2013R0321 — MT — 01.07.2015 — 002.001

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Dan id-dokument ġie magħmul bil-ħsieb li jintuża bħala għodda ta’ dokumentazzjoni u l-istituzzjonijiet ma jassumu l-ebda responsabbiltà għall-kontenut tiegħu

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REGOLAMENT TAL-KUMMISSJONI (UE) Nru 321/2013 tat-13 ta’ Marzu 2013 dwar l-ispeċifikazzjoni teknika għall-interoperabbiltà relatata mas-subsistema ta’ “vetturi ferrovjarji — vaguni tal-merkanzija” tas-sistema ferrovjarja fl-Unjoni Ewropea u li jirrevoka d-Deċiżjoni tal-Kummissjoni 2006/861/KE (Test b’relevanza għaż-ŻEE) (ĠU L 104 12.4.2013, p. 1)

Emendat bi:

		Il-Ġurnal Uffiċjali
		No	page	date
►M1	REGOLAMENT TAL-KUMMISSJONI (UE) Nru 1236/2013 tat-2 ta’ Diċembru 2013	L 322	23	3.12.2013
►M2	REGOLAMENT TAL-KUMMISSJONI (UE) 2015/924 tat-8 ta' Ġunju 2015	L 150	10	17.6.2015

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REGOLAMENT TAL-KUMMISSJONI (UE) Nru 321/2013

tat-13 ta’ Marzu 2013

dwar l-ispeċifikazzjoni teknika għall-interoperabbiltà relatata mas-subsistema ta’ “vetturi ferrovjarji — vaguni tal-merkanzija” tas-sistema ferrovjarja fl-Unjoni Ewropea u li jirrevoka d-Deċiżjoni tal-Kummissjoni 2006/861/KE

(Test b’relevanza għaż-ŻEE)

Artikolu 1

L-ispeċifikazzjoni teknika għall-interoperabbiltà (TSI) relatata mas-subsistema ta’ “vetturi ferrovjarji – vaguni tal-merkanzija” tas-sistema ferrovjarja tal-Unjoni Ewropea, kif stipulata fl-Anness, hija b’dan adottata.

Artikolu 2

1.  It-TSI se tkun applikabbli għas-subsistema ta’ “vetturi ferrovjarji – vaguni tal-merkanzija” kif deskritt fil-punt 2.7 tal-Anness II tad-Direttiva 2008/57/KE.

2.  It-TSI se tkun applikabbli għall-vaguni tal-merkanzija li joperaw b’veloċità massima ta’ 160 km/h jew inqas u b’tagħbija massima fuq il-fusien ta’ 25 t jew inqas.

3.  It-TSI se tkun applikabbli għal vaguni tal-merkanzija maħsuba biex joperaw fuq binarji ta’ wieħed jew aktar minn dawn il-qisien: 1 435 mm, 1 524 mm, 1 600 mm, u 1 668 mm. It-TSI mhux se tkun applikabbli għal vaguni tal-merkanzija li prinċipalment joperaw fuq binarji ta’ 1 520 mm u li okkażjonalment jistgħu joperaw fuq binarji ta’ 1 524 mm.

Artikolu 3

It-TSI se tkun applikabbli għall-vetturi ferrovjarji ġodda kollha, b’vaguni tal-merkanzija, tas-sistema ferrovjarja tal-Unjoni Ewropea, fejn titqies it-Taqsima 7 tal-Anness.

It-TSI stipulata fl-Anness se tkun applikabbli wkoll għall-vetturi ferrovjarji b’vaguni tal-merkanzija:

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L-ambitu tekniku dettaljat ta’ dan ir-Regolament huwa stipulat fil-Kapitolu 2 tal-Anness.

Artikolu 4

1.  Fir-rigward tal-“punti mhux konklużi” stipulati fl-Anness A tat-TSI, il-kundizzjonijiet li għandhom ikunu ssodisfati għall-verifika tal-interoperabbiltà skont l-Artikolu 17(2) tad-Direttiva 2008/57/KE għandhom ikunu dawk ir-regoli tekniċi applikabbli li jintużaw fl-Istat Membru li jawtorizza t-tqegħid fis-servizz tas-subsistema koperta b’din id-Deċiżjoni.

