ANNEX I

The Annex to Regulation (EU) 321/2013 is amended as follows:

(1)in sections 1, 1.3, 3, 4.1, 4.2.1, 4.7, 5.1, 6.1.2.3, 6.1.3, 6.2.3, 7.1.2, the references to "Directive 2008/57/EC" are replaced by references to "Directive (EU) 2016/797";

(2)section 1.2 is replaced by the following:

‘1.2. Geographical scope

The geographical scope of this TSI is the entire European Union’s rail system as set out in the section 1 of Annex I to Directive (EU) 2016/797, taking into account the limitations concerning the track gauge set out in Article 2.’;

(3)Section 2 is replaced as follows:

‘2. SCOPE AND DEFINITION OF SUBSYSTEM

2.1.    Scope

This TSI is applicable to ‘freight wagons including vehicles designed to carry lorries’ as referred to in Annex I Section 2 to Directive (EU) 2016/797 taking into account the limitations as set out in Article 2. In the following this part of the subsystem rolling stock is called ‘freight wagon’ and belongs to the subsystem ‘rolling stock’ as set out in Annex II to Directive 2016/797.

The other vehicles listed in Section 2 of Annex I to Directive (EU) 2016/797 are excluded from the scope of this TSI; this is especially the case for:

(a)mobile railway infrastructure construction and maintenance equipment

(b)vehicles designed to carry:

–motor vehicles with their passengers on board, or

–motor vehicles without passengers on board but intended to be integrated in passenger trains (car carriers)

(c)vehicles which

–increase their length in loaded configuration, and

–their payload itself is part of the vehicle structure.

Note: See also section 7.1 for particular cases.

2.2.    Definitions

In the present TSI the following definitions are used:

(a)A ‘unit’ is the generic term used to name the rolling stock. It is subject to the application of this TSI, and therefore subject to the EC verification procedure.

A unit can consist of:

–a ‘wagon’ that can be operated separately, featuring an individual frame mounted on its own set of wheels, or

–a rake of permanently connected ‘elements’, those elements cannot be operated separately, or

–‘separate rail bogies connected to compatible road vehicle(s)’ the combination of which forms a rake of a rail compatible system.

(b)A ‘train’ is an operational formation consisting of several units.

(c)The ‘design operating state’ covers all conditions under which the unit is intended to operate and its technical boundaries. This design operating state may go beyond the specifications of this TSI in order that units may be used together in a train on the network under the safety management system of a railway undertaking.’;

(4)Section 3, row 4.2.3.6.6 of Table 1 is replaced as follows:

4.2.3.6.6

Automatic variable gauge systems

1.1.1, 1.1.2, 1.1.3

1.2

1.5

(5)Section 4.2.2.2 is replaced as follows:

‘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 Chapter 5 of EN 12663-2:2010.

In case of a rake of a rail compatible system composed of separate rail bogies connected to compatible road vehicles, the load cases may differ from those mentioned above, due to their bi- modal specification; in such a case, the load cases considered shall be described by the applicant based on a consistent set of specifications with consideration of the specific conditions of use related to train composition, shunting and operation.

The demonstration of conformity is described in point 6.2.2.1.

The lifting and jacking positions shall be marked on the unit. The marking shall comply with point 4.5.14 of EN 15877-1:2012.

Note: Joining techniques are deemed to be covered as well by the demonstration of conformity in accordance to point 6.2.2.1.’;

(6)in the second and third paragraph of section 4.2.3.1, the text ‘EN 15273-2:2009’ ‘Gauging’ is replaced by ‘EN 15273-2:2013+A1:2016’;

(7)in section 4.2.3.1, the text ‘GIC1 and GIC2’ ‘Gauging’ is replaced by ‘GI1 and GI2’;

(8)in section 4.2.3.2, the text ‘EN 15528:2008’ ‘Compatibility with load carrying capacity of lines’ is replaced by ‘EN 15528:2015’;

(9)in section 4.2.3.3, the text ‘Commission Decision 2012/88/EU (1)’ ‘Compatibility with train detection systems’ is replaced by ‘ERA/ERTMS/033281 rev. 4.0’;

(10)in point 4.2.3.3 the footnote ‘(1) OJ L 51, 23.2.2012, p. 1.’ is deleted;

(11)in section 4.2.3.4, the text ‘The specifications of the design and the conformity assessment of on-board equipment is an open point in this TSI.’ is replaced as follows:

‘If the unit is intended to be capable of being monitored by on-board equipment, the following requirements shall apply:

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

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

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

–The diagnosis messages delivered and how they are made available shall be described in the operating documentation set out in section 4.4 of this TSI, and in the maintenance rules described in section 4.5 of this TSI.’;

(12)in section 4.2.3.5.2 the text ‘Chapter 5 of EN 14363:2005’ ‘Running dynamic behaviour’ is replaced by ‘chapters 4, 5 and 7 of EN 14363:2016’;

(13)section 4.2.3.6.6 is replaced as follows:

‘4.2.3.6.6. Automatic variable gauge systems

This requirement is applicable to units equipped with an automatic variable gauge system with changeover mechanism of the axial position of the wheels allowing the unit to be compatible with 1 435 mm track gauge and other track gauge(s) within the scope of this TSI by means of passage through a track gauge changeover facility.

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

After passage through the track gauge changeover facility, the verification of the state of the locking system (locked or unlocked) and of the position of the wheels shall be performed by one or more of the following means: visual control, on-board control system or infrastructure/facility control system. In case of on-board control system, a continuous monitoring shall be possible.

If a running gear is equipped with brake equipment subject to a change in position during the gauge change operation, the automatic variable gauge system shall ensure the position and safe locking in the correct position of this equipment simultaneously to those of the wheels.

The failure of the locking of the position of the wheels and braking equipment (if relevant) during operation has typical credible potential to lead directly to a catastrophic accident (resulting in multiple fatalities); considering this severity of the failure consequence, it shall be demonstrated that the risk is controlled to an acceptable level.

The automatic variable gauge system is defined as an interoperability constituent (point 5.3.4b) and is part of the interoperability constituent wheelset (point 5.3.2). The conformity assessment procedure is specified in point 6.1.2.6 (interoperability constituent level), point 6.1.2.2 (safety requirement) and in point 6.2.2.4a (subsystem level) of this TSI.

The track gauges the unit is compatible with shall be recorded in the technical documentation.

A description of the changeover operation in normal mode, including the type(s) of track gauge changeover facility(ies) the unit is compatible with, shall be part of the technical documentation (see also section 4.4 of this TSI).

The requirements and conformity assessments required in other sections of this TSI apply independently for each wheel position corresponding to one track gauge and have to be documented accordingly.’;

(14)in section 4.2.3.6.6, new footnote ‘(1) OJ L 121, 3.5.2013, p. 8.’ is added in the same page as text ‘Commission Implementing Regulation (EU) No 402/2013 (1)’;

(15)in section 4.2.4.2 the text ‘Commission Regulation (EC) No 352/2009 (1)’ is replaced by the text ‘Commission Implementing Regulation (EU) No 402/2013 (1)’;

(16)in section 4.2.4.2 the footnote ‘(1) OJ L 108, 29.4.2009, p. 4.’ is replaced by the footnote ‘(1) OJ L 121, 3.5.2013, p. 8.’;

(17)in section 4.2.4.3.2.1, the text ‘UIC leaflet 544-1:2013’and ‘UIC 544-1:2013’ is replaced by the text ‘UIC 544-1:2014’;

(18)in section 4.2.4.3.2.2, the text ‘the minimum parking brake performance’ is replaced by the text ‘the minimum parking brake force’

(19)in section 4.2.4.3.2.2, the text ‘the minimum performance of the parking brake shall be marked on the unit. The marking shall comply with clause 4.5.25 of EN 15877- 1:2012.’ is deleted;

(20)in section 4.2.5, the text ‘EN 50125-1:1999’ is replaced by ‘EN 50125-1:2014’;

(21)in section 4.2.6.2.1, the text ‘EN 50153:2002’ is replaced by ‘EN 50153:2014’;

(22)in section 6.2.2.8.4, the text ‘TS 45545-7:2009’ is replaced by ‘EN 45545-7:2013’;

(23)in section 4.2.6.2.2 , the text ‘EN 50153:2002’ is replaced by ‘EN 50153:2014’;

(24)in section 4.2.6.3, the text ‘chapter 1 of ERA technical document ERA/TD/2012-04/INT version 1.2 of 18.1.2013 published on the ERA website (http://www.era.europa.eu)’ is replaced by ‘Figure 11 of EN 16116-2:2013’;

(25)in Table 7 of section 4.3.3, the text ‘Reference Commission Decision 2012/88/EU Annex A, Table A2, index 77’ is replaced by ‘Reference ERA/ERTMS/033281 rev. 4.0’;

(26)Section 4.4, is replaced as follows:

‘4.4 Operating rules

Operating rules are developed within the procedures described in the railway undertaking safety management system. These rules take into account the documentation related to operation which forms a part of the technical file as required in Article 15(4) of and as set out in Annex IV to Directive (EU) 2016/797.

For the safety critical components (see also 4.5.), the specific operational and operational traceability requirements are developed by the designers/manufacturers at design phase and through a collaboration between designers/manufacturers and the concerned railway undertakings or the concerned wagon keeper after vehicles have entered into operation.

The documentation related to operation describes the characteristics of the unit in relation to the design operating state to be considered in order to define the operating rules in normal and in various reasonably foreseeable degraded modes.

The documentation related to operation is composed of:

–a description of operation in normal mode, including the operational characteristics and limitations of the unit (e.g. vehicle gauge, maximum design speed, axle loads, brake performance, compatibility with train detection systems, permitted environmental conditions, type(s) and operation of track gauge changeover facility(ies) the unit is compatible with),

–a description of operation in degraded mode (when equipment or functions described in this TSI suffer safety failures) as far as can reasonably predicted, together with the related acceptable limits and operating conditions of the unit that could be experienced,

–a safety critical components list: The safety critical components list shall contain the specific operational and operational traceability requirements.

The applicant shall provide the initial version of the documentation related to operating rules. This documentation might be modified later in accordance with the corresponding Union legislation, taking into account the existing operating and maintenance conditions of the unit. The Notified Body shall verify only that the documentation on operation is provided.’;

(27)Section 4.5, is replaced as follows:

‘4.5 Maintenance rules

Maintenance is a set of activities intended to keep a functional unit in, or to restore it to a state in which it can perform its required function.

The following documents being part of the technical file as required in Article 18(3) of and as set out in Annex VI to Directive (EU) 2016/797 are necessary to undertake maintenance activities on the units:

–general documentation (point 4.5.1),

–the maintenance design justification file (point 4.5.2), and

–the maintenance description file (point 4.5.3).

The applicant shall provide the three documents described in 4.5.1, 4.5.2. and 4.5.3. This documentation might be modified later in accordance with the corresponding EU legislation, taking into account the existing operating and maintenance conditions of the unit. The Notified Body shall verify only that the documentation on maintenance is provided.

The three documents are provided immediately to the entity in charge of maintenance assigned for the maintenance of the unit by the applicant or by any entity authorised by the applicant (e.g. a keeper).

On the basis of these three documents, the entity in charge of maintenance shall define a maintenance plan and appropriate maintenance requirements at maintenance operational level under its sole responsibility (not in the scope of the assessment against this TSI).

The safety critical components and their specific servicing, maintenance and maintenance traceability requirements are identified by the designers/manufacturers at design phase and through a collaboration between designers/manufacturers and the concerned entities in charge of maintenance after vehicles have entered into operation.

4.5.1 General documentation

The general documentation comprises of:

–Drawings and description of the unit and its components.

–Any legal requirement concerning the maintenance of the unit.

–Drawing of systems (electrical, pneumatic, hydraulic and control-circuit diagrams).

–Additional on-board systems (description of the systems including description of functionality, specification of interfaces and data processing and protocols).

–Configuration files for each vehicle (parts list and bill of material) to enable (in particular but not only) traceability during maintenance activities.

4.5.2 Maintenance design justification file

The maintenance design justification file explains how maintenance activities are defined and designed in order to ensure that the rolling stock characteristics will be kept within permissible limits of use during its lifetime. The file shall give input data in order to determine the criteria for inspection and the periodicity of maintenance activities. The maintenance design justification file consists of:

–Precedents, principles and methods used to design the maintenance of the unit.

–Precedents, principles and methods used to identify the safety critical components and their specific operational, servicing, maintenance and traceability requirements. The principles and methods used shall be consistent with the requirements set out in Articles 2(g) and 4(4) of [ECM Regulation].

–Limits of the normal use of the unit (e.g. km/month, climatic limits, foreseen types of loads, etc.).

–Relevant data used to design the maintenance and origin of these data (return of experience).

–Tests, investigations and calculations carried out to design the maintenance.

4.5.3 Maintenance description file

The maintenance description file describes how maintenance activities can be conducted. Maintenance activities include, among others, inspections, monitoring, tests, measurements, replacements, adjustments and repairs.

Maintenance activities are split into:

–preventive maintenance (scheduled and controlled), and

–corrective maintenance.

The maintenance description file includes the following:

–Component hierarchy and functional description which sets up the boundaries of the rolling stock by listing all the items belonging to the product structure of that rolling stock and using an appropriate number of discrete levels. The lowest item of the hierarchy shall be a replaceable component.

–Parts list which shall contain the technical and functional descriptions of the spare parts (replaceable units). The list shall include all parts specified for changing based on condition, which may require a replacement following electrical or mechanical malfunction or which will foreseeable require a replacement after an accidental damage. Interoperability constituents shall be indicated and referenced to their corresponding declaration of conformity.

–Safety critical components list: The safety critical components list shall contain the specific servicing, maintenance and servicing/maintenance traceability requirements.

–Limit values for components which are not to be exceeded in service. It is permitted to specify operational restrictions in degraded mode (limit value reached).

–List of reference to the European legal obligations to which components or subsystems are subject.

–Maintenance plan 1 i.e. the structured set of tasks to perform the maintenance including the activities, procedures and means. The description of this set of tasks includes:

(a)Disassembly/assembly instructions drawings necessary for correct assembly/disassembly of replaceable parts.

(b)Maintenance criteria.

(c)Checks and tests in particular of safety relevant parts; these include visual inspection and non-destructive tests (where appropriate e.g. to detect deficiencies that may impair safety).

(d)Tools and materials required to undertake the task.

(e)Consumables required to undertake the task.

(f)Personal protective safety provision and equipment.

