identify the state of the parking brake directly, an indicator showing the state shall be provided on both sides on the outside of the vehicle,

the minimum parking brake force, considering no wind, shall be determined by calculations as defined in the specification referenced in Appendix D Index [16].’;

(b)

the following paragraph is added:

‘Where relevant, the calculations shall determine:

the minimum parking brake force for an unloaded wagon,

the maximum parking brake force for a fully loaded wagon,

the breakover loading mass, i.e. the minimum loading condition for the maximum parking brake force,

the parking brake of a unit shall be designed considering a wheel/rail (steel/steel) adhesion factor not higher than 0,12.’;

(20)

in point 4.2.5, the eighth paragraph is replaced by the following:

‘The unit shall meet the requirements of this TSI without degradation for snow, ice and hail conditions as defined in the specification referenced in Appendix D Index [18], which correspond to the nominal range.’;

(21)

in point 4.2.6.2.1, the second paragraph is replaced by the following:

‘Units shall be bonded in accordance with the provisions as described in the specification referenced in Appendix D Index [27].’;

(22)

in point 4.2.6.2.2, the second paragraph is replaced by the following:

‘The unit shall be designed so that direct contact is prevented following the provisions set out in the specification referenced in Appendix D Index [27].’;

(23)

in point 4.2.6.3, the second sentence is replaced by the following:

‘The dimensions and clearance of these attachment devices shall be as described in the specification referenced in Appendix D Index [28].’;

(24)

in point 4.3.1, Table 5 is amended as follows:

(a)

the heading of the first column is replaced by the following:

‘Reference in TSI WAG’

(b)

the heading of the second column is replaced by the following:

‘Reference in TSI INF’;

(c)

the last row is deleted;

(25)

in point 4.3.2, Table 6 is amended as follows:

(a)

the heading of the first column is replaced by the following:

‘Reference in TSI WAG’

(b)

the heading of the second column is replaced by the following:

‘Reference in TSI OPE’;

(c)

the last row is deleted;

(26)

in point 4.3.3, Table 7, is amended as follows:

(a)

the heading of the first column is replaced by the following:

‘Reference in TSI WAG’;

(b)

the second column is replaced by the following:

Reference in TSI CCS

4.2.10: Compatibility with trackside train detection systems: vehicle design

4.2.11: Electromagnetic compatibility between rolling stock and Control-Command and Signalling trackside equipment

4.2.10: Compatibility with trackside train detection systems: vehicle design

4.2.11: Electromagnetic compatibility between rolling stock and Control-Command and Signalling trackside equipment

4.2.10: Compatibility with trackside train detection systems: vehicle design’

(27)

in point 4.4, in the last paragraph, the following sentence is deleted:

‘The Notified Body shall verify only that the documentation on operation is provided.’

(28)

in point 4.5, in the third paragraph, the following sentence is deleted:

‘The Notified Body shall verify only that the documentation on maintenance is provided.’

(29)

in point 4.5.1, the introductory phrase is replaced by the following:

‘The general documentation comprises:’;

(30)

in point 4.5.2, the third sentence of the introductory paragraph is replaced by the following:

‘The maintenance design justification file comprises:’;

(31)

point 4.8, the first paragraph, is amended as follows:

(a)

the twentieth indent is deleted;

(b)

the following indents are added:

‘Minimum brake force and, where relevant, maximum brake force and breakover loading mass for the parking brake (if applicable)

Number of axles where the parking brake is applied

Presence of one or more of the following functions: DDF, DPF, DDAF.

Description of the signal informing of a derailment or a precursor to a derailment and its transmission for units fitted with DDF or DPF.’;

(32)

point 6.1.2.1 is replaced by the following:

‘6.1.2.1   Running gear

The demonstration of conformity for running dynamic behaviour is set out in the specification referenced in Appendix D Index [8].

Units equipped with an established running gear as described in that specification are presumed to be in conformity with the relevant requirement provided that the running gears are operated within their established area of use.

The minimum axle load and maximum axle load during operation of a wagon equipped with an established running gear shall be compliant with the loading conditions between tare and loaded specified for the established running gear, as in the specification referenced in Appendix D Index [8].

In case the minimum axle load is not achieved by the mass of the vehicle in tare condition, conditions for use can be applied to the wagon requiring to operate it always with a minimum payload or a ballast (for example with an empty loading device), to be compliant with the parameters of the specification referenced in Appendix D Index [8].

In such case, the parameter ‘Mass of wagon in tare conditions’ used for dispensation of on track tests can be substituted by ‘Minimum axle load’. This shall be reported in the Technical File as a condition for use.

The assessment of the bogie frame strength shall be based on the specification referenced in Appendix D Index [9].’;

(33)

point 6.1.2.2 is replace by the following:

‘6.1.2.2.   Wheelset

The demonstration of conformity for the mechanical behaviour of the wheelset assembly shall be carried out in accordance with the specification referenced in Appendix D Index [10], which defines limit values for the axial assembly force and the associated verification test.’;

(34)

in point 6.1.2.3(a), the first, second and third paragraphs are replaced by the following:

‘Forged and rolled wheels: The mechanical characteristics shall be proven following the procedure described in the specification referenced in Appendix D Index [11].

If the wheel is intended to be used with brake blocks acting on the wheel running surface, the wheel shall be thermo mechanically proven by taking into account the maximum braking energy foreseen. A type test, as described in the specification referenced in Appendix D Index [11], shall be performed in order to check that the lateral displacement of the rim during braking and the residual stress are within the specified tolerance limits.

The decision criteria of residual stresses for forged and rolled wheels are set out in the same specification’;

(35)

in point 6.1.2.4, the first and second paragraphs are replaced by the following:

‘In addition to the requirement for the assembly above, the demonstration of conformity of the mechanical resistance and fatigue characteristics of the axle shall be based on the specification referenced in Appendix D, Index [12].

That specification includes the decision criteria for the permissible stress. A verification procedure shall exist to ensure at the production phase that no defects may adversely affect safety due to any change in the mechanical characteristics of the axles. The tensile strength of the material in the axle, the resistance to impact, the surface integrity, the material characteristics and the material cleanliness shall be verified. The verification procedure shall specify the batch sampling used for each characteristic to be verified.’;

(36)

in point 6.2.2.1, the first paragraph is replaced by the following:

‘The demonstration of conformity shall be in accordance with one of the specifications referenced in Appendix D, either Index [3] or Index [1].’;

(37)

point 6.2.2.2 is replaced by the following:

‘6.2.2.2.   Safety against derailment running on twisted track

The demonstration of conformity shall be carried out in accordance with the specification referenced in Appendix D Index [7].’;

(38)

point 6.2.2.3 is amended as follows:

(a)

the first paragraph is replaced by the following:

‘The demonstration of conformity shall be carried out in accordance with the specification referenced in Appendix D Index [7].’;

(b)

in the second paragraph, the introductory phrase is replaced by the following:

‘For units operated on the 1 668 mm track gauge network, the evaluation of the estimated value for the guiding force normalized to the radius Rm = 350 m in accordance with that specification, shall be calculated in accordance with the following formula:’;

(c)

the fifth paragraph is replaced by the following:

‘The combination of the highest equivalent conicity and speed for which the unit meets the stability criterion in the specification referenced in Appendix D Index [7] shall be recorded in the report.’;

(39)

in point 6.2.2.4, the first paragraph is replaced by the following:

‘The demonstration of conformity for mechanical resistance and fatigue characteristics of the rolling bearing shall be in accordance with the specification referenced in Appendix D Index [13].’;

(40)

point 6.2.2.5 is replaced by the following:

‘6.2.2.5.   Running gear for manual change of wheelsets

Changeover between 1 435 mm and 1 668 mm track gauges

The technical solutions described in the specification referenced in Appendix D Index [14] for axle units and for bogie units are deemed to be compliant with the requirements in point 4.2.3.6.7.

Changeover between 1 435 mm and 1 524 mm track gauges

The technical solution described in the specification referenced in Appendix D Index [15] is deemed to be compliant with the requirements in point 4.2.3.6.7.’;

(41)

in point 6.2.2.8.1, the first sentence is replaced by the following:

‘Barriers shall be tested in accordance with the specification referenced in Appendix D Index [19].’;

(42)

point 6.2.2.8.2 is amended as follows:

(a)

the first and second paragraphs are replaced by the following:

‘Testing of the materials ignitability and flame spread properties shall be performed in accordance with the specification referenced in Appendix D Index [20] for which the limit value shall be CFE ≥ 18 kW/m2.

For rubber parts of bogies, the testing shall be performed in accordance with the specification referenced in Appendix D Index [23] for which the limit value shall be MARHE ≤ 90 kW/m2 under the test conditions set out in the specification referenced in Appendix D Index [22].’;

(b)

in the third paragraph, the sixth indent is replaced by the following:

‘–

materials that meet the requirements of category C-s3, d2 or higher in accordance with the specification referenced in Appendix D Index [21].’;

(43)

point 6.2.2.8.3 is replaced by the following:

‘6.2.2.8.3   Cables

The electrical cables shall be selected and installed in accordance with the specification referenced in Appendix D Indexes [24] and [25].’;

(44)

point 6.2.2.8.4 is replaced by the following:

‘6.2.2.8.4   Flammable liquids

The measures taken shall be in accordance with the specification referenced in Appendix D Index [26].’;

(45)

point 7.1 is replaced by the following:

‘7.1   Authorisation for placing on the market

(1)

This TSI is applicable to the subsystem ‘rolling stock — freight wagons’ within the scope set out in its points 1.1, 1.2 and 2.1, which are placed on the market after the date of application of this TSI, except where point 7.1.1 ‘Application to ongoing projects’ applies.

(2)

This TSI is also applicable on a voluntary basis to:

units referred to in point 2.1(a) in running mode, in case they correspond to a ‘unit’ as defined in this TSI, and

units as defined in point 2.1(c), in case they are in empty configuration.

In case the applicant chooses to apply this TSI, the corresponding EC declaration of verification shall be recognised as such by Member States.

(3)

Compliance with this Annex in its version applicable before 28 September 2023 is deemed equivalent to compliance with this TSI, except for changes listed in Appendix A.’;

(46)

point 7.1.1 is replaced by the following:

‘7.1.1.   Application to ongoing projects

(1)

The application of this TSI applicable from 28 September 2023 is not mandatory for projects that, on that date, are in phase A or phase B as defined in points 7.2.3.1.1 and 7.2.3.1.2 of the ‘previous TSI’ (i.e. this Regulation, as amended by Commission Implementing Regulation (EU) 2020/387 (*1)).

(2)

Without prejudice to Appendix A, Table A.2, the application of the requirements of Chapters 4, 5, 6 to projects referred in point (1) is possible on a voluntary basis.