2.  Fi żmien sitt xhur mid-dħul fis-seħħ ta’ dan ir-Regolament, kull Stat Membru għandu jibgħat din l-informazzjoni lill-Istati Membri l-oħra u lill-Kummissjoni, sakemm ma tkunx diġà intbagħtitilhom skont id-Deċiżjoni tal-Kummissjoni 2006/861/KE:

Artikolu 5

1.  Fir-rigward tal-każijiet speċifiċi stipulati fl-Anness 7 tat-TSI, il-kundizzjonijiet li għandhom ikunu ssodisfati għall-verifika tal-interoperabbiltà skont l-Artikolu 17(2) tad-Direttiva 2008/57/KE għandhom ikunu dawk ir-regoli tekniċi applikabbli li jintużaw fl-Istat Membru li jawtorizza t-tqegħid fis-servizz tas-subsistemi koperti b’dan ir-Regolament.

2.  Fi żmien sitt xhur mid-dħul fis-seħħ ta’ dan ir-Regolament, kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni:

Artikolu 6

1.  Mingħajr preġudizzju għall-ftehimiet li diġà ġew innotifikati skont id-Deċiżjoni tal-Kummissjoni 2006/861/KE u li ma għandhomx jiġu nnotifikati għal darba oħra, l-Istati Membri għandhom jinnotifikaw lill-Kummissjoni, fi żmien sitt xhur mid-dħul fis-seħħ ta’ dan ir-Regolament, kwalunkwe ftehim nazzjonali, bilaterali, multilaterali jew internazzjonali li skontu jiġu operati vaguni tal-merkanzija, li jaqgħu fl-ambitu ta’ dan ir-Regolament.

2.  L-Istati Membri għandhom minnufih jinnotifikaw lill-Kummissjoni kwalunkwe ftehim jew modifika għall-ftehimiet eżistenti li jsiru fil-futur.

Artikolu 7

Skont l-Artikolu 9(3) tad-Direttiva 2008/57/KE, fi żmien sena mid-dħul fis-seħħ ta’ dan ir-Regolament, kull Stat Membru għandu jikkomunika lill-Kummissjoni lista ta’ proġetti li jkunu qed jiġu implimentati fit-territorju tiegħu u li jkunu fi stadju ta’ żvilupp avvanzat.

Artikolu 8

1.  Ċertifikat KE ta’ verifika għal subsistema li fiha kostitwenti tal-interoperabbiltà li m’għandhomx Dikjarazzjoni KE tal-konformità jew tal-idoneità għall-użu jista’ jinħareġ waqt perjodu ta’ tranżizzjoni ta’ għaxar snin mid-data tad-dħul fis-seħħ ta’ dan ir-Regolament, bil-kundizzjoni li jiġu ssodisfati d-dispożizzjonijiet stipulati fit-Taqsima 6.3 tal-Anness.

2.  Il-produzzjoni jew l-aġġornament/tiġdid tas-subsistema bl-użu ta’ kostitwenti tal-interoperabbiltà mhux iċċertifikati għandha titlesta fil-perjodu ta’ tranżizzjoni stipulat fil-paragrafu 1, inkluż it-tqegħid fis-servizz.

3.  Waqt il-perjodu ta’ tranżizzjoni stipulat fil-paragrafu 1:

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4.  Wara perjodu ta’ tranżizzjoni ta’ sena wara d-dħul fis-seħħ ta’ dan ir-Regolament, il-konstitwenti tal-interoperabbiltà prodotta ġdida ta’ “sinjali minn wara”, għandhom ikunu koperti permezz tad-Dikjarazzjoni tal-konformità tal-KE.

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Artikolu 8a

1.  Minkejja d-dispożizzjonijiet tat-Taqsima 6.3 tal-Anness, ċertifikat KE ta' verifika jista' jinħareġ għal subsistema li fiha komponenti li jikkorrispondu mal-kostitwent tal-interoperabbiltà “element ta' frizzjoni għal brejkijiet ma' wiċċ ir-rota” li ma għandux dikjarazzjoni ta' konformità tal-KE waqt perjodu ta' tranżizzjoni ta' għaxar snin wara d-data ta' applikazzjoni ta' dan ir-Regolament, jekk jiġu sodisfati l-kundizzjonijiet li ġejjin:

2.  Il-produzzjoni, l-aġġornament jew it-tiġdid ta' kwalunkwe subsistema bl-użu ta' kostitwenti tal-interoperabbiltà mhux ċertifikati għandha titlesta, inkluż l-għoti ta' awtorizzazzjoni għat-tqegħid fis-servizz tas-subsistema, qabel jiskadi l-perjodu ta' tranżizzjoni stabbilit fil-paragrafu 1.