–Necessary tests and procedures to be undertaken after each maintenance operation before re-entry into service of rolling stock.’;

(28)in section 4.8, the text ‘GIC1 and GIC2’ is replaced by ‘GI1 and GI2’;

(29)A new section 4.9 is added as follows:

‘4.9 Route compatibility checks before the use of authorised vehicles

The parameters of the subsystem ‘rolling stock — freight wagons’ to be used by the railway undertaking, for the purpose of route compatibility check, are described in Appendix D1 of Regulation XXX (OPE TSI) 2 .’;

(30)in section 5.3.1, the text ‘The running gear shall be designed for an application range, the area of use, as defined by the following parameters:’ is replaced as follows:

‘The running gear shall be designed for all application ranges, the areas of use, as defined by the following parameters:

–Track gauge’;

(31)in section 5.3.2, the text ‘The wheelset shall be assessed and designed for the area of use as defined by’ is replaced as follows:

‘For the purpose of this TSI, wheelsets include the main parts ensuring the mechanical interface with the track (wheels and connecting elements: e.g. transverse axle, independent wheel axle). Accessories parts (axle bearings, axle boxes and brake discs) are assessed at subsystem level.

The wheelset shall be assessed and designed for the area of use as defined by:

–track gauge,’;

(32)in section 5.3.3, the text: ‘— maximum speed and service life, and’ is replaced as follows:

‘-      maximum speed,

–in-service limits, and’

(33)a new section 5.3.4b is added below section 5.3.4a:

‘5.3.4b. Automatic variable gauge system

An IC “automatic variable gauge system” shall be designed and assessed for an area of use defined by:

–the track gauges the system is designed for,

–the range of maximum static axle loads,

–the range of nominal wheel tread diameters,

–the maximum design speed of the unit, and

–the types of track gauge changeover facility(ies) the system is designed for, including the nominal speed through the track changeover facility(ies) and the maximum axial forces during the automatic gauge changeover process.

An automatic variable gauge system shall comply with the requirements set out in point 4.2.3.6.6; these requirements shall be assessed at IC level as set out in point 6.1.2.6.’

(34)in section 6.1.2, Table 9, a new row 4.2.3.6.6 is added below the row ‘4.2.3.6.4 Axle’

4.2.3.6.6

Automatic variable gauge system

X (*)

X

X

X (*)

X

X (**)

(35)in section 6.1.2, the following text is added after the last paragraph:

‘In case of a specific case applicable to a component defined as interoperability constituent in section 5.3 of this TSI, the corresponding requirement can be part of the verification at interoperability constituent level only in the case where the component remains compliant to the chapters 4 and 5 of this TSI and where the specific case does not refer to a national rule (i.e. additional requirement compatible with the core TSI and fully specified in the TSI).

In other cases, the verification shall be made at subsystem level; when a national rule applies to a component, the concerned Member State may define relevant applicable conformity assessment procedures.’;

(36)the section 6.1.2.1 is replaced as follows:

‘6.1.2.1. Running gear

The demonstration of conformity for running dynamic behaviour is set out in EN 16235:2013.

Units equipped with an established running gear as described in chapter 6 of EN 16235:2013 are presumed to be in conformity with the relevant requirement provided that the running gears are operated within their established area of use.

The assessment of the bogie frame strength shall be based on clause 6.2 of EN 13749:2011.’;

(37)In section 6.1.2.2, the last paragraph of is replaced as follows:

‘A verification procedure shall exist to ensure at the assembly phase that no defects may detrimentally affect safety due to any change in the mechanical characteristics of the fitted parts of the axle. This procedure shall contain the determination of the interference values and, in case of press-fitted wheelsets, the corresponding press-fitting diagram.’;

(38)in section 6.1.2.5, four instances of text ‘ERA/TD/2013-02/INT version 2.0 of XX.XX.2014’ are replaced by the text ‘ERA/TD/2013-02/INT version 3.0 of 27.11.2015’;

(39)a new section 6.1.2.6 is added below the section 6.1.2.5:

‘6.1.2.6. Automatic variable gauge system

The assessment procedure shall be based on a validation plan covering all aspects mentioned in points 4.2.3.6.6 and 5.3.4b.

The validation plan shall be consistent with the safety analysis required in clause 4.2.3.6.6 and shall define the assessment needed in all the following different phases:

–Design review

–Static tests (bench tests and integration-in-the-wheelset/unit tests)

–Test on track gauge changeover facility(ies), representative of in-service conditions

–On-track tests, representative of in-service conditions.

Regarding the demonstration of compliance to the safety level required in point 4.2.3.6.6, the assumptions considered for the safety analysis related to the unit the system is intended to be integrated in, and related to the mission profile of that unit, shall be clearly documented.

The automatic variable gauge system may be subject to an assessment of suitability for use (module CV). Before commencing in-service tests, a suitable module (CB or CH1) shall be used to certify the design of the interoperability constituent. The in-service tests shall be organised on request from the manufacturer, who must obtain an agreement from a railway undertaking for its contribution to such assessment.

The certificate delivered by the notified body in charge of the conformity assessment shall include both the conditions for use as per clause 5.3.4b and the type(s) and operating conditions of the track gauge changeover facility(ies) the automatic variable gauge system has been assessed for.’;

(40)In section 6.2.2.1, the text ‘The demonstration of conformity shall be in accordance with Chapters 6 and 7 of EN 12663-2:2010.’ is replaced by ‘The demonstration of conformity shall be in accordance with chapters 6 and 7 of EN 12663-2:2010, or alternatively with chapter 9.2 of EN 12663-1:2010+A1:2014.’;

(41)section 6.2.2.2 is replaced as follows:

‘6.2.2.2. Safety against derailment running on twisted track

The demonstration of conformity shall be carried out in accordance with chapters 4, 5 and 6.1 of EN 14363:2016.’;

(42)section 6.2.2.3 is replaced as follows:

‘6.2.2.3. Running dynamic behaviour

On-track tests

The demonstration of conformity shall be carried out in accordance with chapters 4, 5 and 7 of EN 14363:2016.

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 according to EN 14363:2016, clause 7.6.3.2.6 (2), shall be calculated according to the following formula: Ya,nf,qst = Ya,f,qst – (11 550 m / Rm – 33) kN.

The limit value of the quasi-static guiding force Yj,a,qst shall be 66 kN.

Values of cant deficiency can be adapted to 1 668 mm track gauge by multiplying the corresponding 1 435 mm parameter values by the following conversion factor: 1 733/1 500.

The combination of the highest equivalent conicity and speed for which the unit meets the stability criterion in chapters 4, 5 and 7 of EN 14363:2016 shall be recorded in the report.’;

(43)in section 6.2.2.4, following text is added below the text:

‘It is permitted to use other standards for the above demonstration of conformity where the EN standards do not cover the proposed technical solution; in that case the notified body shall verify that the alternative standards form part of a technically consistent set of standards applicable to the design, construction and testing of the bearings.

Only standards that are publicly available can be referred to in the demonstration required above.

In the case of bearings manufactured according to a design developed and already used to place products on the market before the entry into force of relevant TSIs applicable to those products, the applicant is allowed to deviate from the demonstration of conformity above and refer to design review and type examination performed for previous applications under comparable conditions instead; this demonstration shall be documented and is considered as providing the same level of proof as type examination according to module SB or design examination according to module SH1.’;

(44)a new section 6.2.2.4a is added below section 6.2.2.4:

‘6.2.2.4a. Automatic variable gauge systems

The safety analysis required in point 4.2.3.6.6, and performed at IC level, shall be consolidated at the level of the unit; in particular, the assumptions made in accordance with point 6.1.2.6 may need to be reviewed to take into account the unit and its mission profile.’;

(45)in section 6.2.2.5, the text ‘for bogie units: Figure 18 of Annex H of Annex I of UIC leaflet 430-1:2012.’ is replaced by ‘for bogie units: Figure 18 of Annex H and Figures 19 and 20 of Annex I of UIC leaflet 430-1:2012.’;

(46)in section 6.2.2.8.1, the text ‘EN 1363-1:1999’ is replaced by ‘EN 1363-1:2012’;

(47)in section 6.2.2.8.2, the text: ‘Testing of the materials ignitability and flame spread properties shall be performed in accordance with ISO 5658-2:2006/Am1:2011 for which the limit value shall be CFE ≥ 18 kW/m2. For the following materials and components the fire safety requirements are deemed to comply with the required ignitability and flame spread properties:’ is replaced by ‘Testing of the materials ignitability and flame spread properties shall be performed in accordance with ISO 5658-2:2006/Am1:2011 for which the limit value shall be CFE ≥ 18 kW/m2.

For rubber parts of bogies, the testing shall be performed in accordance with ISO 5660-1:2015 for which the limit value shall be MARHE ≤ 90 kW/m2 under the test conditions specified in reference T03.02 of Table 6 of EN 45545-2:2013+A1:2015.

For the following materials and components the fire safety requirements are deemed to comply with the required ignitability and flame spread properties:

–Wheelsets, coated or uncoated,’;

(48)in section 6.2.2.8.3, the text ‘EN 50355:2003’ is replaced by ‘EN 50355:2013’;

(49)in section 6.2.2.8.3, the text ‘EN 50343:2003’ is replaced by ‘EN 50343:2014’;

(50)the section 7.1 is replaced as follows:

‘7.1. Authorisation for placing on the market

This TSI is applicable to the subsystem ‘rolling stock — freight wagons’ within the scope set out in its Sections 1.1, 1.2 and 2.1, which are placed on the market after the date of application of this TSI.

This TSI is also applicable on a voluntary basis to:

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

–units as defined in section 2.1 point (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.’

(51)the section 7.1.2 is replaced as follows:

‘7.1.2 Mutual recognition of the first authorisation of placing on the market

In accordance with Article 21(3)(b) of Directive (EU) 2016/797 the authorisation for placing of the market of a vehicle (as defined in this TSI) is granted on the basis of:

·in accordance with point (a) of Article 21(3): the ‘EC’ declaration of verification as provided for in Article 15 of the same directive, and

·in accordance with (d) of Article 21(3): evidence of the technical compatibility of the unit with the network in the area of use covering the EU network.

Points (b) and (c) of Article 21(3) of Directive (EU) 2016/797 do not represent any additional requirement. The technical compatibility of the vehicle with the network being covered by rules (TSIs or national rules), this aspect is also considered at the level of the ‘EC’ verification.

Therefore, the conditions for having an area of use not limited to particular national networks are specified below as additional requirements to be covered in the EC verification of the subsystem rolling stock. These conditions shall be seen as complementary to the requirements in Section 4.2 and must be fulfilled in their entirety:

(a)The unit must be equipped with forged and rolled wheels assessed according to point 6.1.2.3(a).

(b)The compliance/non-compliance with the requirements regarding the axle bearing condition monitoring by line side equipment as set out in point 7.3.2.2.(a) must be recorded in the technical file.

(c)Units intended to operate on the 1 668 mm track gauge network must comply with the requirements regarding the axle bearing condition monitoring by line side equipment as set out in point 7.3.2.2(b).

(d)The reference profile established for the unit as per point 4.2.3.1 must be allocated to one of the target reference profile(s) G1, GA, GB and GC including those used for the lower part GI1 and GI2.

(e)The unit must be compatible with the train detection systems based on track circuits, on axle counters and on loop equipment as specified in clauses 4.2.3.3(a), 4.2.3.3(b) and 4.2.3.3(c).

(f)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 standardised coupling system.

(g)The brake system must be in accordance with the conditions of Appendix C, Sections 9, 14 and 15 when applying the reference case set out in point 4.2.4.2.

(h)The unit must be marked with all applicable markings in accordance with EN 15877-1:2012, except the marking defined in its clause 4.5.25(b).

(i)The parking brake force shall be marked as set out in Figure 1, 30 mm below the marking defined in clause 4.5.3 of EN 15877-1:

Figure 1

1.Marking of the parking brake force

(52)Section 7.2, is replaced as follows:

‘7.2 General rules for implementation

7.2.1 Substitution of constituents

This section deals with substitutions of constituents as referred to in Article 2 of Directive (EU) 2016/797.

The following categories have to be considered:

Certified ICs: Components which correspond to an IC in Chapter 5 and which are holding a certificate of conformity.

Other components: Any component, which is not corresponding to an IC in Chapter 5.

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 Section 6.3.

Table 11 shows the possible permutations.

Table 11

Substitution permutation table

	... substituted by ...
	... certified ICs	... other components	... non-certified ICs
Certified ICs ...	Check	not possible	check
Other components ...	not possible	check	not possible
Non-certified ICs ...	Check	not possible	check

The word ‘check’ in Table 11 means that the entity in charge of maintenance (ECM) may under its responsibility substitute a component by another one utilising the same function and at least the same performance in accordance with the relevant TSI requirements considering that these components are:

–suitable, i.e. conform to the relevant TSI(s),

–used within its area of use,

–enabling interoperability,

–meeting the essential requirements, and

–in line with restrictions stated in the technical file.

7.2.2 Changes to an existing unit or to an existing unit type

7.2.2.1 Introduction

This point 7.2.2 defines the principles to be applied by the entities managing the change and authorising entities in line with the EC verification procedure described in Article 15(9), Article 21(12) and Annex IV of Directive (EU) 2016/797. This procedure is further developed in Article 13, 15 and 16 of Commission Implementing Regulation (EU) 2018/545 and in Decision 2010/713/EC.

This point 7.2.2 applies in case of any change(s) to an existing unit or unit type, including renewal or upgrade. It does not apply in case of changes that do not introduce a deviation from the technical files accompanying the EC declarations for verification for the subsystems.

7.2.2.2 Rules to manage changes in both a unit or a unit type

Parts and basic parameters of the unit that are not affected by the change(s) are exempt from conformity assessment against the provisions in this TSI.

A new assessment against the requirements of this TSI or the TSI Noise (Commission Regulation No 1304/2014 3 , see clause 7.2 of that TSI) shall only be needed for the basic parameters in this TSI which may be affected by the change(s).

In accordance with Articles 15 and 16 of Commission Implementing Regulation (EU) 2018/545 and Decision 2010/713/EU and by application of modules SB, SD/SF or SH1 for the EC verification, and if relevant Article 15(5) of Directive (EU) 2016/797, the entity managing the change shall inform a notified body of all changes affecting the conformity of the subsystem with requirements of the relevant TSI(s) requiring new checks by a notified body. This information shall be provided by the entity managing the change with corresponding references to the technical documentation relating to the existing EC type or design examination certificate.

In accordance with article 21.12(b) of Directive (EU) 2016/797, in case of changes requiring reassessment of the safety requirements set out in clauses 4.2.4.2 for the brake system, a new authorization for placing into service will be required unless one of the following conditions are met:

·The brake system fulfills the conditions of C.9 and C.14 of Appendix C after change or,

·Both the original and changed brake systems were assessed against the safety requirements set out in clause 4.2.4.2

National migration strategies related to the implementation of other TSIs (e.g. TSIs covering fixed installations) shall be taken into account when defining to what extent the TSIs covering rolling stock needs to be applied.