(3)

If the applicant chooses not to apply this TSI version to an ongoing project, the version of this TSI applicable at the beginning of phase A as referred to in point (1) remains applicable.

(*1)  Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulations (EU) No 321/2013, (EU) No 1302/2014 and (EU) 2016/919 as regards the extension of the area of use and transition phases (OJ L 73, 10.3.2020, p. 6-18).’;"

(47)

point 7.1.2, the third paragraph, is amended as follows:

(a)

the following points (d1) and (d2) are inserted after point (d):

‘(d1)

If the unit has electronic equipment on board emitting interference current via the rail, the ‘influencing unit’ (as defined in the technical document referenced in Appendix D.2 Index [A]) of which the unit is planned to be part shall be compliant with specific cases for track circuits notified under Article 13 of CCS TSI by applying the harmonised vehicle test methods and vehicle impedance referred in the technical document referenced in Appendix D.2 Index [A]. Compliance of the unit can be demonstrated based on the technical document referred in Article 13 of CCS TSI and is checked by the Notified Body as part of EC verification.

(d2)

If the unit has electrical or electronic equipment on board emitting interference electromagnetic fields:

close to the wheel sensor of an axle counter, or

induced by the return current via the rail if applicable.

The ‘influencing unit’ (as defined in the technical document referenced in Appendix D.2 Index [A]) of which the unit is planned to be part shall be compliant with specific cases for axle counters notified under Article 13 of CCS TSI. Compliance of the unit shall be demonstrated by applying the harmonised vehicle test methods referred in the technical document referenced in appendix D.2 index [A] or alternatively based on the technical document referred in Article 13 of CCS TSI. It is checked by the Notified Body as part of EC verification.’;

(b)

point (e) is replaced by the following:

‘(e)

The unit must be equipped with the manual coupling system in accordance with the prescriptions set out in Appendix C, Section 1, including the fulfilment of Section 8 or with any semi-automatic or automatic coupling system.’;

(c)

point (g) is replaced by the following:

‘(g)

The unit must be marked with all applicable markings in accordance with the specification referenced in Appendix D Index [2].’;

(d)

point (h) is replaced by the following:

‘(h)

The minimum and, where relevant maximum parking brake force, the number of wheelsets (N) and the number of wheelsets on which the parking brake is applied (n) shall be marked as set out in Figure 1:

Figure 1

Marking of the parking brake force

Image 1

Image 2

(48)

in point 7.2.1, the fifth paragraph is replaced by the following:

‘Non-certified ICs: Components which correspond to an IC in Chapter 5 but are not holding a certificate of conformity and which are produced before the expiry of the transitional period referred to in Article 8’;

(49)

in point 7.2.2, the heading is replaced by the following:

‘7.2.2.

Changes to a unit in operation or to an existing unit type’;

(50)

in point 7.2.2.1, the second paragraph, the first sentence is replaced by the following:

‘This point 7.2.2 applies in case of any change(s) to a unit in operation or to an existing unit type, including renewal or upgrade.’;

(51)

point 7.2.2.2 is amended as follows:

(a)

the second paragraph is replaced by the following:

‘Without prejudice to point 7.2.2.3, compliance with the requirements of this TSI or Commission Regulation (EU) No 1304/2014 (*2) (‘TSI NOI’) (see point 7.2 of TSI NOI) shall only be needed for the basic parameters in this TSI which may be affected by the change(s).

(*2)  Commission Regulation (EU) No 1304/2014 of 26 November 2014 on the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ amending Decision 2008/232/EC and repealing Decision 2011/229/EU (OJ L 356, 12.12.2014, p. 421).’;"

(b)

in Table 11a, the following row 4.2.3.5.3 is inserted:

‘4.2.3.5.3

Derailment detection and prevention function

Presence and type of derailment detection and prevention function(s)

Fitting/removing of prevention/detection function

N/A’

(c)

the twelfth and thirteenth paragraphs are replaced by the following:

‘In order to establish the EC type or design examination certificate, the notified body selected by the entity managing the change may refer to:

the original EC type or design examination certificate for parts of the design that are unchanged or those that are changed but do not affect the conformity of the subsystem, as far as it is still valid,

additional EC type or design examination certificate (amending the original certificate) for modified parts of the design that affect the conformity of the subsystem with the TSIs referred to in the certification framework defined in point 7.2.3.1.1.

In case the validity period of the EC type or design examination certificate for the original type is limited to 10 years (due to the application of the former Phase A/B concept), the validity period of the EC type or design examination certificate for the modified type, type variant or type version shall be limited to 14 years after the date of appointment of a notified body by the applicant for the initial rolling stock type (beginning of phase A of the original EC type or design examination certificate).’;

(52)

in point 7.2.2.3, the heading and the first paragraph are replaced by the following:

‘7.2.2.3.   Particular rules for units in operation not covered by an EC declaration of verification with a first authorisation for placing in service before 1 January 2015

The following rules apply, in addition to point 7.2.2.2, to units in operation with a first authorisation for placing in service before 1 January 2015, where the scope of the change has an impact on basic parameters not covered by the EC declaration.’;

(53)

point 7.2.2.4 is amended as follows:

(a)

the heading is replaced by the following:

‘7.2.2.4.

Rules for the extension of the area of use for units in operation having an authorisation in accordance with Directive 2008/57/EC or in operation before 19 July 2010 ’;

(b)

in point (4), point (a) is replaced by the following:

‘(a)

specific cases relating to any part of the extended area of use, listed in this TSI, TSI NOI and CCS TSI;’;

(54)

point 7.2.3.1 is replaced by the following:

‘7.2.3.1.   Rolling stock subsystem

This point concerns a rolling stock type (unit type in the context of this TSI), as defined in Article 2(26) of Directive (EU) 2016/797, which is subject to an EC type or design verification procedure in accordance with section 6.2 of this TSI. It also applies to the EC type or design verification procedure in accordance with the TSI NOI, which refers to this TSI for its scope of application to freight units.

The TSI assessment basis for an EC type or design examination is defined in columns ‘Design review’ and ‘Type test’ of Appendix F of this TSI and of Appendix C of the TSI NOI.’;

(55)

points 7.2.3.1.1 and 7.2.3.1.2 are replaced by the following:

‘7.2.3.1.1.   Definitions

(1)   Initial assessment framework

The initial assessment framework is the set of TSIs (this TSI and the TSI NOI) applicable at the beginning of the design phase when the notified body is contracted by the applicant.

(2)   Certification framework

The certification framework is the set of TSIs (this TSI and the TSI NOI) applicable at the time of issuing the EC type or design examination certificate. It is the initial assessment framework amended with the revisions of TSIs that came into force during the design phase.

(3)   Design phase

The design phase is the period starting once a notified body, which is responsible for EC verification, is contracted by the applicant and ending when the EC type or design examination certificate is issued.

A design phase can cover a type and one or several type variant(s) and type version(s). For all type variant(s) and type version(s), the design phase is considered as starting at the same time as for the main type.

(4)   Production phase

The production phase is the period during which units may be placed on the market on the basis of an EC declaration of verification referring to a valid EC type or design examination certificate.

(5)   Unit in operation

A unit is in operation when it is registered with ‘Valid’ registration code ‘00’, in the National Vehicle Register in accordance with Decision 2007/756/EC or in the European Vehicle Register in accordance with Implementing Decision (EU) 2018/1614 and maintained in a safe state of running in accordance with Implementing Regulation (EU) 2019/779.

7.2.3.1.2.   Rules related to the EC type or design examination certificate

(1)

The notified body shall issue the EC type or design examination certificate referring to the certification framework.

(2)

When a revision of this TSI or of the TSI NOI comes into force during the design phase, the notified body shall issue the EC type or design examination certificate in accordance with the following rules:

For changes in the TSIs that are not referenced in Appendix A, conformity with the initial assessment framework leads to conformity to the certification framework. The Notified Body shall issue the EC type or design examination certificate referring to the certification framework without additional assessment.

For changes in the TSIs that are referenced in Appendix A, their application is mandatory in accordance with the transition regime laid down in that Appendix. During the transition period, the Notified Body may issue the EC type or design examination certificate referring to the certification framework without additional assessment. The Notified Body shall list in the EC type or design examination certificate all the points assessed in accordance with the initial assessment framework.

(3)

When several revisions of this TSI or of the TSI NOI come into force during the design phase, point (2) shall apply to all revisions successively

(4)

It is always permissible (but not mandatory) to use a most recent version of any TSI, either totally or for particular sections, unless explicitly otherwise specified in the revision of those TSIs; in case of application limited to particular sections, the applicant has to justify and document that applicable requirements remain consistent, and that has to be approved by the notified body.’;

(56)

the following point 7.2.3.1.3 is inserted:

‘7.2.3.1.3.   Validity of the EC type or design examination certificate

(1)

When a revision of this TSI or of the TSI NOI comes into force, the EC type or design examination certificate for the subsystem remains valid unless it is required to be revised in accordance with the specific transition regime of a TSI change.

(2)

Only the changes to the TSIs with a specific transition regime can apply to units in production phase or to units in operation.’;

(57)

point 7.2.3.2 is replaced by the following:

‘7.2.3.2.   Interoperability constituents

(1)

This point concerns interoperability constituents which are subject to type examination or design examination or to suitability for use.

(2)

The type or design examination or suitability for use remains valid even if a revision of this TSI or of the TSI NOI comes into force, unless explicitly otherwise specified in the revision of those TSIs.

During this time, new constituents of the same type are permitted to be placed on the market without a new type assessment.’;

(58)

in point 7.3.1, the first paragraph is replaced by the following:

‘The specific cases, as listed in point 7.3.2, are classified as:

“P” cases: “permanent” cases.

“T0”: “temporary” cases of indefinite duration, where the target system shall be reached by a date still to be determined.

“T2” cases: “temporary” cases, where the target system shall be reached by 31 December 2035.’;

(59)

point 7.3.2.2 is amended as follows:

(a)

‘EN 15437-1:2009’ is replaced by ‘EN 15437-1:2009+A1:2022’

(b)

in point (a) the first sentence is replaced by the following:

‘(“T2”) Units intended to operate on the Swedish railway network shall be compliant with the target and prohibitive zones as set out in Table 12.’

(c)

the following point (b) is added:

‘(b)

Specific case France (‘T0’)

This specific case is applicable to all units intended to operate on the French railway network.

Points 5.1 and 5.2 of standard EN 15437-1:2009+A1:2022 apply with the following specificities. The notations are the ones used in picture 3 of the standard.

WTA

=

70 mm

YTA

=

1 092,5 mm

LTA

=

Vmax x 0,56 (Vmax being the maximal line speed at the level of the Hot Axle Box Detector (HABD), expressed in km/h).