3.  Waqt il-perjodu ta' tranżizzjoni stabbilit fil-paragrafu 1:

Artikolu 8b

1.  Sakemm jiskadi l-perjodu ta' approvazzjoni attwali tagħhom, il-kostitwenti tal-interoperabbiltà “element ta' frizzjoni għal brejkijiet ma' wiċċ ir-rota” elenkati fl-Appendiċi G tal-Anness ma hemmx għalfejn ikunu koperti minn dikjarazzjoni ta' konformità tal-KE. Matul dan il-perjodu, “elementi ta' frizzjoni għal brejkijiet ma' wiċċ ir-rota” elenkati fl-Appendiċi G tal-Anness għandhom jitqiesu konformi ma' dan ir-Regolament.

2.  Wara li jiskadi l-perjodu ta' approvazzjoni attwali tagħhom, il-kostitwenti tal-interoperabbiltà “element ta' frizzjoni għal brejkijiet ma' wiċċ ir-rota” elenkati fl-Appendiċi G tal-Anness għandhom ikunu koperti minn dikjarazzjoni ta' konformità tal-KE.

Artikolu 8c

1.  Minkejja d-dispożizzjonijiet tat-Taqsima 6.3 tal-Anness, ċertifikat KE ta' verifika jista' jinħareġ għal subsistema li fiha komponenti li jikkorrispondu mal-kostitwent tal-interoperabbiltà “element ta' frizzjoni għal brejkijiet ma' wiċċ ir-rota” li ma għandux dikjarazzjoni ta' konformità tal-KE waqt perjodu ta' tranżizzjoni ta' għaxar snin wara l-iskadenza tal-perjodu ta' approvazzjoni tal-kostitwent tal-ineroperabbiltà, jekk jiġu ssodisfati l-kundizzjonijiet li ġejjin:

2.  Il-produzzjoni, l-aġġornament jew it-tiġdid ta' kwalunkwe subsistema bl-użu ta' kostitwenti tal-interoperabbiltà mhux ċertifikati għandha titlesta, inkluż l-għoti ta' awtorizzazzjoni għat-tqegħid fis-servizz tas-subsistema, qabel ma jiskadi l-perjodu ta' tranżizzjoni stabbilit fil-paragrafu 1.

3.  Waqt il-perjodu ta' tranżizzjoni stabbilit fil-paragrafu 1:

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Artikolu 9

Id-dikjarazzjoni ta’ verifika u/jew konformità mat-tip ta’ vettura ġdida kif stabbilita skont id-Deċiżjoni 2006/861/KE għandha titqies valida sat-tmiem ta’ perjodu ta’ tranżizzjoni ta’ tliet snin mid-dħul fis-seħħ ta’ dan ir-Regolament.

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Artikolu 9a

Iċ-ċertifikat ta' eżami tat-tip KE jew tad-disinn KE għall-kostitwent tal-interoperabbiltà “element ta' frizzjoni għal brejkijiet ma' wiċċ ir-rota” għandhom ikunu validi għal 10 snin. Matul dak il-perjodu, kostitwenti ġodda tal-istess tip jistgħu jitqiegħdu fis-suq abbażi ta' dikjarazzjoni ta' konformità tal-KE li tirreferi għal dan iċ-ċertifikat ta' eżami tat-tip KE jew tad-disinn KE.

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Artikolu 10

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1.  L-Aġenzija għandha tippubblika, fuq is-sit tal-Internet tagħha, il-lista ta' blokok tal-brejks komposti approvati b'mod sħiħ imsemmija fl-Appendiċi G tal-Anness, għall-perjodu li fih dawn il-blokok tal-brejkijiet ma jkunux koperti bid-dikjarazzjonijiet KE.

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2.  L-Aġenzija għandha żżomm il-listi msemmija fil-paragrafu 1 aġġornati u tinforma lill-Kummissjoni dwar kwalunkwe tibdil li jsirilhom. Il-Kummissjoni għandha tinforma lill-Istati Membri dwar kwalunkwe tibdil li jsir lil-listi permezz tal-Kumitat stabbilit skont l-Artikolu 29 tad-Direttiva 2008/57/KE.

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Artikolu 10a

1.  Sabiex inkomplu nlaħħqu mal-progress teknoloġiku, jistgħu jkunu meħtieġa soluzzjonijiet innovattivi li ma jikkonformawx mal-ispeċifikazzjonijiet stabbiliti fl-Anness u/jew li għalihom ma jistgħux jiġu applikati l-metodi ta' valutazzjoni stabbiliti fl-Anness. F'dak il-każ, għandhom jiġu żviluppati speċifikazzjonijiet ġodda u/jew metodi ġodda ta' valutazzjoni marbutin ma' dawk is-soluzzjonijiet innovattivi.