The basic design characteristics of the rolling stock are defined in Table 11a. Based on these tables and on the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797, the changes shall be categorised as follows:

·15(1)(c) of Commission Implementing Regulation (EU) 2018/545 if they are above the thresholds set out in column 3 and below thresholds set out in column 4, or

·15(1)(d) of Commission Implementing Regulation (EU) 2018/545 if they are above the thresholds set out in column 4 or if the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797 requires to classify them as 15(1)(d).

Changes not referred to in the paragraph above are deemed not to have any impact on the basic design characteristics and will be categorised as 15(1)(a) or 15(1)(b) of Commission Implementing Regulation (EU) 2018/545, unless the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797 requires to categorise them as 15(1)(d).

All changes shall remain compliant with the applicable TSIs regardless their classification.

The replacement of a whole element within a rake of permanently connected elements after a severe damage does not require a conformity assessment against this TSI, as long as the element is identical to the one it replaces. Such element must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain.

Table 11a

Basic design characteristics related to basic parameters set out in the WAG TSI

1. TSI clause	2. Related basic design characteristic(s)	3. Changes impacting the basic design characteristic and not classified as 21(12)(a) of Directive (EU) 2016/797	4. Changes impacting the basic design characteristic and classified as 21(12)(a) of Directive (EU) 2016/797
4.2.2.1.1 End coupling	Type of end coupling	Change of end coupler type	N/A
4.2.3.1 Gauging	Reference profile	N/A	Change of reference profile the vehicle is conform to
	Minimum vertical convex curve radius capability	Change in minimum vertical convex curve radius capability the unit is compatible with of more than 10%	N/A
	Minimum vertical concave curve radius capability	Change in minimum vertical concave curve radius capability the unit is compatible with of more than 10%	N/A
4.2.3.2. Compatibility with load carrying capacity of lines	Permissible payload for different line categories	Change of any of the vertical loading characteristics resulting in a change of the line category(ies) the wagon is compatible with	N/A
4.2.3.3 Compatibility with train detection systems	Compatibility with train detection systems	N/A	Change of declared compatibility with one or more of the three train detection systems: Track circuits Axle counters Loop equipment
4.2.3.4 Axle bearing condition monitoring	On-board detection system	N/A	Fitting/Removal of on-board detection system
4.2.3.5 Running safety	Combination of maximum speed and maximum cant deficiency for which the unit was assessed	N/A	Increase in maximum speed of more than 15 km/h or change of more than ± 10% in maximum admissible cant deficiency
	Rail inclination	N/A	Change of rail inclination the vehicle is conform to
4.2.3.6.2 Characteristics of wheelsets	Wheelset gauge	N/A	Change of track gauge the wheelset is compatible with
4.2.3.6.3 Characteristics of wheels	Minimum required in-service wheel diameter	Change of minimum required in-service diameter of more than 10 mm	N/A
4.2.3.6.6 Automatic variable gauge systems	Wheelset gauge changeover facility	Change in the unit leading to a change in the changeover facility(ies) the wheelset is compatible with	Change of track gauge(s) the wheelset is compatible with
4.2.3.6.7 Running gear for manual change of wheelsets	Wheelset gauge	N/A	Change of track gauge(s) the wheelset is compatible with
4.2.4.3.2.1 Service brake	Stopping distance	Change of stopping distance of more than ± 10%	N/A
	Maximum deceleration for the load condition ‘maximum speed under normal payload at the maximum design speed	Change of more than ± 10% on the maximum average brake deceleration	N/A
4.2.4.3.2.2 Parking brake	Parking brake	Parking brake function installed/removed	N/A
4.2.4.3.3 Thermal capacity	Thermal capacity expressed in terms of Speed Gradient Brake distance	N/A	New reference case declared
4.2.4.3.4 Wheel slide protection (WSP)	Wheel slide protection	N/A	Fitting/removal of WSP function
4.2.5 Environmental conditions	Temperature range	Change of temperature range (T1, T2, T3)	N/A
	Snow, ice and hail conditions	Change of the selected range ‘snow, ice and hail’ (nominal or severe)	N/A

In order to establish the EC type or design examination certificate, the notified body selected by the entity managing the change is permitted to 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 (during 10 years phase B period).

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 latest revision of this TSI in force at that time.

In any case, the entity managing the change shall ensure that the technical documentation which is relating to the EC type or design examination certificate is updated accordingly.

The updated technical documentation, related to the EC type or design examination certificate is referred to in the technical file accompanying the EC declaration of verification issued by the entity managing the change for rolling stock declared as conformant to the modified type.

7.2.2.3 Particular rules for existing units not covered by an EC declaration of verification authorised for placing in service before 1 January 2015

The following rules apply to existing units authorised 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

The compliance with technical requirements of this TSI is deemed established when a basic parameter is improved in the direction of the TSI defined performance and the entity managing the change demonstrates that the corresponding essential requirements are met and the safety level is maintained or improved. The entity managing the change shall in this case justify the reasons for which the TSI defined performance was not met, taking into account migration strategies of other TSIs as stated in section 7.2.2.2. This justification shall be in the technical file, if any, or in the original technical documentation of the unit.

The particular rule set out in paragraph (13) above is not applicable in changes impacting the basic design characteristics and classified as 21(12)a set out in table 11b.

Table 11b: Basic design characteristics related to basic parameters set out in the WAG TSI for rolling stock not holding an EC type or design examination certificate

TSI clause	Related basic design characteristic(s)	Changes impacting the basic design characteristic and classified as 21(12)(a) of Directive (EU) 2016/797
4.2.3.1 Gauging	Reference profile	Change of reference profile the unit is conform to
4.2.3.3 Compatibility with train detection systems	Compatibility with train detection systems	Change of declared compatibility with one or more of the three train detection systems: Track circuits Axle counters Loop equipment
4.2.3.4 Axle bearing condition monitoring	On-board detection system	Fitting/Removal of on-board detection system
4.2.3.6.2 Characteristics of wheelsets	Wheelset gauge	Change of track gauge the wheelset is compatible with
4.2.3.6.6 Automatic variable gauge systems	Wheelset gauge changeover facility	Change of track gauge(s) the wheelset is compatible with

7.2.3 Rules related to the EC type or design examination certificates

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 Noise, 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 Noise.

7.2.3.1.1 Phase A

Phase A starts once a notified body, which is responsible for EC verification, is appointed by the applicant and ends when the EC type or design examination certificate is issued.

The TSI assessment basis for a type is defined for a phase A period, with a duration of maximum four years. During the phase A period the assessment basis for EC verification to be used by the notified body will not change.

When a revision of this TSI or of the TSI Noise comes into force during the phase A period, it is permissible (but not mandatory) to use the revised version(s), either totally or for particular sections, unless explicitly otherwise specified in the revision of these TSIs. In case of application limited to particular sections, the applicant has to justify and document that applicable requirements remain consistent, and this has to be approved by the notified body.

7.2.3.1.2 Phase B

The phase B period defines the period of validity of the EC type or design examination certificate once it is issued by the notified body. During this time, units may be EC certified on the basis of conformity to type.

The EC type or design examination certificate of EC verification for the subsystem is valid for a ten-year phase B period after its issue date, even if a revision of this TSI or of the TSI Noise come into force, unless explicitly otherwise specified in the revision of these TSIs. During this period of validity, new rolling stock of the same type is permitted to be placed on the market on the basis of an EC declaration of verification referring to the type certificate of verification.

The updated technical documentation related to the EC type or design examination certificate is referred to in the technical file accompanying the EC declaration of verification issued by the applicant for rolling stock declared as conformant to the modified type.

7.2.3.2 Interoperability constituents

This point concerns interoperability constituents which are subject to EC type examination (module CB), design examination (module CH1) or to suitability for use (module CV) in accordance with section 6.1 of this TSI.

The EC type or design examination or suitability for use certificate is valid for a ten-year period. During this time, new constituents of the same type are permitted to be placed into service without a new type assessment, unless explicitly otherwise specified in the revision of this TSI. Before the end of the ten-year period, the constituent shall be assessed according to the latest revision of this TSI in force at that time, for those requirements that have changed or are new in comparison to the certification basis.’;

(53)in section 7.2.2.2,a new footnote ‘(1) OJ L 356, 12.12.2014, p. 421.’ is added in the same page as text ‘Commission Regulation (EU) No 1304/2014 (1)’

(54)in section 7.2.2.3, a new footnote ‘(1) OJ L 356, 12.12.2014, p. 421.’ is added in the same page as text ‘Commission Regulation (EU) No 1304/2014 (1)’;

(55)in section 7.2.3.1, a new footnote ‘(1) OJ L 356, 12.12.2014, p. 421.’ is added in the same page as text ‘Commission Regulation (EU) No 1304/2014 (1)’;

(56)in section 7.3.1, the following text is added below the text:

‘In case of a specific case applicable to a component defined as interoperability constituent in section 5.3 of this TSI, the conformity assessment has to be performed according to point 6.1.2.’;

(57)in section 7.3.2.3, the text ‘EN 14363:2005 point 4.1.3.4.1’ is replaced by ‘EN 14363:2016 clause 6.1.5.3.1’;

(58)in section 7.3.2.3, the following text is added below the text:

(59)This specific case does not prevent the access of TSI compliant rolling stock to the national network.

(60)section 7.3.2.4, ‘Running dynamic behaviour (point 4.2.3.5.2)‘ is replaced by:

‘Specific case UK for Great Britain

(‘P’) Base condition for use of simplified measuring method specified in EN 14363:2016 clause 7.2.2 should be extended to nominal static vertical wheelset forces (PF0) up to 250 kN. For technical compatibility with the existing network it is permissible to use national technical rules amending EN 14363:2016 and notified for the purpose of running dynamic behaviour.

This specific case does not prevent the access of TSI compliant rolling stock to the national network.’;

(61)section 7.3.2.5, ‘Characteristics of wheelsets (points 4.2.3.6.2) ‘ is replaced by:

‘7.3.2.5, ‘Characteristics of wheelsets, wheels and axles (points 4.2.3.6.2 and 4.3.2.6.3)

Specific case UK for Great Britain

(‘P’) For units intended to operate solely on the railway network of Great Britain the characteristics of the wheelsets, wheels and axles may be in accordance with the national technical rules notified for this purpose.

This specific case does not prevent the access of TSI compliant rolling stock to the national network.’;

(62)section 7.3.2.6, ‘Characteristics of wheels (point 4.2.3.6.3) ‘ is deleted.

(63)Section 7.3.2.7 is added:

‘7.3.2.8. Rules to manage changes in both rolling stock and rolling stock type (7.2.2.2)

Specific case the United Kingdom (Great Britain)

(‘P’) Any change to a vehicle swept envelope as defined in the national technical rules notified for the gauging process (for example as described in RIS-2773-RST) will result in a new version.’

(64)In Appendix A, the complete text is replaced by ‘Not used’;

(65)In Appendix C, condition C.1 ‘Manual coupling system’, the text ‘The clearance for the draw hook shall be in accordance with chapter 2 of ERA technical document ERA/TD/2012-04/INT version 1.2 of 18.1.2013 published on the Agency website (http://www.era.europa.eu).’ is replaced by ‘The clearance for the draw hook shall be in accordance with clause 6.3.2 of EN 16116-2:2013.’;

(66)In Appendix C, condition C.1 ‘Manual coupling system’, the text ‘The space for shunting staff operation shall be in accordance with chapter 3 of ERA technical document ERA/TD/2012-04/INT version 1.2 of 18.1.2013 published on the Agency website (http://www.era.europa.eu).’ is replaced by ‘The space for shunting staff operation shall be in accordance with clause 6.2.1 of EN 16116- 2:2013. For manual coupling systems equipped with 550 mm wide buffers the calculation of the free space may be done considering that the coupling gear components are lateral centrally positioned (D = 0 mm as defined in Annex A of EN 16116-2:2013).’;

(67)In Appendix C, condition C.2 ‘UIC footsteps and handrails’ is replaced as follows:

‘2. UIC footsteps and handrails

The unit shall be equipped with footsteps and handrails in accordance with chapters 4 and 5 of EN 16116-2:2013 and with clearances in accordance with clause 6.2.2 of EN 16116-2:2013.’;

(68)In Appendix C, condition C.5 ‘Marking of units’, the following text is deleted:

‘Markings of EN 15877-1:2012 are required where applicable. The following are always applicable:

–4.5.2 Gauge marking

–4.5.3 Vehicle Tare Weight

–4.5.4 Vehicle load table

–4.5.5 Sign for length over buffers

–4.5.12 Table of Maintenance dates

–4.5.14 Lifting and re-railing signs

–4.5.23 Distances between end axles and bogie centres

–4.5.29 Brake weight.’;

(69)In Appendix C, condition C.6 ‘G1 gauge’, the text ‘GIC1’ is replaced by ‘GI1’;

(70)In Appendix C, condition C.8 ‘Tests concerning longitudinal compressive forces’, the text ‘EN 15839:2012’ is replaced by ‘EN 15839:2012+A1:2015’;

(71)In Appendix C, condition C.9 ‘UIC brake’, the text ‘(i) The pneumatic half coupling’ is replaced by ‘(i) The pneumatic half coupling and its hose’;

(72)In Appendix C, condition C.9 ‘UIC brake’, the text ‘(k) Brake block holders shall be in accordance with UIC leaflet 542:2010’ is replaced by ‘(k) Brake block holders shall be in accordance with UIC 542:2013.’;

(73)In Appendix C, condition C.9 ‘UIC brake’, the point (m) is replaced as follows:

‘(m) Slack adjusters shall be in accordance with chapters 4 and 5 of EN 16241:2014. The assessment of conformity shall be carried out in accordance with clauses 6.3.2 to 6.3.5 of EN 16241:2014. Additionnally, a life test shall be performed to demonstrate the suitability of the slack adjuster for service on the unit and to verify the maintenance requirements for the operational design life. This shall be carried out at the maximum rated load cycling through the full range of adjustment.’;

(74)In Appendix C, condition C.9 ‘UIC brake’, the text ‘UIC 544-1:2013’ in row ‘Braking mode ‘G’’ of Table C.3 is replaced by the text ‘UIC 544-1:2014’;

(75)In Appendix C, condition C.9 ‘UIC brake’, the text ‘EN 14531-1:2005 section 5.11’ of the footnote (1) of Table C.3 is replaced by the text ‘EN 14531-1:2015 section 4’;

(76)In Appendix C, condition C.11 ‘Temperature ranges for air reservoirs, hoses and grease’ is replaced as follows condition:

’11. Temperature ranges for air reservoirs, hoses and grease

The following requirements are deemed to comply with any temperature range indicated in point 4.2.5:

–Air reservoirs shall be designed for the temperature range of – 40 °C to + 70  C.