Units mutually recognised in accordance with point 7.1.2 and units equipped with on-board axle bearing condition monitoring equipment are exempted from this specific case. The exemption of units in accordance with point 7.1.2 is not applicable when using other conformity assessment methods in accordance with point 6.1.2.4a.’;

(60)

in point 7.3.2.4, the heading ‘Specific case UK for Great Britain’ and the following two paragraphs are deleted;

(61)

point 7.3.2.5 is replaced by the following:

‘7.3.2.5   Brake safety requirements (point 4.2.4.2)

Specific case Finland

For freight wagon intended to operate only on 1 524 mm network, the safety requirement defined in point 4.2.4.2 is deemed fulfilled if the unit complies with conditions defined in point 9 of Appendix C with the following modifications:

(1)

(point 9(d) of Appendix C) the braking performance shall be determined on the basis of the minimum distance of 1 200 m between signals on the Finnish network. The minimum percentage of braked weight is 55 % for 100 km/h and 85 % for 120 km/h;

(2)

(point 9(l) of Appendix C) if the brake system requires an interoperability constituent ‘friction element for wheel tread brakes’, the interoperability constituent shall comply with the requirements of point 6.1.2.5 or be made of cast iron.’;

(62)

point 7.3.2.7 is deleted;

(63)

point 7.6 is deleted;

(64)

Appendix A is replaced by the following:

‘Appendix A

Changes of requirements and transition regimes

For other TSI points than these listed in Table A.1 and Table A.2, compliance with the ‘previous TSI’ (i.e. this Regulation, as amended by Commission Implementing Regulation (EU) 2020/387 (*3) imply compliance with this TSI applicable from 28 September 2023.

Changes with a generic transition regime of 7 years:

For TSI points listed in Table A.1, compliance with the previous TSI does not imply compliance with the version of this TSI applicable from 28 September 2023.

Projects already in design phase on 28 September 2023 shall comply with the requirement of this TSI from 28 September 2030.

Projects in production phase and units in operation are not affected by the TSI requirements listed in Table A.1

Table A.1

transition regime of 7 years

TSI point(s)

TSI point(s) in previous TSI

Explanation of the TSI change

4.2.2.3

Second paragraph

New requirement

Inclusion of a requirement on the securing devices

4.2.3.5.3

Derailment detection and prevention function

No point

Inclusion of requirements for the derailment detection and prevention function

4.2.4.3.2.1

Service brake

4.2.4.3.2.1

Service brake

Evolution of the specification referenced in Appendix D.1, Indexes [16] and [17]

4.2.4.3.2.2

Parking brake

4.2.4.3.2.2

Parking brake

Evolution of the specification referenced in Appendix D.1 Index [17]

4.2.4.3.2.2

Parking brake

4.2.4.3.2.2

Parking brake

Change in the calculation of the parking brake parameters

6.2.2.8.1

Testing of barriers

6.2.2.8.1

Testing of barriers

Evolution of the specification referenced in Appendix D.1 Index [19]

7.1.2

(h) Marking of the parking brake

7.1.2

(h) Marking of the parking brake

Change in the required marking

Point 9 of Appendix C

Point 9 of Appendix C

Evolution of the specification referenced in Appendix D.1, Indexes [38], [39], [46], [48], [49], [58]

Points referring to Appendix H and Appendix D.2 index [B]

New requirement

Inclusion of requirements on the codification of units intended to be used in combined transport

Points referring to Appendix D.2 index [A] except to point 3.2.2

Points referring to ERA/ERTMS/033281 V4except to point 3.2.2

ERA/ERTMS/033281 V5 replaces ERA/ERTMS/033281 V4, main changes concern frequency management for interference current limits and closure of open points

Changes with a specific transition regime:

For TSI points listed in Table A.2, compliance with the previous TSI does not imply compliance with this TSI applicable from 28 September 2023.

Projects already in design phase on 28 September 2023, projects in production phase, and units in operation shall comply with the requirement of this TSI in accordance with the respective transition regime set out in Table A.2 starting from 28 September 2023.

Table A.2

Specific transition regime

TSI point(s)

TSI points(s) in previous TSI

Explanation on TSI change

Transition regime

Design phase not started

Design phase started

Production phase

units in operation

Points referring to point 3.2.2 Appendix D.2 Index [A]

Points referring to point 3.2.2 of ERA/ERTMS/033281 V4

ERA/ERTMS/033281 V5 replaces ERA/ERTMS/033281 V4

Transition regime is defined in Table B1 in Appendix B to the CCS TSI

;

(*3)  Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulation (EU) No 321/2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system (OJ L 73 10.3.2020, p. 6)."

(65)

Appendix C is amended as follows:

(a)

in the section ‘Additional optional conditions’, ‘C.18’ is replaced by ‘C.20’;

(b)

point 1 is replaced by the following:

‘1.   Manual coupling system

The manual coupling system shall comply with the following requirements:

The screw coupling system excluding the draw hook, and the draw hook itself, shall respectively comply with the requirements related to freight wagons defined in Appendix D Index [31]

The wagon shall comply with the requirements related to freight wagons defined in Appendix D Index [59]

The buffer shall comply with the requirements related to freight wagons defined in Appendix D Index [32]

Where a combined automatic and screw coupler is fitted, it is permissible for the auto coupler head to infringe the space for shunting staff on the left hand side when it is stowed and the screw coupler is in use. In this case the marking defined in the specification referenced in Appendix D Index [2] is mandatory.

In order to provide this full compatibility, it is permitted to have a different value of the distance between buffer centrelines, 1 790 mm (Finland) and 1 850 mm (Portugal and Spain) taking into account the specification referenced in Appendix D Index [32]’;

(c)

point 2 is replaced by the following:

‘2.   UIC footsteps and handrails

The unit shall be equipped with footsteps and handrails in accordance with the specification referenced in Appendix D Index [28] and with clearances in accordance with the same specification’;

(d)

point 3 is replaced by the following:

‘3.   Ability to be hump shunted

In addition to the requirements of point 4.2.2.2 the unit shall be assessed in accordance with the specification referenced in Appendix D Index [1] and classified in Category F I in accordance with the same specification with the following exception: for units designed to carry motor vehicles or combined transport units without long stroke shock absorbers the Category F-II may be used. The requirements concerning the buffing tests in the same specification apply.’;

(e)

in point 7, the following points (c) and (d) are added:

‘(c)

If the unit has electronic equipment on board emitting interference current via the rail, the ‘influencing unit’ (as defined in the technical document referenced in Appendix D.2 Index [A]) of which the unit is planned to be part shall be compliant with specific cases for track circuits notified under Article 13 of CCS TSI by applying the harmonised vehicle test methods and vehicle impedance referred in the technical document referenced in Appendix D.2 Index [A]. Compliance of the unit can be demonstrated based on the technical document referred in Article 13 of CCS TSI and is checked by the Notified Body as part of EC verification.

(d)

If the unit has electrical or electronic equipment on board emitting interference electromagnetic fields:

close to the wheel sensor of an axle counter, or

induced by the return current via the rail if applicable.

The ‘influencing unit’ (as defined in the technical document referenced in Appendix D.2 Index [A]) of which the unit is planned to be part shall be compliant with specific cases for axle counters notified under Article 13 of CCS TSI by applying the harmonised vehicle test methods referred in the technical document referenced in Appendix D.2 Index [A]. Compliance of the unit can be demonstrated based on the technical document referred in Article 13 of CCS TSI and is checked by the Notified Body as part of EC verification.’;

(f)

point 8 is replaced by the following:

‘8.   Tests concerning longitudinal compressive forces

The verification of safe running under longitudinal compressive forces shall be in accordance with the specification referenced in Appendix D Index [33].’;

(g)

point 9 is amended as follows:

(i)

point (c) is replaced by the following:

‘Every unit shall be fitted with a brake system having at least brake modes G and P. The brake modes G and P shall be assessed in accordance with the specification referenced in Appendix D Index [36].’;

(ii)

in point (e), the second sentence is replaced by the following:

‘The brake application time of the P brake mode in accordance with the specification referenced in Appendix D Index [36] are also valid for further brake modes.’;

(iii)

in point (f), the second sentence is replaced by the following:

‘Details for standardised air reservoirs are set out in the specifications referenced in Appendix D Index [40] and Index [41].’;

(iv)

in point (h), the first sentence is replaced by the following:

‘The distributor and distributor isolating device shall be in accordance with the specification referenced in Appendix D Index [34].’;

(v)

point (i) is amended as follows:

point (i) is replaced by the following:

‘(i)

The interface of the brake pipe shall be in accordance with the specification referenced in Appendix D Index [42].’;

point (iv) is replaced by the following:

‘(iv)

The end cocks shall be in accordance with the specification referenced in Appendix D Index [43].’;

(vi)

points (j) and (k) are replaced by the following:

‘(j)

The brake mode switching device shall be in accordance with the specification referenced in Appendix D Index [44].

(k)

Brake block holders shall be in accordance with the specification referenced in Appendix D Index [45].’;

(vii)

point (l) is replaced by the following:

‘If the brake system requires a ‘friction element for wheel tread brakes’ interoperability constituent, the interoperability constituent shall, in addition to the requirements of point 6.1.2.5, comply with the specification referenced in Appendix D Index [46] or Index [47].’;

(viii)

in point (m), the first and second sentences are replaced by the following:

‘Slack adjusters shall be in accordance with the specification referenced in Appendix D Index [48]. The assessment of conformity shall be carried out in accordance with the same specification’;

(ix)

point (n) is replaced by the following:

‘(n)

If the unit is equipped with a wheel slide protection system (WSP) it shall be in accordance with the specification referenced in Appendix D Index [49].