2.  Is-soluzzjonijiet innovattivi jistgħu jkunu relatati mas-subsistema “vetturi ferrovjarji — vaguni tal-merkanzija”, mal-partijiet tagħha u mal-kostitwenti tal-interoperabbiltà tagħha.

3.  Jekk tiġi proposta soluzzjoni innovattiva, il-manifattur jew ir-rappreżentant awtorizzat tiegħu, stabbilit fl-Unjoni, għandu jiddikjara kif it-tali soluzzjoni tvarja mid-dispożizzjoni rilevanti ta' din it-TSI jew kif din tikkumplimentaha, u għandu jibgħat id-differenzi lill-Kummissjoni għall-analiżi.

4.  Il-Kummissjoni għandha toħroġ opinjoni dwar is-soluzzjoni innovattiva proposta. Jekk din l-opinjoni tkun pożittiva, l-ispeċifikazzjonijiet operattivi u tal-interfaċċja x-xierqa u l-metodu ta' valutazzjoni, li jridu jiddaħħlu fit-TSI sabiex din is-soluzzjoni innovattiva tkun tista' tintuża, għandhom jiġu żviluppati u mbagħad integrati fit-TSI matul il-proċess ta' reviżjoni skont l-Artikolu 6 tad-Direttiva 2008/57/KE. Jekk l-opinjoni tkun negattiva, is-soluzzjoni innovattiva proposta ma tistax tiġi applikata.

5.  Sa ma tiġi analizzata mill-ġdid it-TSI, l-opinjoni pożittiva mogħtija mill-Kummissjoni għandha titqies bħala mezz ta' konformità aċċettabbli mar-rekwiżiti essenzjali tad-Direttiva 2008/57/KE, u għalhekk tista' tintuża għall-valutazzjoni tas-subsistema.

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Artikolu 11

Id-Deċiżjoni 2006/861/KE hija revokata b’effett mill-1 ta’ Jannar 2014.

Madankollu, din tibqa’ applikabbli għall-manutenzjoni ta’proġetti awtorizzati skont dik id-Deċiżjoni u, sakemm l-applikant ma jitlobx biex japplika dan ir-Regolament, għall-proġetti ta’ subsistemi ġodda, imġedda jew aġġornati li jkunu fi stadju ta’ żvilupp avvanzat jew li jkunu s-suġġett ta’ kuntratt li jkun qed jitwettaq fid-data tal-pubblikazzjoni ta’ dan ir-Regolament.

Artikolu 12

Dan ir-Regolament għandu jidħol fis-seħħ l-għada tal-jum tal-pubblikazzjoni tiegħu f’Il-Ġurnal Uffiċjali tal-Unjoni Ewropea.

Dan ir-Regolament għandu jibda japplika mill-1 ta’ Jannar 2014. Madankollu, qabel l-1 ta’ Jannar 2014, l-awtorizzazzjoni għat-tqegħid fis-servizz tista’ tingħata fl-applikazzjoni tat-TSI kif stipulat fl-Anness ta’ dan ir-Regolament, għajr fit-Taqsima 7.1.2 tiegħu.

Dan ir-Regolament għandu jorbot fl-intier tiegħu u japplika direttament fl-Istati Membri kollha.

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ANNEX

Technical specification for interoperability for the “rolling stock — wagons” subsystem