–Brake cylinders and brake couplings shall be designed for the temperature range of – 40 °C  to + 70 °C.

–Hoses for air brakes and air supply shall be specified for the temperature range of – 40 °C to + 70 °C.

The following requirement is deemed to comply with the range T1 indicated in point 4.2.5:

–The grease for the lubrication of roller bearing shall be specified for ambient temperatures down to – 20 °C.’;

(77)In Appendix C, condition C.12 ‘Welding’ is replaced as follows condition:

‘Welding shall be carried out in accordance with EN 15085-1:2007+A1:2013, EN 15085-2:2007, EN 15085- 3:2007, EN 15085-4:2007 and EN 15085-5:2007.’;

(78)In Appendix C, the following text is added below the text in condition C.16 ‘Tow hooks’:

‘Alternative technical solutions are allowed as far as conditions 1.4.2 to 1.4.9 of UIC 535-2:2006 are respected. If the alternative solution is a cable eye bracket, it shall in addition have a minimum diameter of 85 mm.’;

(79)In Appendix C, the following condition C.19 is added: ‘19. Axle bearing condition monitoring

It shall be possible to monitor the axle bearing condition of the unit by means of line side detection equipment.’;

(80)Appendix D is replaced as follows:

Appendix D

Mandatory standards or normative documents referred to in this TSI

TSI		Standard/document
Characteristics to be assessed		References to Standard or document	Clauses
Structure and mechanical part	4.2.2
Strength of unit	4.2.2.2	EN 12663-2:2010	5
		EN 15877-1:2012	4.5.14
	6.2.2.1	EN 12663-1:2010+A1:2014	9.2
		EN 12663-2:2010	6, 7
Gauging and track interaction	4.2.3
Gauging	4.2.3.1	EN 15273-2:2013	all
Compatibility with load carrying capacity of lines	4.2.3.2	EN 15528:2015	6.1, 6.2
Compatibility with train detection systems	4.2.3.3	ERA/ERTMS/033281 rev. 4.0	See table 7 of this TSI
Axle bearing condition monitoring	4.2.3.4	EN 15437-1:2009	5.1, 5.2
Safety against derailment running on twisted track	4.2.3.5.1	—	—
	6.2.2.2	EN 14363:2016	4, 5, 6.1
Running dynamic behaviour	4.2.3.5.2	EN 14363:2016	4, 5, 7
	6.1.2.1 6.2.2.3	EN 14363:2016	4, 5, 7
		EN 16235:2013	all
	6.1.2.1	EN 13749:2011	6.2
Structural design of bogie frame	4.2.3.6.1	EN 13749:2011	6.2
	6.1.2.1	EN 13749:2011	6.2
Characteristics of wheelsets	4.2.3.6.2	—	—
	6.1.2.2	EN 13260:2009+A1:2010	3.2.1
Characteristics of wheels	4.2.3.6.3	—	—
	6.1.2.3	EN 13979-1:2003+A1:2009 +A2:2011	7, 6.2
Characteristics of axles	4.2.3.6.4	—	—
	6.1.2.4	EN 13103:2009 + A2:2012	4, 5, 6, 7
Axle boxes/bearings	4.2.3.6.5	—	—
	6.2.2.4	EN 12082:2007+A1:2010	6
Running gear for manual change of wheelsets	4.2.3.6.7	—	—
	6.2.2.5	UIC leaflet 430-1:2012	Annexes B, H, I
		UIC 430-3:1995	Annex 7
Brake	4.2.4
Service brake	4.2.4.3.2.1	EN 14531-6:2009	all
		UIC 544-1:2014	all
Parking brake	4.2.4.3.2.2	EN 14531-6:2009	6
Friction element for wheel tread brakes	4.2.4.3.5	–	–
	6.1.2.5	ERA technical document ERA/TD/2013-02/INT Version 3.0 of 27.11.2015	All
Environmental conditions	4.2.5
Environmental conditions	4.2.5	EN 50125-1:2014	4.7
	6.2.2.7	—	—
System protection	4.2.6
Barriers	4.2.6.1.2.1	—	—
	6.2.2.8.1	EN 1363-1:2012	all
Materials	4.2.6.1.2.2	—	—
	6.2.2.8.2	ISO 5658- 2:2006/Am1:2011	all
		EN 13501-1:2007+A1:2009	all
		EN 45545-2:2013+A1:2015	Table 6
		ISO 5660-1:2015	all
Cables	6.2.2.8.3	EN 50355:2013	all
		EN 50343:2014	all
Flammable liquids	6.2.2.8.4	EN 45545-7:2013	all
Protective measures against indirect contact (protective bonding)	4.2.6.2.2.1	EN 50153:2014	6.4
Protective measures against direct contact	4.2.6.2.2.2	EN 50153:2014	5
Attachment devices for rear-end signal	4.2.6.3	EN 16116-2:2013	Figure 11

Standards or documents referred to in the additional optional conditions set out in Appendix C

Additional optional conditions for units	App. C	Standard / UIC leaflet / document
Manual coupling system	C.1	EN 15566:2009+A1:2010	all (except 4.4)
		EN 15551:2009+A1:2010	all
		EN 16116-2:2013	6.2.1, 6.3.2
		EN 15877-1:2012	Figure 75
UIC footsteps and handrails	C.2	EN 16116-2:2013	4, 5, 6.2.2
Ability to be hump shunted	C.3	EN 12663-2:2010	5, 8
Tests concerning longitudinal compressive forces	C.8	EN 15839:2012+A1:2015	all
UIC brake	C.9	EN 15355:2008+A1:2010	all
		EN 15611:2008+A1:2010	all
		UIC 540:2006	all
		EN 14531-1:2015	4
		EN 15624:2008+A1:2010	all
		EN 15625:2008+A1:2010	all
		EN 286-3:1994	all
		EN 286-4:1994	all
		EN 15807:2011	all
		EN 14601:2005+A1:2010	all
		UIC 544-1:2014	all
		UIC 542:2013	all
		UIC 541-4:2010	all
		EN 16241:2014	4, 5, 6.3.2 to 6.3.5
		EN 15595:2009+A1:2011	all
Welding	C.12	EN 15085-1:2007+A1:2013 EN 15085-2:2007 EN 15085-3:2007 EN 15085-4:2007 EN 15085-5:2007	all
Specific product properties concerning the wheel	C.15	EN 13262:2004 +A1:2008+A2:2011	all
		EN 13979-1:2003 +A1:2009+A2:2011	all
Tow hooks	C.16	UIC 535-2:2006	1.4
Protective devices on protruding parts	C.17	UIC 535-2:2006	1.3
Label holders and attachment devices for rear end signal	C.18	UIC 575:1995	1

(81)In Appendix E, the text ‘The lamp shall display a luminous area of at least 170 mm diameter.’ is deleted;

(82)In Appendix F, the row ‘Variable gauge wheelsets’ of Table F.1 is replaced by:

Automatic variable gauge system

4.2.3.6.6

X

X

X

6.1.2.6/6.2.2.4a

’.

(1)    The maintenance plan shall take into accounts the findings of the ERA Task force on Freight Maintenance (see ‘Final report on the activities of the Task Force Freight Wagon Maintenance’ published on the ERA website http://www.era.europa.eu).

(2)    Regulation XXX concerning the technical specification for interoperability relating to the ‘operation and traffic management’ subsystem of the rail system in the European Union and repealing Commission Decision 2012/757/EU.

(3)    OJ L 356, 12.12.2014, p. 421.

ANNEX II

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

(1)section 1.1 is replaced by the following:

‘1.1. Technical Scope

This TSI concerns the infrastructure subsystem and part of the maintenance subsystem of the Union rail system in accordance with Article 1 of Directive (EU) 2016/797.

The infrastructure and the maintenance subsystems are defined respectively in points 2.1 and 2.8 of Annex II to Directive (EU) 2016/797.

The technical scope of this TSI is further defined in Article 2(1), 2(5) and 2(6) of this Regulation. ’;

(2)point (1) of section 1.3 is replaced by the following:

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

(a)indicates its intended scope (section 2);

(b)lays down essential requirements for the infrastructure and part of the maintenance subsystems (section 3);

(c)establishes the functional and technical specifications to be met by the infrastructure and part of the maintenance subsystems and its interfaces vis-à-vis other subsystems (section 4);

(d)specifies the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the Union rail system (section 5);

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

(f)indicates the strategy for implementing this TSI (section 7);

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

(h)indicates the provisions applicable to the existing infrastructure subsystem, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation;

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

In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in section 7. ’;

(3)section 2.1 is replaced by the following:

‘2.1. Definition of the infrastructure subsystem

This TSI covers:

(a)the infrastructure structural subsystem

(b)the part of the maintenance functional subsystem relating to the infrastructure subsystem (that is: washing plants for external cleaning of trains, water restocking, refuelling, fixed installations for toilet discharge and electrical shore supplies).

The elements of the infrastructure subsystem are described in point 2.1 of Annex II to Directive (EU) 2016/797.

The elements of the maintenance subsystem are described in point 2.8 of Annex II to Directive (EU) 2016/797.

The scope of this TSI therefore includes the following aspects of the infrastructure subsystem:

(a)Line layout,

(b)Track parameters,

(c)Switches and crossings,

(d)Track resistance to applied loads,

(e)Structures resistance to traffic loads,

(f)Immediate action limits on track geometry defects,

(g)Platforms,

(h)Health, safety and environment,

(i)Provision for operation,

(j)Fixed installations for servicing trains.

Further details are set out in point 4.2.2 of this TSI. ’;

(4)in section 2.5, the reference to ‘Directive 2004/49/EC’ is replaced by the reference to ‘Directive (EU) 2016/798’;

(5)in section 3, the reference to ‘Directive 2008/57/EC’ is replaced by the reference to ‘Directive (EU) 2016/797’;

(6)Table 1 in section 3 is replaced by the following:

‘

Table 1: Basic Parameters of the infrastructure subsystem corresponding to the essential requirements
TSI point	Title of TSI point	Safety	Reliability Availabi-lity	Health	Environ-mental protection	Technical compati-bility	Accessi-bility
4.2.3.1	Structure gauge	1.1.1, 2.1.1				1.5
4.2.3.2	Distance between track centres	1.1.1, 2.1.1				1.5
4.2.3.3	Maximum gradients	1.1.1				1.5
4.2.3.4	Minimum radius of horizontal curve	1.1.3				1.5
4.2.3.5	Minimum radius of vertical curve	1.1.3				1.5
4.2.4.1	Nominal track gauge					1.5
4.2.4.2	Cant	1.1.1, 2.1.1				1.5	1.6.1
4.2.4.3	Cant deficiency	1.1.1				1.5
4.2.4.4	Abrupt change of cant deficiency	2.1.1
4.2.4.5	Equivalent conicity	1.1.1, 1.1.2				1.5
4.2.4.6	Railhead profile for plain line	1.1.1, 1.1.2				1.5
4.2.4.7	Rail inclination	1.1.1, 1.1.2				1.5
4.2.5.1	Design geometry of switches and crossings	1.1.1, 1.1.2 1.1.3				1.5
4.2.5.2	Use of swing nose crossings	1.1.2, 1.1.3
4.2.5.3	Maximum unguided length of fixed obtuse crossings	1.1.1, 1.1.2				1.5
4.2.6.1	Track resistance to vertical loads	1.1.1, 1.1.2, 1.1.3				1.5
4.2.6.2	Longitudinal track resistance	1.1.1, 1.1.2, 1.1.3				1.5
4.2.6.3	Lateral track resistance	1.1.1, 1.1.2, 1.1.3				1.5
4.2.7.1	Resistance of new bridges to traffic loads	1.1.1, 1.1.3				1.5
4.2.7.2	Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures	1.1.1, 1.1.3				1.5
4.2.7.3	Resistance of new structures over or adjacent to tracks	1.1.1, 1.1.3				1.5
4.2.7.4	Resistance of existing bridges and earthworks to traffic loads	1.1.1, 1.1.3				1.5
4.2.8.1	The immediate action limit for alignment	1.1.1, 1.1.2	1.2
4.2.8.2	The immediate action limit for longitudinal level	1.1.1, 1.1.2	1.2
4.2.8.3	The immediate action limit for track twist	1.1.1, 1.1.2	1.2
4.2.8.4	The immediate action limit of track gauge as isolated defect	1.1.1, 1.1.2	1.2
4.2.8.5	The immediate action limit for cant	1.1.1, 1.1.2	1.2
4.2.8.6	The immediate action limit for switches and crossings	1.1.1, 1.1.2	1.2			1.5
4.2.9.1	Usable length of platforms	1.1.1, 2.1.1				1.5
4.2.9.2	Platform height	1.1.1, 2.1.1				1.5	1.6.1
4.2.9.3	Platform offset	1.1.1, 2.1.1				1.5	1.6.1
4.2.9.4	Track layout alongside platforms	1.1.1, 2.1.1				1.5	1.6.1
4.2.10.1	Maximum pressure variations in tunnels	1.1.1, 2.1.1				1.5
4.2.10.2	Effect of cross winds	1.1.1, 2.1.1	1.2			1.5
4.2.10.3	Aerodynamic effect on ballasted track	1.1.1	1.2			1.5
4.2.11.1	Location markers	1.1.1	1.2
4.2.11.2	Equivalent conicity in service	1.1.1, 1.1.2				1.5
4.2.12.2	Toilet discharge	1.1.5	1.2	1.3.1		1.5
4.2.12.3	Train external cleaning facilities		1.2			1.5
4.2.12.4	Water restocking	1.1.5	1.2	1.3.1		1.5
4.2.12.5	Refuelling	1.1.5	1.2	1.3.1		1.5
4.2.12.6	Electric shore supply	1.1.5	1.2			1.5
4.4	Operating rules		1.2
4.5	Maintenance rules		1.2
4.6	Professional qualifications	1.1.5	1.2
4.7	Health and safety conditions	1.1.5	1.2	1.3	1.4.1

’;

(7)in point (1) of section 4.1, the reference to ‘Directive 2008/57/EC’ is replaced by the reference to ‘Directive (EU) 2016/797’;

(8)point (3) of section 4.1 is replaced by the following:

‘(3) The functional and technical specifications of the infrastructure and part of the maintenance subsystems and their interfaces, as described in points 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the Union rail system. ’;

(9)the title of section 4.2 is replaced by the following ‘4.2.    Functional and technical specifications of the infrastructure subsystem’;

(10)points (1) to (3) of section 4.2.1 are replaced by the following:

‘(1) The elements of the Union’s rail network are set out in point 1 of Annex I to Directive (EU) 2016/797. In order to deliver interoperability cost-effectively, each element of the Union’s rail network shall be assigned a ‘TSI category of line’.