Table C.3

Minimum braking performance for brake modes G and P

Braking mode

Command Equipment

Unit type

Load status

Requirement for running speed at 100 km/h

Requirement for running speed at 120 km/h

Maximum braking distance

Minimum braking distance

Maximum braking distance

Minimum braking distance

Braking mode ‘P’

Changeover (2)

‘S1’ (3)

Empty

Smax = 700 m

λmin = 65 %

amin = 0,60 m/s2

Smin = 390 m

λmax = 125 %, (130 %) (4)

amax = 1,15 m/s2

Smax = 700 m

λmin = 100 %

amin = 0,88 m/s2

Smin = 580 m

λmax = 125 %, (130 %)( (4)

amax = 1,08 m/s2

Inter-mediate

Smax = 810 m

λmin = 55 %

amin = 0,51 m/s2

Smin = 390 m

λmax = 125 %

amax = 1,15 m/s2

 

 

Loaded

Smax = 700 m

λmin = 65 %

amin = 0,60 m/s2

Smin = Max [(S = 480 m, λmax = 100 %, amax = 0,91 m/s2) (S obtained with a mean retardation force of 16,5 kN per axle)] (5)

 

 

Variable load Relay (6)

‘SS’, ‘S2’

Empty

Smax = 480 m

λmin = 100 % (7)

amin = 0,91 m/s2  (7)

Smin = 390 m

λmax = 125 %, (130 %) (2)

amax = 1,15 m/s2

Smax = 700 m

λmin = 100 %

amin = 0,88 m/s2

Smin = 580 m

λmax = 125 %, (130 %) (2)

amax = 1,08 m/s2

‘S2’ (8)

Loaded

Smax = 700 m

λmin = 65 %

amin = 0,60 m/s2

Smin = Max [(S = 480 m, λmax = 100 %, amax = 0,91 m/s2) (S obtained with a mean retardation force of 16,5 kN per axle)] (9)

 

 

‘SS’ (10)

Loaded

(18 t per axle for brake blocks)

 

 

Smax  (11) = Max [S = 700 m, λmax = 100 %,

amax = 0,88 m/s2) (S obtained with a mean retardation force of 16 kN per axle)] (12)

Braking mode ‘G’

 

 

 

 

There shall be no separate assessment of the braking performance of units in position G. A unit’s braked weight in position G is the result of the braked weight in position P (see the specifications referenced in Appendix D, either Index [17] or Index [58]

 

 

(x)

the following point (o) is added:

‘(o)

For wagons with composite brake blocks and a nominal wheel diameter of max 1 000 mm, minimal worn 840 mm and a braked weight per wheelset of more than 15,25 t (14,5 t plus 5%), a relay valve type E in accordance with the specification referenced in Appendix D Index [35] shall be used. For wagons with a nominal wheel diameter smaller than 920 mm, this brake weight limit value shall be adapted in line with the energy input into the wheel rim.’;

(h)

point 12 is replaced by the following:

‘12.   Welding

Welding shall be carried out in accordance with the specifications referenced in Appendix D Indexes [50] to [54]’;

(i)

in point 14, the second paragraph, the introductory phrase is replaced by the following:

‘With regard to the use of wheel tread brake systems, this condition is deemed to be met if the ‘friction element for wheel tread brakes’ interoperability constituent is, in addition to the requirements of point 6.1.2.5, compliant with the specification referenced in Appendix D, either Index [46] or Index [47], and if the wheel:’;

(j)

points 15 to 18 are replaced by the following:

‘15.   Specific product properties concerning the wheel

The wheels shall be in accordance with the specification referenced in Appendix D Index [55]. The thermal mechanical type test required in point 6.1.2.3 shall be carried out in accordance with the specification referenced in Appendix D Index [11] when the complete brake system is acting directly on the wheel tread.

16.   Tow hooks

Units shall be provided with tow hooks, each one being fixed to the side of the unit underframe in accordance with the specification referenced in Appendix D Index [56].

Alternative technical solutions are allowed as far as conditions listed in the same specification are respected. If the alternative solution is a cable eye bracket, it shall in addition have a minimum diameter of 85 mm.

17.   Protective devices on protruding parts

To ensure the safety of staff, protruding (e.g. angular or pointed) parts of the unit located up to 2 m above rail level or above passageways, working surfaces or tow hooks which are liable to cause accidents, shall be fitted with protective devices as described in the specification referenced in Appendix D Index [56].

18.   Label holders and attachment devices for rear-end signal

All units shall be equipped with a label holder in accordance with the specification referenced in Appendix D Index [57] and at both ends with attachment devices as set out in point 4.2.6.3.’;

(k)

point 20 is replaced by the following:

‘20.   Running dynamic behaviour

The combination of maximum operating speed and maximum admissible cant deficiency shall be in accordance with the specification referenced in Appendix D Index [7].

Units equipped with established running gear as specified in point 6.1.2.1 are presumed to be in conformity with this requirement.’;

(66)

Appendix D is replaced by the following:

‘Appendix D

D.1   Standards or normative documents

Index

Characteristics to be assessed

TSI point

Mandatory standard point

[1]

EN 12663-2:2010

Railway applications - Structural requirements of railway vehicle bodies - Part 2: Freight wagons

[1.1]

Strength of unit

4.2.2.2

5

[1.2]

Strength of unit – demonstration of conformity

6.2.2.1

6, 7

[1.3]

Ability to be hump shunted

Appendix C, point 3

8

[1.4]

Classification

Appendix C, point 3

5.1

[1.5]

Requirements concerning the buffing tests

Appendix C, point 3

8.2.5.1

[2]

EN 15877-1:2012+A1:2018

Railway applications - Marking on railway vehicles - Part 1: Freight wagons

[2.1]

Lifting and jacking position marking

4.2.2.2

4.5.14

[2.2]

Marking of DDAF

4.2.3.5.3.4

4.5.59

[2.3]

Applicable markings

7.1.2 (g)

all points except 4.5.25(b)

[2.4]

Marking for combined automatic and screw coupler

Appendix C, point 1

Figure 75

[3]

EN 12663-1:2010+A1:2014

Railway applications - Structural requirements of railway vehicle bodies - Part 1: Locomotives and passenger rolling stock (and alternative method for freight wagons)

[3.1]

Strength of unit – demonstration of conformity

6.2.2.1

9.2, 9.3

[3.2]

Strength of unit - fatigue strength

6.2.2.1

5.6

[4]

EN 15273-2:2013+A1 :2016

Railway applications - Gauges - Part 2: Rolling stock gauge

[4.1]

Gauging

4.2.3.1

5, annexes A to J, L, M, P

[5]

EN 15528:2021

Railway applications - Line categories for managing the interface between load limits of vehicles and infrastructure

[5.1]

Compatibility with load carrying capacity of lines

4.2.3.2

6.1, 6.2

[6]

EN 15437-1:2009+A1:2022

Railway applications – Axle box condition monitoring – Interface and design requirements - Part 1: Track side equipment and rolling stock axle box

[6.1]

Axle bearing condition monitoring

4.2.3.4

5.1, 5.2

[7]

EN 14363:2016+A2:2022

Railway applications - Testing and Simulation for the acceptance of running characteristics of railway vehicles - Running Behaviour and stationary tests

[7.1]

Safety against derailment running on twisted track

6.2.2.2

4, 5, 6.1

[7.2]

Running dynamic behaviour

4.2.3.5.2

4, 5, 7

[7.3]

Running dynamic behaviour - On-track tests

6.2.2.3

4, 5, 7

[7.4]

Application to units operated on the 1 668 mm track gauge network

6.2.2.3

7.6.3.2.6 (2)

[7.5]

Running dynamic behaviour

C.20

Table H.1

[8]

EN 16235:2013

Railway application - Testing for the acceptance of running characteristics of railway vehicles - Freight wagons - Conditions for dispensation of freight wagons with defined characteristics from on-track tests in accordance with EN 14363

[8.1]

Running dynamic behaviour

6.1.2.1

5

[8.2]

Established running gear

6.1.2.1

6

[8.3]

Minimum axle load for established running gears

6.1.2.1

Table 7, 8, 10, 13, 16 and 19, in chapter 6

[9]

EN 13749:2021

Railway applications - Wheelsets and bogies - Method of specifying the structural requirements of bogie frames

[9.1]

Structural design of bogie frame

4.2.3.6.1

6.2

[9.2]

Assessment of the bogie frame strength

6.1.2.1

6.2

[10]

EN 13260:2020

Railway applications - Wheelsets and bogies - Wheelsets - Product requirements

[10.1]

Characteristics of wheelsets

6.1.2.2

4.2.1

[11]

EN 13979-1:2020

Railway applications - Wheelsets and bogies - Monobloc wheels - Technical approval procedure - Part 1: Forged and rolled wheels

[11.1]

Mechanical characteristics of wheels

6.1.2.3

8

[11.2]

Thermomechanical behaviour and criteria for residual stress

6.1.2.3

7

[11.3]

Specific product properties concerning the wheel

Appendix C, point 15

7

[11.4]

Specific product properties concerning the wheel - Thermomechanical type test

Appendix C, point 15

Table A.1

[12]

EN 13103-1:2017+A1:2022

Railway applications - Wheelsets and bogies - Part 1: Design method for axles with external journals

[12.1]

Method of verification

6.1.2.4

5, 6, 7

[12.2]

Decision criteria for permissible stress

6.1.2.4

8

[13]

EN 12082:2017+A1:2021

Railway applications – Axle boxes - Performance testing

[13.1]

Mechanical resistance and fatigue characteristics of the rolling bearing

6.2.2.4

7

[14]

UIC 430-1:2012

Conditions with which wagons must comply in order to be accepted for transit between standard gauge railways and the Spanish and Portuguese broad gauge railways

[14.1]

Changeover between 1 435 mm and 1 668 mm track gauges, for axle units

6.2.2.5

Figures 9 and 10 of Annex B.4, and Figure 18 of Annex H

[14.2]

Changeover between 1 435 mm and 1 668 mm track gauges, for bogie units

6.2.2.5

Figure 18 of Annex H and Figures 19 and 20 of Annex I

[15]

UIC 430-3:1995

Goods wagons - Conditions to be satisfied by goods wagons to make them acceptable for running on both standard-gauge networks and the network of the Finnish state railways

[15.1]

Changeover between 1 435 mm and 1 524 mm track gauges

6.2.2.5

Annex 7

[16]

EN 14531-1:2015+A1 :2018

Railway applications - Methods for calculation of stopping distances, slowing distances and immobilization braking - Part 1: General algorithms utilizing mean value calculation for train sets or single vehicles

[16.1]

Service brake

4.2.4.3.2.1

4

[16.2]

Parking brake

4.2.4.3.2.2

5

[16.3]

Distance calculation

Appendix C, point 9, Table C.3

4

[17]

UIC 544-1:2014

Brakes - Braking performance

[17.1]

Service brake - calculation

4.2.4.3.2.1

1 to 3 and 5 to 8

[17.2]

Service brake - validation

4.2.4.3.2.1

Appendix B

[17.3]

Assessment of braking mode G

C.9 - Table C.3

1 to 3 and 5 to 8

[18]

EN 50125-1:2014

Railway applications - Environmental conditions for equipment -Part 1: Rolling stock and on-board equipment

[18.1]

Environmental conditions

4.2.5

4.7

[19]

EN 1363-1:2020

Fire resistance tests - Part 1: General Requirements

[19.1]

Barriers

6.2.2.8.1

4 to 12

[20]

ISO 5658- 2:2006/Am1:2011

Reaction to fire tests — Spread of flame — Part 2: Lateral spread on building and transport products in vertical configuration

[20.1]

Testing of the materials ignitability and flame spread properties

6.2.2.8.2

5 to 13

[21]