TABLE OF CONTENTS
1.	Introduction
1.1.	Technical scope
1.2.	Geographical scope
1.3.	Content of this TSI
2.	Scope and definition of subsystem
3.	Essential requirements
4.	Characterisation of the subsystem
4.1.	Introduction
4.2.	Functional and technical specifications of the subsystem
4.2.1.	General
4.2.2.	Structures and mechanical part
4.2.2.1.	Mechanical interface
4.2.2.1.1.	End coupling
4.2.2.1.2.	Inner coupling
4.2.2.2.	Strength of unit
4.2.2.3.	Integrity of the unit
4.2.3.	Gauging and track interaction
4.2.3.1.	Gauging
4.2.3.2.	Compatibility with load carrying capacity of lines
4.2.3.3.	Compatibility with train detection systems
4.2.3.4.	Axle bearing condition monitoring
4.2.3.5.	Running safety
4.2.3.5.1.	Safety against derailment running on twisted track
4.2.3.5.2.	Running dynamic behaviour
4.2.3.6.	Running gear
4.2.3.6.1.	Structural design of bogie frame
4.2.3.6.2.	Characteristics of wheelsets
4.2.3.6.3.	Characteristics of wheels
4.2.3.6.4.	Characteristics of axles
4.2.3.6.5.	Axle boxes/bearings
4.2.3.6.6.	Variable gauge wheelsets
4.2.3.6.7.	Running gear for manual change of wheelsets
4.2.4.	Brake
4.2.4.1.	General
4.2.4.2.	Safety requirements
4.2.4.3.	Functional and technical requirements
4.2.4.3.1.	General functional requirements
4.2.4.3.2.	Brake performance
4.2.4.3.2.1.	Service brake
4.2.4.3.2.2.	Parking brake
4.2.4.3.3.	Thermal capacity
4.2.4.3.4.	Wheel slide protection (WSP)
4.2.4.3.5.	Friction elements for wheel tread brakes
4.2.5.	Environmental conditions
4.2.6.	System protection
4.2.6.1.	Fire safety
4.2.6.1.1.	General
4.2.6.1.2.	Functional and technical specification
4.2.6.1.2.1.	Barriers
4.2.6.1.2.2.	Materials
4.2.6.1.2.3.	Cables
4.2.6.1.2.4.	Flammable liquids
4.2.6.2.	Protection against electrical hazards
4.2.6.2.1.	Protective measures against indirect contact (protective bonding)
4.2.6.2.2	Protective measures against direct contact
4.2.6.3.	Attachment devices for rear-end signal
4.3.	Functional and technical specification of the interfaces
4.3.1.	Interface with the subsystem “infrastructure”
4.3.2.	Interface with the subsystem “operation and traffic management”
4.3.3.	Interface with the subsystem “control, command and signalling”
4.4.	Operating rules
4.5.	Maintenance rules
4.5.1.	General documentation
4.5.2.	Maintenance design justification file
4.5.3.	Maintenance description file
4.6.	Professional competencies
4.7.	Health and safety conditions
4.8.	Parametri li għandhom jiġu rreġistrati fil-fajl tekniku u r-reġistru Ewropew ta’ tipi ta’ vetturi awtorizzati
5.	Interoperability constituents
5.1.	General
5.2.	Innovative solutions
5.3.	Interoperability constituent specifications
5.3.1.	Running gear
5.3.2.	Wheelset
5.3.3.	Wheel
5.3.4.	Axle
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5.3.4a.	Friction element for wheel tread brakes
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5.3.5.	Rear-end signal
6.	Conformity assessment and EC verification
6.1.	Interoperability constituent
6.1.1.	Modules
6.1.2.	Conformity assessment procedures
6.1.2.1.	Running gear
6.1.2.2.	Wheelset
6.1.2.3.	Wheel
6.1.2.4.	Axle
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6.1.2.5.	Friction elements for wheel tread brakes
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6.1.3.	Innovative solutions
6.2.	Subsystem
6.2.1.	Modules
6.2.2.	EC verification procedures
6.2.2.1.	Strength of unit
6.2.2.2.	Safety against derailment running on twisted track
6.2.2.3.	Running dynamic behaviour
6.2.2.4.	Axle box/bearings
6.2.2.5.	Running gear for manual change of wheelsets
6.2.2.6.	Thermal capacity
6.2.2.7.	Environmental conditions
6.2.2.8.	Fire safety
6.2.2.8.1.	Barriers
6.2.2.8.2.	Materials
6.2.2.8.3	Cables
6.2.2.8.4	Flammable liquids
6.2.3.	Innovative solutions
6.3.	Subsistema li fiha komponenti li jikkorrispondu għal kostitwenti tal-interoperabilità li ma jkollhomx dikjarazzjoni tal-KE
6.4.	Project phases where assessment is required
6.5.	Constituents holding an EC declaration of conformity
7.	Implementation
7.1.	Authorisation for placing in service
7.1.1.	Authorisation for placing into service of a new vehicle in conformity with previous WAG TSIs
7.1.2.	Mutual recognition of the first authorisation of placing in service
7.2.	Substitution, renewal and upgrading
7.3.	Specific cases
7.3.1.	Introduction
7.3.2.	List of specific cases
7.3.2.1.	General specific cases
7.3.2.2.	Axle bearing condition monitoring (point 4.2.3.4)
7.3.2.3.	Safety against derailment running on twisted track (point 4.2.3.5.1)
7.3.2.4.	Running dynamic behaviour (point 4.2.3.5.2)
7.3.2.5.	Characteristics of wheelsets (point 4.2.3.6.2)
7.3.2.6.	Characteristics of wheels (point 4.2.3.6.3)
7.3.2.7.	Attachment devices for rear-end signals (point 4.2.6.3)
7.4.	Specific environmental conditions
7.5.	Freight wagons operating under national, bilateral, multilateral or international agreements
	Appendices