(2) The TSI category of line shall be a combination of traffic codes. For lines where only one type of traffic is carried (for example, a freight only line), a single code may be used to describe the performances; where mixed traffic runs the category will be described by one or more codes for passenger and freight. The combined traffic codes describe the envelope within which the desired mix of traffic can be accommodated.

(3) These TSI categories of line shall be used for the classification of existing lines to define a target system so that the relevant performance parameters will be met. ’;

(11)in point (7) of section 4.2.1, note (*) of Table 3 is replaced by the following:

‘(*) Axle load is based on design mass in working order for power heads and locomotives as defined in point 2.1 of EN 15663:2009+AC:2010 and design mass under normal payload for other vehicles in accordance with point 6.3 of EN15663:2009+AC:2010.’;

(12)point (10) of section 4.2.1 is replaced by the following:

‘(10) In accordance with Article 4(7) of Directive (EU) 2016/797 which provides that TSIs shall not prevent the Member States from deciding on the use of infrastructures for the movement of vehicles not covered by the TSIs, it is allowed to design new and upgraded lines able to accommodate:

·gauges larger,

·axle loads higher,

·speeds greater,

·usable length of platform greater,

·trains longer

than those specified in Table 2 and Table 3.’;

(13)point (c) of point H in section 4.2.2.1 is replaced by the following:

‘(c) Aerodynamic effect on ballasted track (4.2.10.3) ’;

(14)in point K of section 4.2.2.1 the following point is added:

‘(b) Maintenance plan (4.5.2). ’;

(15)point (5) in section 4.2.4.2 is replaced by the following:

‘(5) Instead of point (1), for the 1668 mm track gauge system, the design cant shall not exceed 180 mm. ’;

(16)point (4) in section 4.2.4.4 is replaced by the following:

‘(4) Instead of point (1), for the 1 668 mm track gauge system, the maximum design values of abrupt change of cant deficiency shall be:

(a)150 mm for V ≤ 45 km/h

(b)115 mm for 45 km/h <V ≤ 100 km/h,

(c)(399-V)/2.6 [mm] for 100 km/h < V ≤ 220 km/h,

(d)70 mm for 220 km/h < V ≤ 230 km/h,

(e)Abrupt change of cant deficiency is not allowed for speeds of more than 230 km/h. ’;

(17)point (3) in section 4.2.4.5 is replaced by the following:

‘(3) Design track gauge, rail head profile and rail inclination for plain line shall be selected to ensure that the equivalent conicity limits set out in Table 10 are not exceeded. ’;

(18)figure 1 in section 4.2.4.6 is replaced by the following:

(19)point (2) in section 4.2.4.7.1 is replaced by the following:

‘(2) For tracks intended to be operated at speeds greater than 60 km/h, the rail inclination for a given route shall be selected from the range 1/20 to 1/40.’;

(20)point (2) in section 4.2.6.2.2 is replaced by the following:

‘(2) Provisions for the use of eddy current braking systems on track shall be defined at operational level by the infrastructure manager on the basis of the specific characteristics of the track, including switches and crossings. The conditions of use of this braking system are registered in accordance with Regulation (EU) 2018/XXX 1 (RINF). ’;

(21)Table 11 in section 4.2.7.1.1 is replaced by the following:

‘

Table 11: Factor alpha (α ) for the design of new structures
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

’;

(22)section 4.2.10.3 is replaced by the following:

‘4.2.10.3 Aerodynamic effect on ballasted track

(1)The aerodynamic interaction between rolling stock and infrastructure may cause the lifting and further blowing away of ballast stones from the track bed in plain line and switches and crossings (Ballast pick up). This risk shall be mitigated. 

(2)The requirements for the infrastructure subsystem aimed at mitigating the risk for ‘ballast pick up’ apply only to lines intended to be operated at speed greater than 250 km/h.

(3)For lines as defined in point (2) above with intended operating speed lower than or equal to 300 km/h and equipped with mono-block sleepers and bearers, the level of the ballast between the rails shall be lower than the upper surface of the sleepers and the bearers.

Without prejudice to point 4.2.6, the distance between the upper surface of the sleepers and the bearers, and the level of the ballast between rails shall be at least 3 cm.

(4)For speed greater than 300 km/h, the requirements of point (1) above are an open point. ’;

(23)section 4.2.12.2 is replaced by the following:

‘Fixed installations for toilet discharge shall be compatible with the characteristics of the retention toilet system specified in the LOC & PAS TSI. ’;

(24)point (1) in section 4.2.12.4 is replaced by the following:

‘(1) Fixed equipment for water restocking shall be compatible with the characteristics of the water system specified in the LOC & PAS TSI. ’;

(25)section 4.2.12.5 is replaced by the following:

‘Refuelling equipment shall be compatible with the characteristics of the fuel system specified in the LOC & PAS TSI. ’;

(26)section 4.2.12.6 is replaced by the following:

‘Where provided, electrical shore supply shall be by means of one or more of the power supply systems specified in the LOC & PAS TSI. ’;

(27)Table 15 in section 4.3.1 is replaced by the following:

‘

Table 15: Interfaces with the rolling stock subsystem, ‘Locomotives and Passenger Rolling Stock TSI’

Interface	Reference Infrastructure TSI	Reference Locomotives and Passenger Rolling Stock TSI
Track gauge	4.2.4.1 Nominal track gauge 4.2.5.1 Design geometry of switches and crossings 4.2.8.6 The immediate action limits for switches and crossings	4.2.3.5.2.1 Mechanical and geometrical characteristics of wheelset 4.2.3.5.2.3 Variable gauge wheelsets
Gauge	4.2.3.1 Structure gauge 4.2.3.2 Distance between track centres 4.2.3.5 Minimum radius of vertical curve 4.2.9.3 Platform offset	4.2.3.1. Gauging
Axle load and axle spacing	4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1 Resistance of new bridges to traffic loads 4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads	4.2.2.10 Load conditions and weighed mass 4.2.3.2.1 Axle load parameter
Running characteristics	4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1.4 Nosing forces	4.2.3.4.2.1 Limit values for running safely 4.2.3.4.2.2 Track loading limit values
Ride stability	4.2.4.4 Equivalent conicity 4.2.4.6 Railhead profile for plain line 4.2.11.2 Equivalent conicity in service	4.2.3.4.3 Equivalent conicity 4.2.3.5.2.2 Mechanical and geometrical characteristics of wheels
Longitudinal actions	4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking (longitudinal loads)	4.2.4.5 Braking performance
Minimum horizontal curve radius	4.2.3.4 Minimum radius of horizontal curve	4.2.3.6 Minimum curve radius Annex A, A.1 Buffers
Running dynamic behaviour	4.2.4.3 Cant deficiency	4.2.3.4.2. Running dynamic behaviour
Maximum deceleration	4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking	4.2.4.5 Braking performance
Aerodynamic effect	4.2.3.2 Distance between track centres 4.2.7.3 Resistance of new structures over or adjacent to tracks 4.2.10.1 Maximum pressure variations in tunnels 4.2.10.3 Aerodynamic effect on ballasted track	4.2.6.2.1 Slipstream effects on passengers on platforms and on trackside workers 4.2.6.2.2 Head pressure pulse 4.2.6.2.3 Maximum pressure variations in tunnels 4.2.6.2.5 Aerodynamic effect on ballasted tracks
Crosswind	4.2.10.2 Effect of crosswinds	4.2.6.2.4 Crosswind
Installations for servicing trains	4.2.12.2 Toilet discharge 4.2.12.3 Train external cleaning facilities 4.2.12.4 Water restocking 4.2.12.5 Refuelling 4.2.12.6 Electric shore supply	4.2.11.3 Toilet discharge system 4.2.11.2.2 Exterior cleaning through a washing plant 4.2.11.4 Water refilling equipment 4.2.11.5 Interface for water refilling 4.2.11.7 Refuelling equipment 4.2.11.6 Special requirements for stabling of trains

’;

(28)Table 16 in section 4.3.1 is replaced by the following:

‘

Table 16: Interfaces with the rolling stock subsystem, ‘Freight Wagons TSI’

Interface	Reference Infrastructure TSI	Reference Freight wagons TSI
Track gauge	4.2.4.1 Nominal track gauge 4.2.4.6 Railhead profile for plain line 4.2.5.1 Design geometry of switches and crossings 4.2.8.6 The immediate action limits for switches and crossings	4.2.3.6.2          Characteristics of wheelsets 4.2.3.6.3          Characteristics of wheels
Gauge	4.2.3.1 Structure gauge 4.2.3.2 Distance between track centres 4.2.3.5 Minimum radius of vertical curve 4.2.9.3 Platform offset	4.2.3.1 Gauging
Axle load and axle spacing	4.2.6.1 Track resistance to vertical loads 4.2.6.3 Lateral track resistance 4.2.7.1 Resistance of new bridges to traffic loads 4.2.7.2 Equivalent vertical loading for new earthworks and earth pressure effects imposed on new structures 4.2.7.4 Resistance of existing bridges and earthworks to traffic loads	4.2.3.2 Compatibility with load carrying capacity of lines
Running dynamic behaviour	4.2.8    Immediate action limits on track geometry defects	4.2.3.5.2          Running dynamic behaviour
Longitudinal actions	4.2.6.2 Longitudinal track resistance 4.2.7.1.5 Actions due to traction and braking (longitudinal loads)	4.2.4.3.2 Brake performance
Minimum curve radius	4.2.3.4 Minimum radius of horizontal curve	4.2.2.1. Mechanical interface
Vertical curve	4.2.3.5 Minimum radius of vertical curve	4.2.3.1 Gauging

’;

(29)Table 19 in section 4.3.4 is replaced by the following:

‘

Table 19 “Interfaces with the operation and traffic management subsystem”

Interface	Reference Infrastructure TSI	Reference Operation and Traffic Management TSI
Ride stability	4.2.11.2 Equivalent conicity in service	4.2.3.4.4Operational quality
Use of eddy current brakes	4.2.6.2 Longitudinal track resistance	4.2.2.6.2 Braking performance
Crosswinds	4.2.10.2 Effect of crosswinds	4.2.3.6.3 Contingency arrangements
Operating rules	4.4 Operating rules	4.2.1.2.2.2 Modifications to information contained in the route book 4.2.3.6 Degraded operation
Staff competences	4.6 Professional competences	2.2.1 Staff and trains

’;

(30)in point (1) of section 4.4, the terms ‘Article 18(3) and set out in Annex VI (point I.2.4) of Directive 2008/57/EC’ are replaced by the terms ‘Article 15(4) and set out in Annex IV (point 2.4) of Directive (EU) 2016/797’;

(31)section 4.5.2 is replaced by the following:

‘4.5.2. Maintenance plan

The infrastructure manager shall have a maintenance plan containing the items listed in point 4.5.1 together with at least the following:

(a)a set of values for intervention limits and alert limits,

(b)a statement about the methods, professional competences of staff and personal protective safety equipment necessary to be used,

(c)the rules to be applied for the protection of people working on or near the track,

(d)the means used to check that in-service values are respected,

(e)the measures taken, for speed greater than 250 km/h, to mitigate the risk of ballast pick up. ’;

(32)point (1) in section 4.7 is replaced by the following:

‘(1) the health and safety conditions of staff required for the operation and maintenance of the infrastructure subsystem shall be compliant with the relevant European and national legislation. ’;

(33)point (b) of point (2) in section 5.3.2 is replaced by the following:

‘(b) the rail fastening shall resist application of 3 000 000 cycles of the typical load applied in a sharp curve, such that the change in performance of the fastening system shall not exceed:

·20 % in terms of clamping force,

·25 % in terms of vertical stiffness,

·a reduction of more than 20% in terms of longitudinal restraint.

The typical load shall be appropriate to:

–the maximum axle load the rail fastening system is designed to accommodate,

–the combination of rail, rail inclination, rail pad and type of sleepers with which the fastening system may be used. ’;

(34)section 6.1.4.1 is replaced by the following:

‘6.1.4.1. Interoperability constituents subject to other European Union Directives

(1) in accordance with Article 10(3) of Directive (EU) 2016/797, for interoperability constituents that are the subject of other legal acts of the Union covering other matters, the EC declaration of conformity or suitability for use shall state that the interoperability constituents also meet the requirements of those other legal acts;

(2) in accordance with Annex I to Commission Implementing Regulation (EU) No XXXX/2018 2 , the EC declaration of conformity or suitability for use shall include a list of restrictions or conditions of use’;

(35)in point (1) of section 6.2.1, the reference to ‘Article 18 of Directive 2008/57/EC’ is replaced by the reference to ‘Article 15 of Directive (EU) 2016/797’;

(36)point (6) of section 6.2.1 is replaced by the following:

‘(6) The applicant shall draw up the EC declaration of verification for the infrastructure subsystem in accordance with Article 15 of Directive (EU) 2016/797’;

(37)in section 6.2.4 the following point is added after point 6.2.4.14:

‘6.2.4.15. Assessment of compatibility with braking systems

The assessment of the requirements laid down in point 4.2.6.2.2(2) is not required. ’;

(38)in section 6.2.5 the following point is added after point 6.2.5.2:

‘6.2.5.3 Assessment of aerodynamic effect on ballasted track

(1)The demonstration of conformity of the track with the requirements to mitigate the risk of ballast pick-up as laid down in point 4.2.10.3(1) may be done, alternatively to point 4.2.10.3(3), by referring to an existing track design, including switches and crossings, on which rolling stock compliant with point 7.1.1.8 of the LOC&PAS TSI has been in normal operation with the same or higher speed;

(2)Points 6.2.5.1(2), (3), (4), (5) and (6) shall apply. For switches and crossings, technical characteristics as set out in Appendix C.2 and conditions of use as set out in Appendix D.2 shall apply;

(3)When reference is made to Appendix D.1 and Appendix D.2, the only conditions of use to be assessed are the maximum line speed on plain track and the maximum line speed on through route on switches.