EN 13501-1:2018

Fire classification of construction products and building elements - Part 1: Classification using data from reaction to fire tests

[21.1]

Material properties

6.2.2.8.2

8

[22]

EN 45545-2:2020

Railway applications - Fire protection on railway vehicles -Part 2: Requirements for fire behaviour of materials and components

[22.1]

Test conditions

6.2.2.8.2

Ref T03.02 of Table 6

[23]

ISO 5660-1:2015+Amd1:2019

Reaction-to-fire tests — Heat release, smoke production and mass loss rate —Part 1: Heat release rate (cone calorimeter method) and smoke production rate (dynamic measurement)

[23.1]

Testing of rubber parts of bogies

6.2.2.8.2

5 to 13

[24]

EN 50355:2013

Railway applications - Railway rolling stock cables having special fire performance -Guide to use

[24.1]

Cables

6.2.2.8.3

1, 4 to 9

[25]

EN 50343:2014/A1:2017

Railway applications -Rolling stock -Rules for installation of cabling

[25.1]

Cables

6.2.2.8.3

1, 4 to 7

[26]

EN 45545-7:2013

Railway applications -Fire protection on railway vehicles -Part 7: Fire safety requirements for flammable liquid and flammable gas installations

[26.1]

Flammable liquids

6.2.2.8.4

4 to 9

[27]

EN 50153:2014+A2:2020

Railway applications -Rolling stock -Protective provisions relating to electrical hazards

[27.1]

Protective measures against indirect contact (protective bonding)

4.2.6.2.1

6.4

[27.2]

Protective measures against direct contact

4.2.6.2.2

5

[28]

EN 16116-2:2021

Railway applications - Design requirements for steps, handrails and associated access for staff - Part 2: Freight wagons

[28.1]

Attachment devices for rear-end signal

4.2.6.3

Figure 10

[28.2]

UIC footsteps and handrails

Clearances

Appendix C, point 2

4, 5

6.2

[29]

EN 15153-1:2020

Railway applications -External visible and audible warning devices for trains -Part 1: Head, marker and tail lamps

[29.1]

Rear-end signal - colour of tail lamps

Appendix E, point 1

5.5.3

[29.2]

Rear-end signal - lighting intensity of tail lamps

Appendix E, point 1

Table 8

[30]

EN 12899-1:2007

Fixed, vertical road traffic signs - Part 1: Fixed signs

[30.1]

Reflective plates

Appendix E, point 2

Class Ref. 2

[31]

EN 15566:2022

Railway applications - Railway rolling stock - Draw gear and screw coupling

[31.1]

Manual coupling system

Appendix C, point 1

4, 5, 6, 7 (except 4.3 and the dimension ‘a’ in Annex B Figure B.1 which shall be treated as informative).

[32]

EN 15551:2022

Railway applications - Railway rolling stock - Buffers

[32.1]

Buffers

Appendix C, point 1

4 (except 4.3), 5, 6 (except 6.2.2.3 and E.4), and 7

[33]

EN 15839:2012+A1:2015

Railway applications - Testing for the acceptance of running characteristics of railway vehicles - Freight wagons - Testing of running safety under longitudinal compressive forces

[33.1]

Tests concerning longitudinal compressive forces

Appendix C, point 8

All

[34]

EN 15355:2019

Railway applications - Braking - Distributor valves and distributor-isolating devices

[34.1]

Distributor and distributor isolating device

Appendix C, point 9(h)

5, 6

[35]

EN 15611:2020+A1:2022

Railway applications - Braking - Relay valves

[35.1]

Variable load relay

Appendix C, point 9, Table C.3

5, 6, 7, 10

[35.2]

Type of relay valve

Appendix C, point 9(o)

5, 6, 7, 10

[36]

UIC 540:2016

Brakes - Air brakes for freight trains and passenger trains

[36.1]

UIC brake

Appendix C, points 9(c) and (e)

2

[37]

EN 14531-2:2015

Railway applications - Methods for calculation of stopping and slowing distances and immobilization braking - Part 2: Step by step calculations for train sets or single vehicles

[37.1]

Service brake

4.2.4.3.2.1

4 & 5

[38]

EN 15624:2021

Railway applications - Braking - Empty-loaded changeover devices

[38.1]

Changeover specification

Appendix C, point 9, Table C.3

4, 5, 8

[39]

EN 15625:2021

Railway applications - Braking - Automatic variable load sensing devices

[39.1]

Variable load sensing devices

Appendix C, point 9, Table C.3

5, 6, 9

[40]

EN 286-3:1994

Simple unfired pressure vessels designed to contain air or nitrogen – Part 3: Steel pressure vessels designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock

[40.1]

Air reservoirs - steel

Appendix C, point 9(f)

4, 5, 6, 7

[41]

EN 286-4:1994

Simple unfired pressure vessels designed to contain air or nitrogen – Part 4: Aluminium alloy pressure vessels designed for air braking equipment and auxiliary pneumatic equipment for railway rolling stock

[41.1]

Air reservoirs - aluminium

Appendix C, point 9(f)

4, 5, 6, 7

[42]

EN 15807:2021

Railway applications - Pneumatic half couplings

[42.1]

Interface of the brake pipe

Appendix C, point 9 (i)

5, 6, 9

[43]

EN 14601:2005+A1:2010+A2 :2021

Railway applications - Straight and angled end cocks for brake pipe and main reservoir pipe

[43.1]

End cocks

Appendix C, point 9(i)

4, 5, 7, 9

[44]

UIC 541-1:2013

Brakes - Regulations concerning the design of brake components

[44.1]

Brake mode switching device

Appendix C, point 9(j)

Appendix E

[45]

UIC 542:2015

Brake parts – Interchangeability

[45.1]

Brake block holders

Appendix C, point 9 (k)

1 to 5

[46]

UIC 541-4:2020

Composite brake blocks - General conditions for certification and use

[46.1]

Friction element for wheel tread brakes

Appendix C, point 9(l)

1, 2

[47]

EN 16452:2015+A1:2019

Railway applications - Braking - Brake blocks

[47.1]

Friction element for wheel tread brakes

Appendix C, point 9(l)

4 to 11

[48]

EN 16241:2014+A1 :2016

Railway applications - Slack adjuster

[48.1]

Slack adjusters

Assessment of conformity

Appendix C, point 9(m)

4, 5, 6.2

6.3.2 to 6.3.5

[49]

EN 15595:2018+AC :2021

Railway applications - Braking - Wheel slide protection

[49.1]

Wheel slide protection system

Appendix C, point 9 (n)

5 to 9, 11

[50]

EN 15085-1:2007+A1:2013

Railway applications -Welding of railway vehicles and components -Part 1: General

[50.1]

Welding

Appendix C, point 12

4

[51]

EN 15085-2:2020

Railway applications - Welding of railway vehicles and components - Part 2: Requirements for welding manufacturer

[51.1]

Welding

Appendix C, point 12

4, 5, 6, 7

[52]

EN 15085-3:2022

Railway applications - Welding of railway vehicles and components - Part 3: Design requirements

[52.1]

Welding

Appendix C, point 12

4, 5, 6, 7

[53]

EN 15085-4:2007

Railway applications - Welding of railway vehicles and components - Part 4: Production requirements

[53.1]

Welding

Appendix C, point 12

4, 5, 6

[54]

EN 15085-5:2007

Railway applications - Welding of railway vehicles and components - Part 5: Inspection, testing and documentation

[54.1]

Welding

Appendix C, point 12

4 to 10

[55]

EN 13262:2020

Railway applications - Wheelsets and bogies - Wheels - Product requirements

[55.1]

Specific product properties concerning the wheel

Appendix C, point 15

4, 5 and 6

[56]

UIC 535-2:2006

Standardisation and positioning on wagons of steps, end platforms, gangways, handrails, tow hooks, automatic coupler (AC), draw-only automatic coupler and brake valve controls on the UIC member RUs and OSJD member RUs

[56.1]

Tow hooks

Conditions for alternative solutions

Appendix C, point 16

1.4

1.4.2 to 1.4.9

[56.2]

Protective devices on protruding parts

Appendix C, point 17

1.3

[57]

IRS 50575:2020, Ed1

Railway applications -Wagons – Label-holders and hazard identification panels: interchangeability

[57.1]

Label holders and attachment devices for rear end signal

Appendix C, point 18

2

[58]

EN 16834:2019

Railway applications - Braking – Brake performance

[58.1]

Service brake

4.2.4.3.2.1

Annex D

[58.2]

Validation of brake performance calculated with Index [17]

4.2.4.3.2.1

6, 8, 9, 10, 12

[58.3]

Assessment of braking mode G

Appendix C, point 9, Table C.3

6, 8, 9, 12

[59]

EN 16839:2022

Railway applications - Rolling stock - Head stock layout

[59.1]

Head stock layout

Appendix C, point 1

4 except 4.3, 5 except 5.5.2.3 and 5.5.2.4, 6, 7, 8

D.2   Technical documents (available on ERA website)

Index

Characteristics to be assessed

TSI point

Mandatory technical document point

[A]

Interfaces between Control-Command and Signalling Trackside and other Subsystems

Appendix A of CCS TSI, index [77]

ERA/ERTMS/033281 V5.0

[A.1]

train detection system based on track circuits

4.2.3.3(a)

axle distances (3.1.2.1, 3.1.2.3, 3.1.2.4, 3.1.2.5),

vehicle axle load (3.1.7.1),

impedance between wheels (3.1.9),

use of composite brake blocks (3.1.6),

if the rolling stock is equipped: use of shunt assisted devices (3.1.8),

if the rolling stock has electrical or electronic equipment on board creating interference current in the rail: conducted interference (3.2.2).

[A.2]

train detection system based on axle counters

4.2.3.3(b)

axle distances (3.1.2.1, 3.1.2.2, 3.1.2.4, 3.1.2.5),

wheel geometry (3.1.3.1-3.1.3.4),

metal/inductive components-free space between wheels (3.1.3.5),

wheel material (3.1.3.6),

if the rolling stock has electrical or electronic equipment on board creating interference electromagnetic fields close to the wheel sensor: electromagnetic fields (3.2.1).

[A.3]

train detection system based on loop equipment

4.2.3.3(c)

vehicle metal construction (3.1.7.2).