1.   INTRODUCTION

A Technical Specification for Interoperability (TSI) is a specification that covers a subsystem (or part of it) as described in Article 2(i) of Directive 2008/57/EC in order:

1.1.    Technical scope

See Article 2 of this Regulation.

1.2.    Geographical scope

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L-ambitu ġeografiku ta’ din it-TSI huwa n-netwerk tas-sistema ferrovjarja kollha, magħmula minn:

u bl-esklużjoni tal-każijiet imsemmija fl-Artikolu 1(3) tad-Direttiva 2008/57/KE.

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1.3.    Content of this TSI

In accordance with Article 5(3) of Directive 2008/57/EC, this TSI:

2.   SCOPE AND DEFINITION OF SUBSYSTEM

This TSI is applicable to “freight wagons including vehicles designed to carry lorries” as referred to in Annex I Section 1.2 to Directive 2008/57/EC 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 2008/57/EC.

The other vehicles listed in point 1.2 of Annex I to Directive 2008/57/EC are excluded from the scope of this TSI; this is especially the case for mobile railway infrastructure construction and maintenance equipment and vehicles designed to carry

In the present TSI the following definitions are used:

3.   ESSENTIAL REQUIREMENTS

Article 4(1) of Directive 2008/57/EC states, that the rail system its subsystems and their interoperability constituents shall meet the relevant essential requirements. The essential requirements are set out in general terms in Annex III to Directive 2008/57/EC. Table 1 indicates the basic parameters specified in this TSI and their correspondence to the essential requirements as explained in Annex III to Directive 2008/57/EC.

The essential requirements 1.3.1, 1.4.1, 1.4.3, 1.4.4 and 1.4.5 of Annex III to Directive 2008/57/EC fall under the scope of other Union legislation.

4.   CHARACTERISATION OF THE SUBSYSTEM

4.1.    Introduction

The rail system, to which Directive 2008/57/EC applies and of which freight wagons form a part, is an integrated system whose consistency shall be verified. This consistency shall be checked in particular with regard to the specifications of the rolling stock subsystem and the compatibility with the network (Section 4.2), its interfaces in relation to the other subsystems of the rail system in which it is integrated (Sections 4.2 and 4.3), as well as the initial operating and maintenance rules (Sections 4.4 and 4.5) as requested by Article 18(3) of Directive 2008/57/EC.

The technical file, as set out in Article 18(3) and Annex VI to Directive 2008/57/EC (Section 4.8), shall contain in particular design related values concerning the compatibility with the network.

4.2.    Functional and technical specifications of the subsystem

4.2.1.    General

In light of the essential requirements in Chapter 3, the functional and technical specifications of the subsystem “rolling stock — freight wagons” are grouped and sorted out in the following points of this Chapter:

Except where this is strictly necessary for the interoperability of the rail system and to meet the relevant essential requirements, the functional and technical specifications of the freight wagon and its interfaces do not impose the use of any particular technical solutions.

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When the functional and technical specifications that are necessary in order to achieve interoperability and to meet the essential requirements, have not been developed concerning a particular technical aspect, this aspect is identified as an open point in the relevant point. As required in Article 5(6) of Directive 2008/57/EC all open points are listed in Appendix A.

In Appendix C a set of conditions is specified. The conformity with this set of conditions is optional. If this option is selected, the conformity shall be assessed by a notified body within the EC verification procedure.

In accordance with Article 5(5) of Directive 2008/57/EC, provision may be made for specific cases for each TSI. Such provisions are indicated in Chapter 7.

As far as possible the assessment procedure for the requirements in Section 4.2 is defined in Chapter 6. In these cases the text of Section 4.2 makes a reference to the corresponding points and sub points clauses of Chapter 6. If for a particular basic parameter the separation of requirements and assessment procedures is not feasible, no reference is given.