(4)The assessment of the requirements of point 6.2.5.3(1) shall be based on a written declaration of the infrastructure manager. ’;

(39)point (3) of section 6.4 is replaced by the following:

‘(3) The notified body shall include a reference to the maintenance file required by point 4.5.1 of this TSI in the technical file referred to in Article 15(4) of Directive (EU) 2016/797.’;

(40)in point (2) of section 6.5.2, the reference to ‘Article 17 of Directive 2008/57/EC’ is replaced by the reference to ‘Article 14 of Directive (EU) 2016/797’;

(41)the first paragraph in section 7 above section 7.1 is replaced by the following:

‘Member States shall develop a national plan for the implementation of this TSI, considering the coherence of the entire rail system of the European Union. This plan shall include all projects regarding new, renewal and upgrading of infrastructure subsystem, in line with the details mentioned in points 7.1 to 7.7 here below.’;

(42)section 7.3.1 is replaced by the following:

‘7.3.1.    Upgrading or renewal of a line

(1)In accordance with Article 2(14) of Directive (EU) 2016/797, "upgrading" means any major modification work on a subsystem or part of it which results in a change in the technical file accompanying the ‘EC’ declaration of verification, if that technical file exists, and which improves the overall performance of the subsystem.

(2)The infrastructure subsystem of a line is considered to be upgraded in the context of this TSI when at least the performance parameters axle load or gauge, as defined in point 4.2.1 are improved in order to meet the requirements of another traffic code.

(3)In accordance with Article 2(15) of Directive (EU) 2016/797, "renewal" means any major substitution work on a subsystem or part of it which does not change the overall performance of the subsystem.

(4)For this purpose, major substitution should be interpreted as a project undertaken to systematically replace elements of a line or a section of a line. Renewal differs from a substitution in the framework of maintenance, referred to in point 7.3.3 below, since it gives the opportunity to achieve a TSI compliant line. A renewal is the same case as upgrading, but without a change in performance parameters.

(5)The scope of the upgrading or renewal of the infrastructure subsystem may cover the entire subsystem on a given line or only certain parts of the subsystem. According to Article 18(6) of Directive (EU) 2016/797, the national safety authority shall examine the project and decide whether a new authorisation for placing in service is needed.

(6)Where a new authorisation is required, parts of the infrastructure subsystem falling under the scope of the upgrading or renewal shall comply with this TSI and shall be subject to the procedure established in Article 15 of Directive (EU) 2016/797, unless a permission for non-application of TSI is granted according to Article 7 of Directive (EU) 2016/797.

(7)Where a new authorisation for placing in service is not required, compliance with this TSI is recommended. Where compliance is not possible, the contracting entity shall inform the Member State of the reasons thereof. ’;

(43)section 7.3.2 is deleted;

(44)point (4) in section 7.3.3 is replaced by the following:

‘(4) In such cases, it is noted that each of the above elements taken separately cannot ensure compliance of the whole subsystem. The conformity of a subsystem can only be stated when all the elements are compliant with the TSI. ’;

(45)section 7.7.13.5.is replaced by the following:

‘7.7.13.5. Platform height (4.2.9.2)

P cases

For the nominal track gauge of 1 668 mm, for upgraded or renewed platforms the nominal platform height of 685 mm (general use) or 900 mm (urban and suburban traffic) above the running surface for radii of more than 300 m or 350 m respectively shall be allowed. ’;

(46)section 7.6 is replaced by the following:

‘7.6.    Route compatibility checks before the use of authorised vehicles

The procedure to be applied and the parameters of the infrastructure subsystem to be used by the railway undertaking, for the purpose of route compatibility check are described in point 4.2.2.5 and appendix D1 of the Annex to Regulation XXX/2018 (OPE TSI) 3 . ’;

(47)in section 7.7.2.1 the second paragraph is replaced by the following:

‘For platform heights of 550 mm and 760 mm, the conventional value bq0 of platform offset shall be calculated according to the following formulas: ’;

(48)in section 7.7.8.1 the title ‘Platform height (4.2.9.3)’ is replaced by ‘Platform height (4.2.9.2)’;

(49)point (2) of section 7.7.11.1 is deleted;

(50)Table 36 in Appendix A is replaced by the following:

‘

Table 36 Assessment of interoperability constituents for the EC declaration of conformity
Characteristics to be assessed	Assessment in the following phase
	Design and development phase			Production phase Manufacturing process + product test
	Design review	Review of manufacturing process	Type test	Product quality (series)
5.3.1 The rail
5.3.1.1 Railhead profile	X	n.a.	X	X
5.3.1.2 Rail steel	X	X	X	X
5.3.2 The rail fastening systems	n.a.	n.a.	X	X
5.3.3 Track sleepers	X	X	n.a.	X

(51)in Table 37 in Appendix B, the row concerning ‘Longitudinal track resistance’ is replaced by the following:

Characteristics to be assessed	Design review	Assembly before putting into service	Particular assessment procedures
Longitudinal track resistance (4.2.6.2)	X	n.a	6.2.5 6.2.4.15

(52)in Table 37 in Appendix B, the following line is added:

Characteristics to be assessed	Design review	Assembly before putting into service	Particular assessment procedures
Aerodynamic effect on ballasted track (4.2.10.3)	X	n.a	6.2.5.3

(53)point (c) in Appendix C2 is replaced by the following:

‘(c) Bearer ’;

(54)Appendix E is amended as follows:

(a)the second paragraph is replaced by the following:

‘EN line category is a function of axle load and geometrical aspects relating to the spacing of axles. EN line categories are set out in Annex A of EN 15528:2015. ’;

(b)Table 38 is replaced by the following:

Table 38: EN Line Category –Associated Speed (1)(6) [km/h] – Passenger traffic

Traffic code	Passenger Carriages (including Coaches, Vans and Car Carriers) and Light Freight Wagons (2) (3)	Locomotives and Power Heads (2) (4)	Electric or Diesel Multiple Units, Power Units and Railcars (2) (3)
P1	n.a. (11)	n.a. (11)	Open Point
P2	n.a. (11)	n.a. (11)	Open Point
P3a (> 160 km/h)	A – 200 B1 - 160	D2 – 200 (10)	Open point
P3b (≤ 160 km/h)	B1 – 160	D2 – 160	C2 (8) – 160 D2 (9) - 120
P4a (> 160 km/h)	A – 200 B1 - 160	D2 – 200 (10)	Open point
P4b (≤ 160 km/h)	A – 160 B1 - 140	D2 - 160	B1(7) – 160 C2 (8) – 140 D2 (9) - 120
P5	B1 - 120	C2 - 120 (5)	B1(7) - 120
P6	a12
P1520	Open point
P1600	Open point

(c)note (1) is replaced by the following:

‘(1) The indicated speed value in the table represents the maximum requirement for the line and may be lower in accordance with the requirements in point 4.2.1(12). When checking individual structures on the line, it is acceptable to take account of the type of vehicle and local allowed speed. ’;

(d)note (2) is replaced by the following:

‘(2) Passenger Carriages (including Coaches, Vans, Car Carriers), Other Vehicles, Locomotives, Power Heads, Diesel and Electric Multiple Units, Power Units and Railcars are defined in the LOC & PAS TSI. Light Freight Wagons are defined as vans except that they are allowed to be conveyed in formations which are not intended to convey passengers.’;

(e)note (10) is deleted;

(f)the following note (11) is added:

‘(11) Taking into account the state of art of operation there is no need to define harmonized requirements to deliver an adequate level of interoperability for this type of vehicles for P1 and P2 traffic codes. ’;

(55)Appendix F is amended as follows:

(a)Table 40 is replaced by the following:

Table 40: Route Availability number –Associated Speed (1) (5) [miles per hour] – Passenger traffic

Traffic code	Passenger Carriages (including Coaches, Vans and Car Carriers) and Light Freight Wagons (2) (3) (6)	Locomotives and Power Heads (2) (4)		Electric or Diesel Multiple Units, Power Units and Railcars (2) (3) (6)
P1	n.a. (11)		n.a. (11)		Open Point
P2	n.a. (11)		n.a. (11)		Open Point
P3a (> 160 km/h)	RA1 – 125 RA2 – 90	RA7 – 125 (7) RA8 – 110 (7) RA8 – 100 (8) RA5 – 125 (9)		Open point
P3b (≤ 160 km/h)	RA1 – 100 RA2 – 90	RA8 – 100 (8) RA5 – 100 (9)		RA3 – 100
P4a (> 160 km/h)	RA1 – 125 RA2 – 90	RA7 – 125 (7) RA7 – 100 (8) RA4 – 125 (9)		Open point
P4b (≤ 160 km/h)	RA1 – 100 RA2 – 90	RA7 – 100 (8) RA4 – 100 (9)		RA3 – 100
P5	RA1 – 75	RA5 – 75 (8) (10) RA4 – 75 (9) (10)		RA3 – 75
P6	RA1
P1600	Open point

(b)note (1) is replaced by the following:

‘(1) The indicated speed value in the table represents the maximum requirement for the line and may be lower in accordance with the requirements in point 4.2.1(12). When checking individual structures on the line, it is acceptable to take account of the type of vehicle and local allowed speed. ’;

(c)note (2) is replaced by the following;

‘(2) Passenger Carriages (including Coaches, Vans, Car Carriers), Other Vehicles, Locomotives, Power Heads, Diesel and Electric Multiple Units, Power Units and Railcars are defined in the LOC & PAS TSI. Light Freight Wagons are defined as vans except that they are allowed to be conveyed in formations which are not intended to convey passengers. ’;

(d)Note (11) shall be added by the following:

‘(11) Taking into account the state of art of operation there is no need to define harmonized requirements to deliver an adequate level of interoperability for this type of vehicles for P1 and P2 traffic codes. ’;

(56)the fourth paragraph in Appendix K, immediately above Table 45, is deleted;

(57)Appendix L is deleted;

(58)the second paragraph of point P3 in Appendix P is modified by the following (normal font):

‘The vertical curve radius Rv is limited to 500m. Heights not exceeding 80 mm shall be considered as zero within a radius Rv between 500 m and 625 m. ’;

(59)Table 47 in Appendix Q is replaced by the following:

‘Table 47: Notified national technical rules for UK-GB Specific Cases

Specific Case	TSI Point	Requirement	NTR Ref	NTR Title
7.7.17.1	4.2.1: Table 2 & Table 3	Categories of line: Gauge	GI/RT7073	Requirements for the Position of Infrastructure and for Defining and Maintaining Clearances
			GE/RT8073	Requirements for the Application of Standard Vehicle Gauges
			GI/RT7020	GB Requirements for Platform Height, Platform Offset and Platform Width
7.7.17.2 & 7.7.17.9	4.2.3.1 & 6.2.4.1	Structure gauge	GI/RT7073	Requirements for the Position of Infrastructure and for Defining and Maintaining Clearances
			GE/RT8073	Requirements for the Application of Standard Vehicle Gauges
			GI/RT7020	GB Requirements for Platform Height, Platform Offset and Platform Width
7.7.17.3 & 7.7.17.10	4.2.3.2: Table 4 & 6.2.4.2	Distance between track centres	GI/RT7073	Requirements for the Position of Infrastructure and for Defining and Maintaining Clearances
7.7.17.4	4.2.5.3 & Appendix J	Maximum unguided length of fixed obtuse crossings	GC/RT5021	Track System Requirements
			GM/RT2466	Railway Wheelsets
7.7. 17.6	4.2.9.2	Platform height	GI/RT7020	GB Requirements for Platform Height, Platform Offset and Platform Width
7.7. 17.7 & 7.7. 17.11	4.2.9.3 & 6.2.4.11	Platform offset	GI/RT7020	GB Requirements for Platform Height, Platform Offset and Platform Width
			GI/RT7073	Requirements for the Position of Infrastructure and for Defining and Maintaining Clearances

’;

(60)Appendix R is replaced by the following:

‘List of open points

(1)Immediate action limits for isolated defects in alignment for speeds of more than 300 km/h (4.2.8.1).

(2)Immediate action limits for isolated defects in longitudinal level for speeds of more than 300 km/h (4.2.8.2).

(3)The minimum allowed value of distance between track centres for the uniform structure gauge IRL3 is an open point (7.7.18.2).

(4)EN Line Category –Associated Speed [km/h] for Traffic codes P1 (multiple units), P2 (multiple units), P3a (multiple units), P4a (multiple units), P1520 (all vehicles), P1600 (all vehicles), F1520 (all vehicles) and F1600 (all vehicles) in Appendix E, Tables 38 and 39.

(5)Route Availability Number –Associated Speed [miles/h] for Traffic codes P1 (multiple units), P2 (multiple units), P3a (multiple units), P4a (multiple units), P1600 (all vehicles) and F1600 (all vehicles) in Appendix F, Tables 40 and 41.

(6)Rules and drawings related to gauges IRL1, IRL2 and IRL3 are an open point (Appendix O).

(7)The requirements for mitigating the risk for ballast pick up for speed greater than 300 km/h. ’;

(61)Table 48 in Appendix S is replaced by the following:

‘

Table 48: Terms

Defined term	TSI point	Definition
Actual point (RP) / Praktischer Herzpunkt / Pointe de coeur	4.2.8.6	Physical end of a crossing vee. See Figure 2, which shows the relationship between the actual point (RP) and the intersection point (IP).
Alert limit / Auslösewert / Limite d’alerte	4.5.2	Refers to the value which, if exceeded, requires that the track geometry condition is analysed and considered in the regularly planned maintenance operations.
Axle load/ Achsfahrmasse/ Charge à l’essieu	4.2.1, 4.2.6.1	Sum of the static vertical wheel forces exerted on the track through a wheelset or a pair of independent wheels divided by acceleration of gravity.
Braking systems independent of wheel-rail adhesion conditions”	4.2.6.2.2	“Braking systems independent of wheel – rail adhesion conditions” refers to all brake systems of the rolling stock capable to develop a brake force applied to the rails independently of the wheel – rail adhesion conditions (e.g. magnetic braking systems and eddy current braking systems)
Cant / Überhöhung / Dévers de la voie	4.2.4.2 4.2.8.5	Difference in height, relative to the horizontal, of the two rails of one track at a particular location, measured at the centrelines of the heads of the rails.
Cant deficiency / Überhöhungsfehlbetrag / Insuffisance de devers	4.2.4.3	Difference between the applied cant and a higher equilibrium cant.
Common crossing / Starres Herzstück / Coeur de croisement	4.2.8.6	Arrangement ensuring intersection of two opposite running edges of turnouts or diamond crossings and having one crossing vee and two wing rails.
Crosswind / Seitenwind / Vents traversiers	4.2.10.2	Strong wind blowing laterally to a line which may adversely affect the safety of trains running.
Design value / Planungswert / Valeur de conception	4.2.3.4, 4.2.4.2, 4.2.4.5, 4.2.5.1, 4.2.5.3	Theoretical value without manufacturing, construction or maintenance tolerances.
Design track gauge / Konstruktionsspurweite / Ecartement de conception de la voie	5.3.3	A single value which is obtained when all the components of the track conform precisely to their design dimensions or their median design dimension when there is a range.
Distance between track centres / Gleisabstand / Entraxe de voies	4.2.3.2	The distance between points of the centre lines of the two tracks under consideration, measured parallel to the running surface of the reference track namely the less canted track.
Dynamic lateral force / Dynamische Querkraft / Effort dynamique transversal	4.2.6.3	The sum of dynamic forces exerted by a wheelset on the track in lateral direction.
Earthworks/ Erdbauwerke/ Ouvrages en terre	4.2.7.2, 4.2.7.4	Soil structures and soil-retaining structures that are subject to railway traffic loading.
EN Line Category / EN Streckenklasse / EN Catégorie de ligne	4.2.7.4, Appendix E	The result of the classification process set out in EN 15528:2015 Annex A and referred to in that standard as ‘Line Category’. It represents the ability of the infrastructure to withstand the vertical loads imposed by vehicles on the line or section of line for regular (“normal”) service.
Equivalent conicity / Äquivalente Konizität / Conicité équivalente	4.2.4.5, 4.2.11.2	The tangent of the cone angle of a wheelset with coned wheels whose lateral movement has the same kinematic wavelength as the given wheelset on straight track and large-radius curves. !!
Fixed nose protection / Leitweite / Cote de protection de pointe	4.2.5.3, Appendix J	Dimension between the crossing nose and check rail (see dimension No. 2 on Figure 10 below).
Flangeway depth / Rillentiefe / Profondeur d’ornière	4.2.8.6.	Dimension between the running surface and the bottom of flangeway (see dimension No. 6 on Figure 10 below).
Flangeway width / Rillenweite / Largeur d’ornière	4.2.8.6.	Dimension between a running rail and an adjacent check or wing rail (see dimension No. 5 on Figure 10 below).
Free wheel passage at check rail/wing rail entry/ Freier Raddurchlauf im Radlenker-Einlauf /Flügelschienen-Einlauf/ Côte d’équilibrage du contre-rail	4.2.8.6.	Dimension between the working face of the crossing check rail or wing rail and the gauge face of the running rail opposite across the gauge measured at entry to check rail or wing rail respectively. (see dimensions No.4 on Figure 10 below). The entry to the check rail or wing rail is the point at which the wheel is allowed to contact the check rail or wing rail.
Free wheel passage at crossing nose/ Freier Raddurchlauf im Bereich der Herzspitze/ Cote de libre passage dans le croisement	4.2.8.6.	Dimension between the working face of the crossing wing rail and check rail opposite across the gauge (see dimension No.3 on Figure 10 below).
Free wheel passage in switches/ Freier Raddurchlauf im Bereich der Zungen-vorrichtung / Côte de libre passage de l’aiguillage	4.2.8.6.	Dimension from the gauge face of one switch rail to the back edge of the opposite switch rail (see dimension No.1 on Figure 10 below).
Gauge / Begrenzungslinie / Gabarit	4.2.1, 4.2.3.1	Set of rules including a reference contour and its associated calculation rules allowing definition of the outer dimensions of the vehicle and the space to be cleared by the infrastructure.
HBW/HBW/HBW	5.3.1.2	The non SI unit for steel hardness defined in EN ISO 6506-1:2005 Metallic materials – Brinell hardness test. Test method.
Height of check rail / Radlenkerüberhöhung / Surélévation du contre rail	4.2.8.6, Appendix J	Height of the check rail above the running surface (see dimension 7 on Figure 14 below).
Immediate Action Limit / Soforteingriffsschwelle / Limite d’intervention immédiate	4.2.8, 4.5	The value which, if exceeded, requires taking measures to reduce the risk of derailment to an acceptable level.
Infrastructure Manager/ Betreiber der Infrastruktur/ Gestionnaire de l‘Infrastructure	4.2.5.1, 4.2.8.3, 4.2.8.6, 4.2.11.2 4.4, 4.5.2, 4.6, 4.7, 6.2.2.1, 6.2.4, 6.4	As defined in Article 2h) of Directive 2001/14/EC of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification (OJ L 75, 15.3.2001, p.29)
In service value / Wert im Betriebszustand / Valeur en exploitation	4.2.8.5, 4.2.11.2	Value measured at any time after the infrastructure has been placed into service.
Intersection point (IP) / Theoretischer Herzpunkt / Point d’intersection théorique	4.2.8.6	Theoretical intersection point of the running edges at the centre of the crossing (see figure 2).
Intervention Limit / Eingriffsschwelle / Valeur d’intervention	4.5.2	The value, which, if exceeded, requires corrective maintenance in order that the immediate action limit shall not be reached before the next inspection;
Isolated defect / Einzelfehler / Défaut isolé	4.2.8	A discrete track geometry fault.
Line speed / Streckengeschwindigkeit / Vitesse de la ligne	4.2.1	Maximum speed for which a line has been designed.
Maintenance file / Instandhaltungsdossier / Dossier de maintenance	4.5.1	Elements of the technical file relating to conditions and limits of use and instructions for maintenance.
Maintenance plan / Instandhaltungsplan / Plan de maintenance	4.5.2	A series of documents setting out the infrastructure maintenance procedures adopted by an Infrastructure Manager.
Multi-rail track/ Mehrschienengleis/ Voie à multi écartement	4.2.2.2	Track with more than two rails, where at least two pairs of respective rails are designed to be operated as separate single tracks, with or without different track gauges.
Nominal track gauge / Nennspurweite / Ecartement nominal de la voie	4.2.4.1	A single value which identifies the track gauge but may differ from the design track gauge.
Normal service / Regelbetrieb / Service régulier	4.2.2.2 4.2.9	The railway operating to a planned timetable service.
Passive provision / Vorsorge für künftige Erweiterungen / Réservation pour extension future	4.2.9	Provision for the future construction of a physical extension to a structure (for example: increased platform length).
Performance Parameter/ Leistungskennwert/ Paramètre de performance	4.2.1	Parameter describing a TSI Category of Line used as the basis for the design of infrastructure subsystem elements and as the indication of the performance level of a line.
Plain line / Freie Strecke / Voie courante	4.2.4.5 4.2.4.6 4.2.4.7	Section of track without switches and crossings.
Point retraction / Spitzenbeihobelung / Dénivelation de la pointe de cœur	4.2.8.6	The reference line in a fixed common crossing can deviate from the theoretical reference line. From a certain distance to the crossing point, the reference line of the vee can, depending on the design, be retracted from this theoretical line away from the wheel flange in order to avoid contact between both elements. This situation is described in Figure 2.
Rail inclination / Schienenneigung / Inclinaison du rail	4.2.4.5 4.2.4.7	An angle defining the inclination of the head of a rail when installed in the track relative to the plane of the rails (running surface), equal to the angle between the axis of symmetry of the rail (or of an equivalent symmetrical rail having the same rail head profile) and the perpendicular to the plane of the rails.
Rail pad / Schienenzwischenlage / Semelle sous rail	5.3.2	A resilient layer fitted between a rail and the supporting sleeper or baseplate.
Reverse curve / Gegenbogen / Courbes et contre-courbes	4.2.3.4	Two abutting curves of opposite flexure or hand
Structure gauge / Lichtraum / Gabarit des obstacles	4.2.3.1	Defines the space in relation to the reference track that shall be cleared of all objects or structures and of the traffic on the adjacent tracks, in order to allow safe operation on the reference track. It is defined on the basis of the reference contour by application of the associated rules.
Swing nose	4.2.5.2	Within the domain of “common crossing with movable point”, the term “swing nose” identifies the part of the crossing which forms the vee and that it is moved to form a continuous running edge for either the main or the branch line.
Switch / Zungenvorrichtung / Aiguillage	4.2.8.6	A unit of track comprising two fixed rails (stock rails) and two movable rails (switch rails) used to direct vehicles from one track to another track.
Switches and crossings / Weichen und Kreuzungen / Appareil de voie	4.2.4.5, 4.2.4.7, 4.2.5, 4.2.6, 4.2.8.6, 5.2, 6.2.4.4, 6.2.4.8, 6.2.5.2, 7.3.3, Appendix C and D,	Track constructed from sets of switches and individual crossings and the rails connecting them.
Through route / Stammgleis / Voie directe	Appendix D	In the context of switches and crossings a route which perpetuate the general alignment of the track.
Track design	4.2.6, 6.2.5, Appendix C and D	The track design consists of cross-section defining basic dimensions and track components (for example rail, rail fastenings, sleepers, ballast) used together with operating conditions with an impact on forces related to 4.2.6., such as axle load, speed and radius of horizontal curvature.
Track gauge / Spurweite / Ecartement de la voie	4.2.4.1, 4.2.4.5, 4.2.8.4, 5.3.3, 6.1.5.2, 6.2.4.3, Appendix H	The smallest distance between lines perpendicular to the running surface intersecting each rail head profile in a range from 0 to 14 mm below the running surface.
Track twist / Gleisverwindung / Gauche	4.2.7.1.6 4.2.8.3, 6.2.4.9,	Track twist is defined as the algebraic difference between two cross levels taken at a defined distance apart, usually expressed as a gradient between the two points at which the cross level is measured.
Train length/ Zuglänge/ Longueur du train	4.2.1	The length of a train, which can run on a certain line in normal operation.
Unguided length of an obtuse crossing / Führungslose Stelle / Lacune dans la traversée	4.2.5.3, Appendix J	Portion of obtuse crossing where there is no guidance of the wheel described as “unguided distance” in EN 13232-3:2003.
Usable length of a platform / Bahnsteignutzlänge / Longueur utile de quai	4.2.1, 4.2.9.1	The maximum continuous length of that part of platform in front of which a train is intended to remain stationary in normal operating conditions for passengers to board and alight from the train, making appropriate allowance for stopping tolerances. Normal operating conditions means that railway is operating in a non-degraded mode (e.g. rail adhesion is normal, signals are working, everything is working as planned).

’;

(62)index number 4 of Table 49 in Appendix T is replaced by the following:

‘

4

EN 13848-1

Track geometry quality – Part 1: Characterisation of track geometry (with Amendment A1:2008)

2003

The immediate action limit for track twist (4.2.8.3)

’;

(63)index number 9 of Table 49 in Appendix T is replaced by the following:

‘

9

EN 15528

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

2015

Capability requirements for structures according to traffic code (Appendix E),

’.

(1)    Commission Implementing Regulation (EU) …/... of XXX on the common specifications of the railway register of infrastructure and repealing Decision 2014/880/EU

(2)    Commission Implementing Regulation (EU) …/... of XXX on the templates for ‘EC’ declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the ‘EC’ verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Regulation (EU) No 201/2011.

(3)    Commission Implementing Regulation (EU) …/... of XXX concerning the technical specification for interoperability relating to the ‘operation and traffic management’ subsystem of the rail system in the European Union and repealing Commission Decision 2012/757/EU

ANNEX III

The Annex to Regulation (EU) 1301/2014 is amended as follows:

(1)section 1.1 is replaced by the following:

‘1.1. Technical Scope

This TSI concerns the energy subsystem and part of the maintenance subsystem of the Union rail system in accordance with Article 1 of Directive (EU) 2016/797.

The energy and the maintenance subsystems are defined respectively in points 2.2 and 2.8 of Annex II to Directive (EU) 2016/797.

The technical scope of this TSI is further defined in Article 2 of this Regulation. ’;

(2)points (1) and (2) of section 1.3 are replaced by the following:

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

(a)indicates its intended scope (section 2);

(b)lays down essential requirements for the energy and part of the maintenance subsystems (section 3);

(c)establishes the functional and technical specifications to be met by the energy and part of the maintenance subsystems and its interfaces vis-à-vis other subsystems (section 4);

(d)specifies the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the Union rail system (section 5);

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

(f)indicates the strategy for implementing this TSI (section 7);

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

(h)indicates the provisions applicable to the existing energy subsystem, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation;

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

(2)    In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in Section 7.’;

(3)in point (3) of section 2.1, section 3 and point (1) of section 4.1, the references to ‘Directive 2008/57/EC’ are replaced by the references to ‘Directive (EU) 2016/797’;

(4)section 4.2.11. (4) is replaced by:

‘(4)    The curves apply to speed up to 360 km/h. For speeds above 360 km/h procedures set out in point 6.1.3 shall apply. ’;

(5)section 4.4. (1) is replaced by:

‘Operating rules are developed within the procedures described in the infrastructure manager safety management system. These rules take into account the documentation related to operation, which forms a part of the technical file, as required in Article 15(4) and as set out in Annex IV of Directive (EU) 2016/797.’;

(6)in point (1) of section 5.1, the reference to ‘Directive 2008/57/EC’ are replaced by the reference to ‘Directive (EU) 2016/797’;

(7)section 6.2.1 is modified as follows:

(a)point (1) is replaced by:

‘At the request of the applicant, the notified body carries out EC verification in accordance with Article 15 of Directive (EU) 2016/797 and in accordance with the provisions of the relevant modules.’;

(b)point (4) is replaced by:

‘The applicant shall draw up the EC declaration of verification for the energy subsystem in accordance with Article 15(1) of and Annex IV to Directive (EU) 2016/797.’;

(8)point (c) of Section 6.3.2 is replaced by:

‘(c)    for those interoperability constituents, the reason(s) why the manufacturer did not provide an EC declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 13 of Directive (EU) 2016/797.’;

(9)the first paragraph of section 7 is replaced by:

‘Member States shall develop a national plan for the implementation of this TSI, considering the coherence of the entire rail system of the European Union. This plan shall include all projects regarding new, renewal and upgrading of energy subsystem, in line with the details mentioned in points 7.1 to 7.4 here below.’;

(10)point (3) in Section 7.2.1 is deleted;

(11)section 7.3.1 Introduction is modified as follows:

‘In case this TSI shall apply to existing lines and without prejudice to point 7.4 (specific cases), the following elements shall be considered:

(a)The scope of the upgrading or renewal of the energy subsystem may cover the entire subsystem on a given line or only certain parts of the subsystem. In accordance with Article 18(6) of Directive (EU) 2016/797 the national safety authority shall examine the project and decide whether a new authorisation for placing in service is needed.

(b)Where a new authorisation is required, parts of the energy subsystem falling under the scope of the upgrading or renewal shall comply with this TSI and shall be subject to the procedure established in Article 15 of Directive (EU) 2016/797, unless a permission for non-application of TSI is granted according to Article 7 of Directive (EU) 2016/797.

(c)Where a new authorisation for placing in service is required, the Contracting Entity shall define the practical measures and different phases of the project, which are necessary to achieve the required levels of performance. These project phases may include transition periods for placing equipment into service with reduced levels of performance.