[A.4]

Influencing unit

7.1.2 (d1)

Point 3.2

[A.5]

Vehicle impedance

7.1.2 (d1)

Point 3.2.2

[A.6]

Harmonised test method

7.1.2 (d1)

Point 3.2.1

[A.7]

Influencing unit

Appendix C, point 7

Point 3.2

[A.8]

Vehicle impedance

Appendix C, point 7

Point 3.2.2

[A.9]

Harmonised test method

Appendix C, point 7

Point 3.2.1

[B]

ERA Technical Document on codification of combined transport

ERA/TD/CT version 1.1 (released on 2023-03-21)

[B.1]

Codification of units intended to be used in combined transport

4.2.3.1

Appendix H

2.2

[C]

ERA Technical Document on the list of fully UIC approved composite brake blocks for international transport

ERA/TD/2009-02/INT, version 15.0

(67)

Appendix E is amended as follows:

(a)

in point 1, the first and second paragraphs are replaced by the following:

‘The colour of tail lamps shall be in accordance with the specification referenced in Appendix D Index [29].

The tail lamp shall be designed to display a lighting intensity in accordance with the specification referenced in Appendix D Index [29].’;

(b)

in point 2, the fourth sentence is replaced by the following:

‘The plate shall be retro-reflective in accordance with the specification referenced in Appendix D Index [30].’;

(68)

Appendix F is amended as follows:

A new line is added after ‘Running dynamic behaviour’ as follows:

‘Derailment detection and prevention function

4.2.3.5.3

x

x

n.a.

-’

(69)

Appendix G is replaced by the following:

‘Appendix G

List of composite brake blocks exempted of a declaration of conformity as referred in Article 8b

This Appendix is referenced in Appendix D.2, index [C].

(70)

the following Appendix H is added:

‘Appendix H

Codification of units intended to be used in combined transport

The codification of units intended to be used in combined transport shall be in accordance with the specification referenced in Appendix D.2, index [B].

The following requirements are applicable to units intended to be used in combined transport and requiring a Wagon Compatibility Code.

H.1   Wagon Compatibility Code

(1)

The Wagon Compatibility Code (WCC) specifies the type of Intermodal Loading Unit that can be loaded on the unit.

(2)

The WCC shall be determined for all units and assessed by a Notified Body.

H.2   Wagon Correction Digit

(1)

The Wagon Correction Digit (WCD) is the result of a comparison between the geometric characteristics of the unit under assessment and the characteristics of the reference wagons defined in point H.3.

(2)

This comparison shall be performed for all units and assessed by a Notified Body. The result of the assessment shall be included in the report of the Notified Body.

(3)

On the basis of the assessment:

For units having equivalent or more favourable geometric characteristics than the reference wagon, the WCD may be calculated if requested by the applicant.

For units having less favourable geometric characteristics than the reference wagon, the calculation of the WCD is not required by this TSI.

H.3   Characteristics of the reference wagons

The combined transport 'P' profiles are calculated on the basis of the characteristics of the reference recess wagon defined as:

Distance between bogie pivots (a) 11 200 mm

Bogie wheelbase (p) 1 800 mm

Height of semi-trailer (ST) loading plane 330mm

Maximum overhang (na) 2 000 mm

Load tolerance 10mm

Dissymmetry 1°

Height of ST + wagon roll centre (Hc) 1 000 mm

q+w play 11.5mm

Play in side bearers (J) 12mm

Half-distance between side bearers (bG) 850mm

ST + wagon flexibility (s) 0.3

The combined transport 'C' and ISO profiles are calculated on the basis of the characteristics of the reference wagon defined as:

Distance between bogie pivots (a) 13 500 mm

Bogie wheelbase (p) 1 800 mm

Height of swap body loading plane 1 175 mm

Maximum overhang (na) 2 000 mm

Load tolerance 10mm

Dissymmetry 1°

Height of wagon roll centre (Hc) 500mm

q+w play 11.5mm

Play in side bearers (J) 12mm

Half-distance between side bearers (bG) 850mm

Wagon flexibility (s) 0.15

.

(*1)  Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulations (EU) No 321/2013, (EU) No 1302/2014 and (EU) 2016/919 as regards the extension of the area of use and transition phases (OJ L 73, 10.3.2020, p. 6-18).’;

(*2)  Commission Regulation (EU) No 1304/2014 of 26 November 2014 on the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ amending Decision 2008/232/EC and repealing Decision 2011/229/EU (OJ L 356, 12.12.2014, p. 421).’;

(*3)  Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulation (EU) No 321/2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system (OJ L 73 10.3.2020, p. 6).’


(1)  Two-axle wagons with axle load up to 22,5 t the value shall be taken as 1 651 mm.’

(2)  Changeover in accordance with the specification referenced in Appendix D Index [38].

(3)  An ‘S1’ unit is a unit with empty/load device. The maximum load per axle is 22,5 t.

(4)  Only for two stage load brake (changeover command) and P10 (cast iron blocks with 10 ‰ phosphor)- or LL-brake blocks.

(5)  The maximum mean retardation force allowed (for running speed at 100 km/h) is

Image 3
. This value comes from the maximum braking energy input permitted on a clasp braked wheel with a nominal new diameter in the range of [920 mm; 1 000 mm] during braking (the brake weight shall be limited to 18 tonnes/axle).

(6)  Variable load relay in accordance with the specification referenced in Appendix D Index [35] in combination with a variable load sensing device in accordance with the specification referenced in Appendix D Index [39].

(7)  

Image 4
, with Te = 2 sec. Distance calculation in accordance with the specification referenced in Appendix D Index [16].

(8)  An ‘S2’ unit is a unit with a variable load relay. The maximum load per axle is 22,5 t.

(9)  The automatic-load controlled equipment of wagons worked under s conditions can provide a maximum braked weight of λ = 100%, up to load limit equal to 67 % of the maximum permissible wagon weight.

For standard wheelset with using the max axle load

Max 1 000 mm; minimal worn 840 mm, max axle load 22,5t,

Max axle load for λ=100: 15 t

Max 840 mm; minimal worn 760 mm,

max axle load 20 t, Max axle load for λ=100: 13 t

Max 760 mm; minimal worn 680 mm,

max axle load 18 t, Max axle load for λ=100: 12 t

Max 680 mm; minimal worn 620 mm

Max axle load 16 t, Max axle load for λ=100: 10,5 t

(10)  An ‘SS’ unit shall be equipped with a variable load relay. The maximum load per axle is 22,5 t.

(11)  λ must not exceed 125 %, considering for braking only on wheels (brake blocks), the maximum mean retardation force allowed of 16 kN/axle (for running speed at 120 km/h).

(12)  The requirement by a running speed of 120 km/h is to fulfil λ = 100 % up to the SS load limit, with following derogation: the mean retardation force for tread brake with wheel diameter [new max 1 000mm, worn min. 840 mm] shall be limited to 16 kN/wheelset. This limit is caused by the maximum admissible braking energy corresponding to 20 t axle load with λ = 90 % and 18 t braked weight per wheelset.

If a braked weight percentage of more than 100 % is required with an axle load of more than 18 t, it is necessary to realize another type of brake system (for example disc brakes) to limit the thermal load on the wheel.’


ANNEX II

The Annex to Regulation (EU) No 1299/2014 is amended as follows:

(1)

point 2.5 is replaced by the following:

‘2.5.   Relation to the safety management system

Necessary processes to manage safety and operations according to the requirements in the scope of this TSI, including interfaces to humans, organisations, or other technical systems, shall be designed and implemented in the infrastructure manager's safety management system as required by Directive (EU) 2016/798.’;

(2)

the following point 2.6 is added:

‘2.6.   Relation to the codification of Combined Transport

(1)

The provisions for structure gauge are laid down in point 4.2.3.1.

(2)

The codification system used for the conveyance of intermodal loading units in combined transport shall be in accordance with the specification referenced in Appendix T, index [A]. It can be based on:

(a)

the characteristics of the line and the exact position of the obstacles;

(b)

the reference profile of the structure gauge of that line;

(c)

a combination of the methods referred to in points (a) and (b).’;

(3)

in point 4.1, point (6) is replaced by the following:

‘(6)

Where line speeds are stated in [km/h] as a category or performance parameter in this TSI, it shall be allowed to translate the speed to equivalent [mph] as in Appendix G, for Ireland and for the networks of the United Kingdom in respect of Northern Ireland.’;

(4)

point 4.2.1 is amended as follows:

(a)

points (4) to (8) are replaced by the following:

‘(4)

Lines shall be classified based on the type of traffic (traffic code) characterised by the following performance parameters:

structure gauge,

axle load,

line speed,

train length,

usable length of platform.

The values in the columns for ‘structure gauge’ and ‘axle load’, which directly affect train running, shall be mandatory minimum levels as per traffic code targeted. Notwithstanding TEN-T requirements, the range of values indicated in the columns for ‘line speed’, ‘usable length of platform’ and ‘train length’ shall be applied, as long as reasonably practicable.

(5)

The performance parameters listed in Table 2 and Table 3 are not intended to be used for compatibility checks between rolling stock and infrastructure. Route compatibility checks are subject to point 4.2.2.5 and Appendix D.1 of the Annex of the Commission Implementing Regulation (EU) 2019/773 (*1) (‘TSI OPE’).

(6)

Information defining minimum capability requirements for existing structures in relationship to different train types is given in Appendix E. For the networks of the United Kingdom in respect of Northern Ireland, information defining the relation between maximum axle load and maximum speed in accordance with type of vehicle is given in Appendix F.

(7)

The performance levels for types of traffic are set out in Table 2 and Table 3.

Table 2

Infrastructure performance parameters for passenger traffic

(route compatibility checks are subject to point 4.2.2.5 and Appendix D.1 of TSI OPE)

Traffic code

Structure gauge

Axle load [t]

Line speed [km/h]

Usable length of platform [m]

P1

GC

17  (1) / 21,5  (2)

250 -350

400

P2

GB

20  (1)/ 22,5  (2)

200 -250

200 -400

P3

DE3

22,5  (3)

120 -200

200 -400

P4

GB

22,5  (3)

120 -200

200 -400

P5

GA

20  (3)

80 -120

50 -200

P6

G1

12  (3)

n.a.

n.a.

P1520

S

22,5  (3)

80 -160

35 -400

P1600

IRL1

22,5  (3)

80 -160

75 -240

Table 3

Infrastructure performance parameters for freight traffic

(route compatibility checks are subject to point 4.2.2.5 and Appendix D.1 of TSI OPE)

Traffic code

Structure gauge

Axle load [t]

Line speed [km/h]

Train length [m]

F1

GC

22,5  (4)

100 -120

740 -1 050

F2

GB

22,5  (4)

100 -120

600 -1 050

F3

GA

20  (4)

60 -100

500 -1 050

F4

G1

18  (4)

n.a.

n.a.

F1520

S

25  (4)

50 -120

1 050

F1600

IRL1

22,5  (4)

50 -100

150 -450

Note:

Tables 2 and 3 are not to be used for compatibility checks between rolling stock and infrastructure

(8)

For structures, axle load by itself is not sufficient to set out the requirements for infrastructure. Requirements are specified as follows:

for new structures in points 4.2.7.1 and 4.2.7.2,

for existing structures in point 4.2.7.4,

for track in point 4.2.6.