4.2.2.    Structures and mechanical parts

4.2.2.1.    Mechanical interface

4.2.2.1.1.    End coupling

The end coupling is the mechanical interface between units forming a train.

The coupling system shall be designed in a way that no human presence between the units to be coupled/uncoupled shall be required whilst either one unit is moving.

End couplings shall be resilient and capable of withstanding the forces in accordance with the defined design operating state of the unit.

4.2.2.1.2.    Inner coupling

The inner coupling is the mechanical interface between elements forming a unit.

The inner coupling shall be resilient and capable of withstanding the forces in accordance with the defined design operating state of the unit. The joint between two elements sharing the same running gear, is covered by point 4.2.2.2.

The longitudinal strength of the inner coupling(s) shall be equal to or higher than the one of the end coupling(s) of the unit.

4.2.2.2.    Strength of unit

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. Joining techniques shall be deemed to be covered by the demonstration of conformity in accordance to point 6.2.2.1.

The demonstration of conformity is described in point 6.2.2.1.

The jacking positions shall be marked on the unit. The marking shall comply with point 4.5.13 of EN 15877-1:2012.

4.2.2.3.    Integrity of the unit

The unit shall be designed so that all movable parts intended to close an aperture (access doors, tarpaulin, lids, hatches, etc.) are prevented against an unintentional movement of these parts.

Locking devices shall indicate their status (open/closed) and shall be visible outside the unit.

4.2.3.    Gauging and track interaction

4.2.3.1.    Gauging

This point concerns the rules for calculation intended for sizing the rolling stock to run on one or several networks without interference risk.

The compliance of a unit with the intended reference profile including the reference profile for the lower part shall be established by one of the methods set out in EN 15273-2:2009.

The kinematic method, as described in EN 15273-2:2009 shall be used to establish conformity, if any, between the reference profile established for the unit and the respective target reference profiles G1, GA, GB and GC including those used for the lower part GIC1 and GIC2.

4.2.3.2.    Compatibility with load carrying capacity of lines

The vertical loading characteristics of the unit shall be determined in order to check compatibility with the load carrying capacity of lines.

The permissible payload a unit may carry, for axle loads up to and including 25 t, shall be determined by application of clauses 6.1 and 6.2 of EN 15528:2008.

4.2.3.3.    Compatibility with train detection systems

If the unit is intended to be compatible with one or more of the following train detection systems, this compatibility shall be established according to the provisions of the Commission Decision 2012/88/EU ( 6 ):

4.2.3.4.    Axle bearing condition monitoring

It shall be possible to monitor the axle bearing condition either by:

If the unit is intended to be capable of being monitored by line side equipment on the 1 435 mm track gauge network the unit shall be compliant with clauses 5.1 and 5.2 of EN 15437-1:2009 in order to ensure sufficient visibility.

For units intended to be operated on the networks with track gauges of 1 524 mm, 1 600 mm, 1 668 mm, the corresponding values in Table 2 referring to the parameters of the standard EN 15437-1:2009 shall be applied.

The specifications of the design and the conformity assessment of on-board equipment is an open point in this TSI.

4.2.3.5.    Running safety

The dynamic behaviour of a vehicle has a strong influence on safety against derailment, running safety and track loading.

4.2.3.5.1.    Safety against derailment running on twisted track

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

The demonstration of conformity is described in point 6.2.2.2.

4.2.3.5.2.    Running dynamic behaviour

The unit shall be designed to provide safe movement up to the maximum design speed.

The running dynamic behaviour of a unit shall be proven either by:

The demonstration of conformity is described in point 6.2.2.3.

▼M1

“Imġiba dinamika fil-moviment” titħalla tiġi vvalutata fil-livell ta’ kostitwent tal-interoperabbiltà skont il-punt 6.1.2.1. F’dan il-każ test speċifiku jew simulazzjoni fuq il-livell tas-subsistema mhix meħtieġa.

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4.2.3.6.    Running gear

The running gear guarantees to carry and guide the unit safely as well as to transmit braking forces where so required.

4.2.3.6.1.    Structural design of bogie frame

The integrity of the structure of a bogie frame, all attached equipment and body to bogie connection shall be demonstrated based on methods as set out in point 6.2 of EN 13749:2011.

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L-integrità tal-istruttura tal-qafas tal-bogie titħalla tiġi vvalutata fil-livell ta’ kostitwent tal-interoperabbiltà skont il-punt 6.1.2.1. F’dan il-każ test speċifiku jew simulazzjoni fil-livell tas-subsistema mhix meħtieġa.