(d)Where a new authorisation for placing in service is not required, compliance with this TSI is recommended. Where compliance is not possible, the contracting entity shall inform the Member State of the reasons thereof.’;

(12)point (2) in Section 7.3.2. is deleted;

(13)a new section 7.3.5 is added:

‘7.3.5.    Route compatibility checks before the use of authorised vehicles

The procedure to be applied and the parameters of the energy subsystem to be used by the railway undertaking, for the purpose of route compatibility check are described in point 4.2.2.5 and appendix D1 of the Annex to Regulation XXX/2018 (OPE TSI) 1 . ’;

(14)section 7.4.1 is replaced by the following:

‘7.4.1. General

(1)The specific cases, as listed in point 7.4.2, describe special provisions that are needed and authorised on particular networks of each Member State.

(2)These specific cases are classified as:

–‘P’ cases:‘permanent’ cases,

–‘T’ cases:‘temporary’ cases, where the target system shall be reached by 31 December 2025. ’.

(1)    Commission Implementing Regulation (EU) …/... of XXX concerning the technical specification for interoperability relating to the ‘operation and traffic management’ subsystem of the rail system in the European Union and repealing Commission Decision 2012/757/EU

ANNEX IV

The Annex to Regulation (EU) 1302/2014 is amended as follows:

(1)section 1.1 is amended as follows:

(a)the reference to ‘Article 1 of Directive 2008/57/EC’ is replaced by the reference to ‘Article 1 of Directive (EU) 2016/797’;

(b)the reference to ‘Annex II section 2.7 of Directive 2008/57/EC’ is replaced by the reference to ‘section 2.7 of Annex II to Directive (EU) 2016/797’;

(c)the text ‘Annex I sections 1.2 and 2.2 of Directive 2008/57/EC’ is replaced by the text ‘section 2 of Annex I to Directive (EU) 2016/797’;

(d)the text ‘Article 1(3) of Directive 2008/57/EC’ is replaced by the text ‘Articles 1(3) and (4) of Directive (EU) 2016/797’;

(2)sections 1.2 to 1.3 are replaced by the following:

‘1.2.    Geographical Scope

The geographical scope of this TSI is the Union rail system as set out in Annex I to Directive (EU) 2016/797 and excludes the cases referred to in Articles 1(3) and (4) of Directive (EU) 2016/797. ’;

1.3.    Content of this TSI

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

(a)indicates its intended scope (Chapter 2);

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

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

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

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

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

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

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

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

In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in Chapter 7. ’;

(3)in section 2.1, the reference to ‘Directive 2008/57/EC’ is replaced by the reference to ‘Directive (EU) 2016/797’;

(4)in section 2.2, the text ‘Directive 2008/57/EC, Article 2(c)’ is replaced by the text ‘point (3) of Article 2 of Directive (EU) 2016/797’;

(5)in section 2.2.2, the text is replaced by the following:

‘2.2.2. Rolling stock:

Definitions below are classified in three groups as defined in the section 2 of Annex I to Directive (EU) 2016/797.

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

(1)Thermal or electric traction units

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

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

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

(2)Self-propelling thermal or electric passenger trains

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

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

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

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

(3)Passenger coaches and other related cars

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

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

A Driving Trailer is a vehicle without traction equipped with a driving cab.

A coach may be equipped with a driver's cab; such a coach is then named a Driving Coach.

A van may be fitted with a driver's cab and as such is known as a Driving Van.

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

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

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

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

(C)Special vehicles, such as on-track machines.

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

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

(6)sections 2.3.1 is replaced by the following:

‘2.3.1 Types of rolling stock

The scope of this TSI concerning rolling stock, classified in three groups as defined in the Annex I section 1.2 of (EU) 2016/797, is detailed as follows:

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

(1)Thermal or electric traction units

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

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

Exclusion from the scope:

Shunters (as defined in Section 2.2) are not in the scope of this TSI. When they are intended to operate on the Union railway network (movement between shunting yards, stations and depots), article 1.4(b) of Directive (EU) 2016/797 applies.

(2)Self-propelling thermal or electric passenger trains

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

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

Exclusion from the scope:

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

–Rolling stock intended to operate on local, urban or suburban networks functionally separate from the rest of the railway system.

–Rolling stock primarily used on light rail infrastructure but equipped with some heavy rail components necessary to enable transit to be effected on a confined and limited section of heavy rail infrastructure for connectivity purposes only.

–Tram – trains.

(3)Passenger coaches and other related cars

Passenger carriages

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

Non-passenger carrying vehicles included in a passenger train:

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

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

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

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

(C) Special vehicles, such as on-track machines

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

(1)It is running on its own rail wheels and

(2)It is designed and intended to be detected by a track based train detection system for traffic management and

(3)In case of OTMs, it is in transport (running) configuration, self-propelled or hauled.

Exclusion from the scope of this TSI:

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

(7)in chapter 3, the references to ‘Annex III to Directive 2008/57/EC’ are replaced by the reference to ‘Annex III to Directive (EU) 2016/797’;

(8)section 3.1 is replaced as follows :

‘3.1 Elements of the rolling stock subsystem corresponding to the essential requirements

The following table indicates the essential requirements, as set out and numbered in Annex III of Directive (EU) 2016/797, taken into account by the specifications set out in Chapter 4 of this TSI.

Rolling stock elements corresponding to essential requirements

Note: only points in section 4.2 which contain requirements are listed.

Ref. Point	Element of the rolling stock sub-system	Safety	Reliability-Availability	Health	Environmental protection	Technical compatibility
4.2.2.2.2	Inner coupling	1.1.3 2.4.1
4.2.2.2.3	End coupling	1.1.3 2.4.1
4.2.2.2.4	Rescue coupling		2.4.2			2.5.3
4.2.2.2.5	Staff access for coupling and uncoupling	1.1.5		2.5.1		2.5.3
4.2.2.3	Gangways	1.1.5
4.2.2.4	Strength of vehicle structure	1.1.3 2.4.1
4.2.2.5	Passive safety	2.4.1
4.2.2.6	Lifting and jacking					2.5.3
4.2.2.7	Fixing of devices to carbody structure	1.1.3
4.2.2.8	Staff and freight access doors	1.1.5 2.4.1
4.2.2.9	Mechanical characteristics of glass	2.4.1
4.2.2.10	Load conditions and weighted mass	1.1.3
4.2.3.1	Gauging					2.4.3
4.2.3.2.1	Axle load parameter					2.4.3
4.2.3.2.2	Wheel load	1.1.3
4.2.3.3.1	Rolling stock characteristics for compatibility with train detection systems	1.1.1				2.4.32.3.2
4.2.3.3.2	Axle bearing condition monitoring	1.1.1	1.2
4.2.3.4.1	Safety against derailment running on twisted track	1.1.1 1.1.2				2.4.3
4.2.3.4.2	Running dynamic behaviour	1.1.1 1.1.2				2.4.3
4.2.3.4.2.1	Limit values for running safety	1.1.1 1.1.2				2.4.3
4.2.3.4.2.2	Track loading limit values					2.4.3
4.2.3.4.3	Equivalent conicity	1.1.1 1.1.2				2.4.3
4.2.3.4.3.1	Design values for new wheel profiles	1.1.1 1.1.2				2.4.3
4.2.3.4.3.2	In-service values of wheelset equivalent conicity	1.1.2	1.2			2.4.3
4.2.3.5.1	Structural design of bogie frame	1.1.1 1.1.2
4.2.3.5.2.1	Mechanical and geometrical characteristics of wheelsets	1.1.1 1.1.2				2.4.3
4.2.3.5.2.2	Mechanical and geometrical characteristics of wheels	1.1.1 1.1.2
4.2.3.5.3	Automatic variable gauge systems	1.1.11.1.2, 1.1.3	1.2			1.5
4.2.3.6	Minimum curve radius	1.1.1 1.1.2				2.4.3
4.2.3.7	Life guards	1.1.1
4.2.4.2.1	Braking - Functional requirements	1.1.1 2.4.1	2.4.2			1.5
4.2.4.2.2	Braking - Safety requirements	1.1.1	1.2 2.4.2
4.2.4.3	Type of brake system					2.4.3
4.2.4.4.1	Emergency braking command	2.4.1				2.4.3
4.2.4.4.2	Service braking command					2.4.3
4.2.4.4.3	Direct braking command					2.4.3
4.2.4.4.4	Dynamic braking command	1.1.3
4.2.4.4.5	Parking braking command					2.4.3
4.2.4.5.1	Braking performance -General requirements	1.1.1 2.4.1	2.4.2			1.5
4.2.4.5.2	Emergency braking	1.1.22.4.1				2.4.3
4.2.4.5.3	Service braking					2.4.3
4.2.4.5.4	Calculations related to thermal capacity	2.4.1				2.4.3
4.2.4.5.5	Parking brake	2.4.1				2.4.3
4.2.4.6.1	Limit of wheel rail adhesion profile	2.4.1	1.2 2.4.2
4.2.4.6.2	Wheel slide protection system	2.4.1	1.2 2.4.2
4.2.4.7	Dynamic brake - Braking systems linked to traction system	2.4.1	1.2 2.4.2
4.2.4.8.1.	Braking system independent of adhesion conditions – General	2.4.1	1.2 2.4.2
4.2.4.8.2.	Magnetic track brake					2.4.3
4.2.4.8.3	Eddy current track brake					2.4.3
4.2.4.9	Brake state and fault indication	1.1.1	1.2 2.4.2
4.2.4.10	Brake requirements for rescue purposes		2.4.2
4.2.5.1	Sanitary systems				1.4.1
4.2.5.2	Audible communication system	2.4.1
4.2.5.3	Passenger alarm	2.4.1
4.2.5.4	Communication devices for passengers	2.4.1
4.2.5.5	Exterior doors: access to and egress from Rolling stock	2.4.1
4.2.5.6	Exterior doors: system construction	1.1.3 2.4.1
4.2.5.7	inter-unit doors	1.1.5
4.2.5.8	Internal air quality			1.3.2
4.2.5.9	body side windows	1.1.5
4.2.6.1	Environmental conditions		2.4.2
4.2.6.2.1	Slipstream effects on passengers on platform and on workers at track side	1.1.1		1.3.1
4.2.6.2.2	Head pressure pulse					2.4.3
4.2.6.2.3	Maximum pressure variations in tunnels					2.4.3
4.2.6.2.4	Cross wind	1.1.1
4.2.6.2.5	Aerodynamic effect on ballasted track	1.1.1				2.4.3
4.2.7.1.1	Head lights					2.4.3
4.2.7.1.2	Marker lights	1.1.1				2.4.3
4.2.7.1.3	Tail lights	1.1.1				2.4.3
4.2.7.1.4	Lamp controls					2.4.3
4.2.7.2.1	Horn – General	1.1.1				2.4.32.6.3
4.2.7.2.2	Warning horn sound pressure levels	1.1.1		1.3.1
4.2.7.2.3	Protection					2.4.3
4.2.7.2.4	Horn control	1.1.1				2.4.3
4.2.8.1	Traction performance					2.4.32.6.3
4.2.8.24.2.8.2.1 to 4.2.8.2.9	Power supply					1.52.4.3 2.2.3
4.2.8.2.10	Electrical protection of the train	2.4.1
4.2.8.3	Diesel and other thermal traction system	2.4.1				1.4.1
4.2.8.4	Protection against electrical hazards	2.4.1
4.2.9.1.1	Driver’s cab – General	-	-	-	-	-
4.2.9.1.2	Access and egress	1.1.5				2.4.3
4.2.9.1.3	External visibility	1.1.1				2.4.3
4.2.9.1.4	Interior layout	1.1.5
4.2.9.1.5	Driver's seat			1.3.1
4.2.9.1.6	Driver's desk- Ergonomics	1.1.5		1.3.1
4.2.9.1.7	Climate control and air quality			1.3.1
4.2.9.1.8	Internal lighting					2.6.3
4.2.9.2.1	Windscreen - Mechanical characteristics	2.4.1
4.2.9.2.2	Windscreen - Optical characteristics					2.4.3
4.2.9.2.3	Windscreen – Equipment					2.4.3
4.2.9.3.1	Driver´s activity control function	1.1.1				2.6.3
4.2.9.3.2	Speed indication	1.1.5
4.2.9.3.3	Driver display unit and screens	1.1.5
4.2.9.3.4	Controls and indicators	1.1.5
4.2.9.3.5	Labelling					2.6.3
4.2.9.3.6	Radio remote control function by staff for shunting operation	1.1.1
4.2.9.4	Onboard tools and portable equipment	2.4.1				2.4.32.6.3
4.2.9.5	Storage facility for staff personal effects	-	-	-	-	-
4.2.9.6	Recording device					2.4.4
4.2.10.2	Fire safety – Measures to prevent fire	1.1.4		1.3.2	1.4.2
4.2.10.3	Measures to detect/control fire	1.1.4
4.2.10.4	Requirements related to emergency situations	2.4.1
4.2.10.5	Requirements related to evacuation	2.4.1
4.2.11.2	Train exterior cleaning					1.5
4.2.11.3	Connection to toilet discharge system					1.5
4.2.11.4	Water refilling equipment			1.3.1
4.2.11.5	Interface for water refilling					1.5
4.2.11.6	Special requirements for stabling of trains					1.5
4.2.11.7	Refuelling equipment					1.5
4.2.11.8	Train interior cleaning – power supply					2.5.3
4.2.12.2	General documentation					1.5
4.2.12.3	Documentation related to maintenance	1.1.1				2.5.12.5.22.6.1 2.6.2
4.2.12.4	Operating documentation	1.1.1				2.4.22.6.1 2.6.2
4.2.12.5	Lifting diagram and instructions					2.5.3
4.2.12.6	Rescue related descriptions		2.4.2			2.5.3

   ’;

(9)in section 4.1, the text ‘Directive 2008/57/EC’ is replaced by the text ‘Directive (EU) 2016/797’;

(10)in section 4.2.1.1, the text ‘Article 5(8) of Directive 2008/57/EC’ is replaced by the text ‘Article 4(8) of Directive (EU) 2016/797’;

(11)section 4.2.1.2 is amended as follows:

(a)the text ‘Article 5(6) of Directive 2008/57/EC’ is replaced by the text ‘Article 4(6) of Directive (EU) 2016/797’;

(b)the text ‘Articles 5(6) and 17(3) of Directive 2008/57/EC’ is replaced by the text ‘Articles 4(6) and 13(2) of Directive (EU) 2016/797’;

(12)point b-2) of section 4.2.2.2.3 is replaced as follows:

‘b-2) Compatibility between units

On units equipped with manual coupling system of UIC type (as described in clause 5.3.2) and pneumatic brake system compatible with UIC type (as described in clause 4.2.4.3), the following requirements apply:

(1)The buffers and the screw coupling shall be installed according to clauses 5 and 6 of the specification referenced in Appendix J-1, index 110.