(*1)  Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139 I, 27.5.2019, p. 5).’;"

(b)

point (11) is replaced by the following:

‘(11)

(not used)’;

(5)

in point 4.2.3.1, points (1), (2) and (3) are replaced by the following:

‘(1)

The upper part of the structure gauge shall be set on the basis of the gauges selected in accordance with point 4.2.1, which are set out in the specification referenced in Appendix T Index [3].

(2)

The lower part of the structure gauge shall be GI2 as set out in the specification referenced in Appendix T Index [3]. Where tracks are equipped with rail brakes, structure gauge GI1 as set out in the same specification shall apply for the lower part of the gauge.

(3)

Calculations of the structure gauge shall be done using the kinematic method in accordance with the requirements of the specification referenced in Appendix T Index [3].’;

(6)

in point 4.2.3.2, point (3) is replaced by the following:

‘(3)

The distance between track centres shall at least satisfy the requirements for the limit installation distance between track centres, defined in accordance with the specification referenced in Appendix T Index [3].’;

(7)

in point 4.2.3.4, point (2) is replaced by the following:

‘(2)

Reverse curves, except in marshalling yards where wagons are shunted individually, with small radii for new lines shall be designed to prevent buffer locking.

For straight intermediate track elements between the curves, the specification referenced in Appendix T, Index [4] shall apply, whose values are based on the reference vehicles defined in the same specification. To prevent buffer locking for existing vehicles that do not fulfil the assumptions of the reference vehicles, infrastructure manager may specify longer lengths of the straight intermediate element.

For non-straight intermediate track elements, a detailed calculation shall be made in order to check the magnitude of the end throw differences.’;

(8)

in point 4.2.4.5(4), the first paragraph is replaced by the following:

‘The following wheelsets, as defined in the specification referenced in Appendix T, index [6], shall be modelled passing over the designed track conditions (simulated by calculation in accordance with the specification referenced in Appendix T, Index [5]):

(a)

S 1002 with SR1.

(b)

S 1002 with SR2.

(c)

GV 1/40 with SR1.

(d)

GV 1/40 with SR2.’;

(9)

in point 4.2.4.6, point (1) is replaced by the following:

‘(1)

The railhead profile shall be selected from the range set out in one of the specifications referenced in Appendix T, Index [7] and Index [8], or shall be in accordance with point (2).’;

(10)

in point 4.2.6.1, points (b) and (c) are replaced by the following:

‘(b)

maximum vertical wheel forces. Maximum wheel forces for defined test conditions are set out in the specification referenced in Appendix T, Index [9].

(c)

vertical quasi-static wheel forces. Maximum quasi-static wheel forces for defined test conditions are set out in the specification referenced in Appendix T, Index [9].’;

(11)

in point 4.2.6.3, points (a) and (b) are replaced by the following:

‘(a)

lateral forces; maximum lateral forces exerted by a wheel set on the track for defined test conditions are set out in the specification referenced in Appendix T, Index [9];

(b)

quasi-static guiding forces; maximum quasi-static guiding forces Yqst for defined radii and test conditions are set out in the specification referenced in Appendix T, Index [9].’;

(12)

point 4.2.7 is replaced by the following:

‘4.2.7   Structures resistance to traffic loads

The requirements of the specifications referenced in Appendix T, Index [10] and Index [11] specified in this point of the TSI are to be applied in accordance with the corresponding points in the national annexes to those specifications if they exist.

4.2.7.1.   Resistance of new bridges to traffic loads

4.2.7.1.1.   Vertical loads

(1)

Bridges shall be designed to support vertical loads in accordance with the following load models, set out in the specification referenced in Appendix T, Index [10]:

(a)

Load Model 71, as set out in the specification referenced in Appendix T, Index [10];

(b)

in addition, for continuous bridges, Load Model SW/0, as set out in the specification referenced in Appendix T, Index [10].

(2)

The load models shall be multiplied by the factor alpha (α) as set out in the specification referenced in Appendix T, Index [10].

(3)

The value of factor alpha (α) shall be equal to or greater than the values set out in Table 11.

Table 11

Factor alpha (α) for the design of new bridges

Type of traffic

Minimum factor alpha (α)

P1, P2, P3, P4

1,0

P5

0,91

P6

0,83

P1520

1

P1600

1,1

F1, F2, F3

1,0

F4

0,91

F1520

1,46

F1600

1,1

4.2.7.1.2.   Allowance for dynamic effects of vertical loads

(1)

The load effects from the Load Model 71 and Load Model SW/0 shall be enhanced by the dynamic factor phi (Φ) as set out in the specification referenced in Appendix T, Index [10].

(2)

For bridges for speeds over 200 km/h where the specification referenced in Appendix T, Index [10] requires a dynamic analysis to be carried out, the bridge shall additionally be designed for HSLM defined in the specification referenced in Appendix T, Index [10] .

(3)

It is permissible to design new bridges such that they will also accommodate an individual passenger train with higher axle loads than covered by HSLM. The dynamic analysis shall be undertaken using the characteristic value of the loading from the individual train taken as the design mass under normal payload in accordance with Appendix K with an allowance for passengers in standing areas in accordance with Note (1) of Appendix K.

4.2.7.1.3.   Centrifugal forces

Where the track on a bridge is curved over the whole or part of the length of the bridge, the centrifugal force shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10].

4.2.7.1.4.   Nosing forces

The nosing force shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10].

4.2.7.1.5.   Actions due to traction and braking (longitudinal loads)

Traction and braking forces shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10].

4.2.7.1.6.   Design track twist due to rail traffic actions

The maximum total design track twist due to rail traffic actions shall not exceed the values set out in the specification referenced in Appendix T, Index [11].

4.2.7.2.   Equivalent vertical loading for new geotechnical structures, earthworks and earth pressure effects

(1)

Geotechnical structures and earthworks shall be designed and earth pressure effects shall be specified taking into account the vertical loads produced by the Load Model 71, as set out in the specification referenced in Appendix T, Index [10].

(2)

The equivalent vertical loading shall be multiplied by the factor alpha (α) as set out in the specification referenced in Appendix T, Index [10]. The value of α shall be equal to or greater than the values set out in Table 11.

4.2.7.3.   Resistance of new structures over or adjacent to tracks

Aerodynamic actions from passing trains shall be taken into account as set out in the specification referenced in Appendix T, Index [10].

4.2.7.4.   Resistance of existing structures (bridges, geotechnical structures and earthworks) to traffic loads

(1)

Bridges, geotechnical structures and earthworks shall be brought to a specified level of interoperability in accordance with the TSI category of the line referred to in point 4.2.1.

(2)

The minimum capability requirements for structures for each traffic code are given in Appendix E and must be met for the line to be declared interoperable.

(3)

The following conditions apply:

(a)

Where an existing structure is replaced by a new structure then the new structure shall be in accordance with the requirements of point 4.2.7.1 or point 4.2.7.2.

(b)

If the minimum capability of the existing structures satisfy the requirements in Appendix E then the existing structures satisfy the relevant interoperability requirements.

(c)

Where the capability of an existing structure does not satisfy the requirements in Appendix E and works (e.g. strengthening) are being carried out to raise the capability of the structure to meet the requirements of this TSI (and the structure is not to be replaced by a new structure) then the structure shall be brought into conformity with the requirements in Appendix E.

(4)

For the networks of the United Kingdom (Northern Ireland), in points (2) and (3) the EN line category may be replaced by Route Availability (RA) number (delivered in accordance with the national technical rule notified for that purpose) and consequently references to Appendix E are replaced by references to Appendix F.’;

(13)

in point 4.2.8.1, point (1) is replaced by the following:

‘(1)

The immediate action limits for isolated defects in alignment are set out in the specification referenced in Appendix T, Index [12]. Isolated defects shall not exceed the limits of wavelength range D1.’;

(14)

in point 4.2.8.2, point (1) is replaced by the following:

‘(1)

The immediate action limits for isolated defects in longitudinal level are set out in the specification referenced in Appendix T, Index [12]. Isolated defects shall not exceed the limits of wavelength range D1.’;

(15)

point 4.2.8.3 is amended as follows:

(a)

points (1) and (2) are replaced by the following:

‘(1)

The immediate action limit for track twist as an isolated defect is given as a zero to peak value. Track twist is set out in the specification referenced in Appendix T, Index [13].

(2)

The track twist limit is a function of the measurement base applied in accordance with the specification referenced in Appendix T, Index [12].’;

(b)

point (6) is replaced by the following:

‘(6)

Instead of point (2), for the 1 668 mm track gauge system, the track twist limit is a function of the measurement base applied in accordance with the specification referenced in Appendix T, Index [12].’;

(16)

point 4.2.9.2 is amended as follows:

(a)

point (3) is replaced by the following:

‘(3)

For platforms where only passenger trains that are explicitly listed as excluded from the scope of Commission Regulation (EU) No 1302/2014 (‘TSI LOC&PAS’) (*2) in its point 1.1 are intended to stop in normal service, different provisions for the nominal platform height might apply.

(*2)  Commission Regulation (EU) No 1302/2014 of 18 November 2014 concerning a technical specification for interoperability relating to the rolling stock — locomotives and passenger rolling stock subsystem of the rail system in the European Union, (OJ L 356 12.12.2014, p. 228).’;"

(b)

the following sentence is added at the end of point (4):

‘These values shall be considered with a tolerance of -10/+20 mm.’;

(17)

point 4.2.9.3 is amended as follows:

(a)

point (1) is replaced by the following:

‘(1)

The distance between the track centre and the platform edge parallel to the running plane (bq), as defined in the specification referenced in Appendix T, Index [3], shall be set on the basis of the installation limit gauge (bqlim). The installation limit gauge shall be calculated on the basis of the gauge G1.’;

(b)

the following sentence is added at the end of point (3):

‘These values shall be considered with a tolerance of -10/+10 mm.’;

(18)

point 4.2.10.1 is replaced by the following:

‘4.2.10.1.   Maximum pressure variations in tunnels

(1)

Any new tunnel or underground structure falling in the categories described in the specification referenced in Appendix T, Index [14], has to provide that maximum pressure variation, caused by the passage of a train running at the maximum allowed speed in the tunnel, do not exceed 10 kPa during the time taken for the train to pass through the tunnel.

(2)

The requirement of point (1) has to be fulfilled along the outside of any train complying with the TSI LOC&PAS.

(3)

In the case of upgrading or renewal of the infrastructure subsystem, existing tunnel or underground structure intended to be operated at speeds greater than or equal to 200 km/h has to provide that maximum pressure variation, caused by the passage of a train running at the maximum allowed speed in the tunnel, do not exceed 10 kPa during the time taken for the train to pass through the tunnel. The assessment has to be performed in accordance with the specification referenced in Appendix T, Index [14], or in point 6.2.4.12(1) when it is not possible to apply a simplified conformity assessment.’;

(19)

point 4.2.12.4 is amended as follows:

(a)

point (2) is replaced by the following:

‘(2)

Fixed equipment for the supply of water intended for human consumption shall be supplied with drinking water meeting the requirements of Directive (EU) 2020/2184 of the European Parliament and of the Council (*3).

(*3)  Directive (EU) 2020/2184 of the European Parliament and of the Council of 16 December 2020 on the quality of water intended for human consumption (OJ L 435, 23.12.2020, p. 1).’;"

(b)

the following point (3) is added:

‘(3)

The materials used for the supply of water intended for human consumption to the rolling stock (e.g. tank, pump, piping, water tap and sealing material and quality) shall comply with the requirements applicable to water intended for human consumption.’;

(20)

point 4.3.1 is amended as follows:

(a)

Table 15 is amended as follows:

(i)

the title is replaced by the following:

‘Interfaces with the subsystem “Rolling stock – locomotives and passenger rolling stock” ’;

(ii)

in the second column, the heading is replaced by the following:

‘Reference in TSI INF’;

(iii)

in the third column, the heading is replaced by the following:

‘Reference in TSI LOC&PAS’;

(iv)

row ‘Installations for servicing trains’, third column, the text ‘4.2.11.4 Water refilling equipment’ is deleted;

(b)

Table 16 is amended as follows:

(i)

the title is replaced by the following:

‘Interfaces with the subsystem “Rolling stock – freight wagons” ’;

(ii)

in the second column, the heading is replaced by the following:

‘Reference in TSI INF’;

(iii)

in the third column, the heading is replaced by the following:

‘Reference in TSI WAG’;

(21)

In point 4.3.2, Table 17 is amended as follows:

(i)

in the second column, the heading is replaced by the following:

‘Reference in TSI INF’;

(ii)

in the third column, the heading is replaced by the following:

‘Reference in TSI ENE’;

(22)

In point 4.3.3, Table 18 is amended as follows:

(i)

in the second column, the heading is replaced by the following:

‘Reference in TSI INF’;

(ii)

in the third column, the heading is replaced by the following:

‘Reference in TSI CCS’;

(23)

In point 4.3.4, Table 19 is amended as follows:

(i)

in the second column, the heading is replaced by the following:

‘Reference in TSI INF’;

(ii)

in the third column, the heading is replaced by the following:

‘Reference in TSI OPE’;

(iii)

row ‘Staff competences’ is replaced by:

Staff competences

4.6

Professional competences

4.2.1.1

General requirements

(24)

in point 5.3.3, point (2) is replaced by the following:

‘(2)

For the nominal track gauge system of 1 435 mm, the design track gauge for track sleepers in straight alignments and in horizontal curves with radius greater than 300 m shall be 1 437 mm.’;

(25)

in point 6.1.5.1, points (a), (b) and (c) are replaced by the following:

‘(a)

Rail hardness shall be tested for position RS in accordance with the specification referenced in Appendix T, Index [7].

(b)

Tensile strength shall be tested in accordance with the specification referenced in Appendix T, Index [7].

(c)

Fatigue test shall be done in accordance with the specification referenced in Appendix T, Index [7].’;

(26)

in point 6.1.5.2, point (1) is replaced by the following:

‘(1)

(not used)’;

(27)

in point 6.2.4.1, point (1) is replaced by the following:

‘(1)

Assessment of structure gauge as a design review shall be done against characteristic cross sections using the results of calculations made by infrastructure manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [3].’;

(28)

in point 6.2.4.2, points (1) and (2) are replaced by the following:

‘(1)

A design review for assessment of the distance between track centres shall be done using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [3]. The nominal distance between track centres shall be checked at the line layout where distances are given in parallel to the horizontal plane. The limit installation distance between track centres shall be checked with the radius and relevant cant.

(2)

After assembly before putting into service, distance between track centres shall be verified at critical locations where the limit installation distance between track centres as defined in accordance with the specification referenced in Appendix T, Index [3] is approached by less than 50 mm.’;

(29)

in point 6.2.4.4, the following point (3) is added:

‘(3)

At assembly before putting into service, for the review of the minimum horizontal curve the measurement values provided by the applicant or infrastructure manager shall be assessed. Rules for acceptance of works defined by the infrastructure manager shall be taken into account.’;

(30)

point 6.2.4.6 is replaced by the following:

‘6.2.4.6.   Assessment of design values for equivalent conicity

Assessment of design values for equivalent conicity shall be done using the results of calculations made by the infrastructure manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [5].’;

(31)

point 6.2.4.10 is replaced by the following:

‘6.2.4.10.   Assessment procedure of existing structures

(1)

The assessment of existing structures against the requirements of points 4.2.7.4(3)(b) and (c) shall be done by one of the following methods:

(a)

A check that the values of EN line categories, in combination with the allowed speed published, or intended to be published, for the lines containing the structures, are in line with the requirements of Appendix E;

(b)

A check that the values of EN line categories, in combination with the allowed speed specified for the bridges or for the design, or alternative requirements specified with LM71 and factor alpha (α) for P1 and P2, are in line with the requirements of Appendix E;

(c)

A check that the traffic loads specified for the structures or for the design against the minimum requirements of points 4.2.7.1.1, 4.2.7.1.2 and 4.2.7.2. When reviewing the value of factor alpha (α) in accordance with points 4.2.7.1.1 and 4.2.7.2, it is only necessary to check that the value of factor alpha (α) is in line with the value of factor alpha (α) set out in Table 11;

(d)

where the requirement for an existing bridge is specified by reference to the design load model HSLM in Appendix E, the assessment of the existing bridge shall be done by either of the following methods:

checking the specification of the design of the existing bridge,

checking the specification of the dynamic appraisal,

checking the published load carrying capacity of the existing bridge in the register of infrastructure (RINF) for the parameter 1.1.1.1.2.4.2 (Compliance of structures with the High Speed Load Model (HSLM));

(e)

where the requirement for an existing bridge is specified by reference to alternative dynamic loading requirements (Appendix E note 8), the assessment of the existing bridge shall be done by checking the specification of the dynamic appraisal for these alternative loading requirements against the requirements in Appendix E note 8.

(2)

It is not required to review the design nor carry out any calculations.

(3)

For existing structures assessment point 4.2.7.4(4) applies respectively.’;

(32)

in point 6.2.4.11, point (1) is replaced by the following:

‘(1)

Assessment of the distance between the track centre and the platform edge as a design review shall be done using the results of calculations made by the Infrastructure Manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [3].’;

(33)

point 6.2.4.12 is replaced by the following:

‘6.2.4.12.   Assessment of maximum pressure variations in tunnels

(1)

The assessment of the maximum pressure variation in the tunnel (10 kPa criterion) shall be done in accordance with the specification referenced in Appendix T, Index [14] with trains complying with the TSI LOC&PAS and that are able to run at maximum line speed in the specific tunnel to be assessed.

(2)

The input parameters to be used during the assessment shall be such that the reference characteristic pressure signature of the trains set out in the TSI LOC&PAS is fulfilled.

(3)

The reference cross section areas are set out in the specification referenced in Appendix T, Index [14].’;

(34)

point 6.3 is replaced by the following:

‘6.3.

(not used)”;

(35)

point 6.4 is replaced by the following:

‘6.4.   Assessment of maintenance file

(1)

In accordance with Article 15(4) of Directive (EU) 2016/797 of the European Parliament and of the Council (*4), the applicant shall be responsible for compiling the technical file, containing the documentation requested for maintenance.

(2)

The Notified Body shall verify only that the documentation requested for maintenance, as set out in point 4.5.1, is provided. The Notified Body is not required to verify the information contained in the documentation provided.

(*4)  Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).’;"

(36)

in point 6.5.1(1), the introductory phrase is replaced by the following:

‘Until the list of interoperability constituents listed in Chapter 5 of this TSI are revised, a notified body is allowed to issue an EC certificate of verification for a subsystem even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following criteria are complied with:’;

(37)

in Chapter 7, the first paragraph is deleted;

(38)

points 7.1 to 7.6 are replaced by the following:

‘7.1.   National implementation plan

Member States shall develop a national plan for the implementation of this TSI, targeting the coherence of the entire rail system of the Union. This plan shall include all projects regarding new, renewal and upgrading of infrastructure subsystem and shall ensure a gradual migration within a reasonable timescale onwards an interoperable target infrastructure subsystem fully compliant with this TSI.

7.2.   Application of this TSI to a new infrastructure subsystem

(1)

For a new infrastructure subsystem, the application of this TSI shall be compulsory.

(2)

A ‘new infrastructure subsystem’ means an infrastructure subsystem placed into service after 28 September 2023 which creates a route or a part of a route where none currently exists.

Any other infrastructure subsystems shall be considered as ‘existing infrastructure subsystems’.

(3)

The following cases are considered as upgrading and not as the placing into service of a new infrastructure subsystem:

(a)

the realignment of part of an existing route;

(b)

the creation of a bypass;

(c)

the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.

7.3.   Application of this TSI to an existing infrastructure subsystem

7.3.1.   Performance criteria of the subsystem

In addition to the cases referred to in point 7.2.(3), ‘upgrading’ is a major modification work of an existing infrastructure subsystem resulting in at least compliance with one additional traffic code or a change in the declared combination of traffic codes (referred to Table 2 and Table 3 in point 4.2.1).

7.3.2.   Application of the TSI

The conformity with this TSI is mandatory for a subsystem or part(s) of it which are upgraded or renewed. Due to the characteristics of the inherited railway system, compliance of existing infrastructure subsystem with this TSI may be achieved through a gradual improvement of interoperability:

(1)

For the upgraded infrastructure subsystem, the application of this TSI shall be compulsory, and applied to the upgraded subsystem within the geographical coverage of the upgrading. The geographical coverage of the upgrading shall be defined based on locations on tracks and metric references and shall result in the compliance of all basic parameters of the infrastructure subsystem associated with the tracks that are subject to the upgrading of the infrastructure subsystem.

The addition of one or more rails supporting a further track gauge is also considered as upgrade when the performance criteria of the subsystem is triggered as described in point 7.3.1.

(2)

In the event of a change other than an upgrading of the infrastructure subsystem, the application of this TSI for each basic parameters (referred to in point 4.2.2) affected by a change shall be compulsory when the change requires to carry out a new ‘EC’ verification procedure in accordance with Implementing Regulation (EU) 2019/250 (*5). Provisions defined in Articles 6 and 7 of Implementing Regulation (EU) 2019/250 shall apply.

(3)