▼B

4.2.3.6.2.    Characteristics of wheelsets

The wheelset assembly shall be able to transmit forces and torque between the fitted parts in accordance with the area of use.

The geometric dimensions of the wheelsets, as defined in Figure 1, shall be compliant with limit values specified in Table 3. These limit values shall be taken as design values and shall be stated as in-service limit values in the maintenance file described in Section 4.5.

The demonstration of conformity is described in point 6.1.2.2.

4.2.3.6.3.    Characteristics of wheels

The geometrical dimensions of the wheels as defined in Figure 2 shall be compliant with limit values specified in Table 4.

These limit values shall be taken as design values and shall be stated as in-service limit values in the maintenance file described in Section 4.5.

The mechanical characteristics of the wheels shall ensure the transmission of forces and torque as well as the resistance against thermal load where so required in accordance with the area of use.

The demonstration of conformity is described in point 6.1.2.3.

4.2.3.6.4.    Characteristics of axles

The characteristics of the axle shall ensure the transmission of forces and torque in accordance with the area of use.

The demonstration of conformity is described in point 6.1.2.4.

The traceability of axles 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).

4.2.3.6.5.    Axle boxes/bearings

The axle box and the rolling bearing shall be designed with consideration of mechanical resistance and fatigue characteristics. Temperature limits reached in service relevant for the hot box detection shall be defined.

The demonstration of conformity is described in point 6.2.2.4.

4.2.3.6.6.    Variable gauge wheelsets

This requirement is applicable to units equipped with variable gauge wheelsets with changeover between two track gauges.

The changeover mechanism of the wheelset shall ensure the safe locking:

in the correct intended axial position considering the dynamic effects in accordance with the design operating state of the unit.

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

4.2.3.6.7.    Running gear for manual change of wheelsets

The requirement is applicable to units prepared to run on different track gauges, by means of a physical change of wheelset.

The unit shall be equipped with a locking mechanism in order to ensure the correct position of its brake equipment in the different configurations considering the dynamic effects in accordance with the design operating state of the unit.

The demonstration of conformity is described in point 6.2.2.5.

4.2.4.    Brake

4.2.4.1.    General

The purpose of the train brake system is to ensure that:

Primary factors that influence the braking performance and the braking process are:

The brake performance of a train is derived from the individual brake performance of each unit in the train.

4.2.4.2.    Safety requirements

The braking system contributes to the safety level of the railway system. Therefore the design of the braking system of a unit has to undergo a risk assessment in accordance with Commission Regulation (EC) No 352/2009 ( 7 ) considering the hazard of complete loss of the brake capability of the unit. The severity level shall be deemed as catastrophic when:

The fulfilment of the conditions of C.9 and C.14 of Appendix C is presumed to be in conformity with this requirement.

4.2.4.3.    Functional and technical requirements

4.2.4.3.1.    General functional requirements

The brake equipment of the unit shall provide the functions of braking such as the application and the release of the brake, upon a transmitted signal. The brake shall be:

4.2.4.3.2.    Brake performance

4.2.4.3.2.1.   Service brake

The brake performance of a train or a unit is its ability to decelerate. It is the result of the braking power available to decelerate the train or unit within defined limits and all factors involved in the conversion and dissipation of energy including train resistance.

The brake performance of a unit shall be calculated in accordance with one of the following documents:

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Il-kalkolu għandu jiġi vvalidat b’testijiet. Il-kalkolu tal-prestazzjoni tal-brejk skont l-UIC 544-1 għandu jkun vvalidat skont kif jisttabilixxi l-UIC 544-1:2013.

▼B

4.2.4.3.2.2.   Parking brake

A Parking Brake is a brake used to prevent parked rolling stock moving under the specified conditions taking into account the place, wind, gradient and rolling stock loading state, until intentionally released.

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

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▼B

4.2.4.3.3.    Thermal capacity

The brake equipment shall be able to withstand one emergency brake application without any loss of brake performance due to thermal or mechanical effects.

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It-tagħbija termali li l-unità kapaċi tiflaħ bla telf negattiv fil-prestazzjoni tal-brejk minħabba effetti termali jew mekkaniċi, għandha tiġi definita u espressa f’termini ta’ veloċità, tagħbija tal-fus, gradjazzjoni u distanza tal-brejk.

▼B

The demonstration of conformity is described in point 6.2.2.6.

A slope of 21 ‰ at 70 km/h during 40 km may be considered as the reference case for the thermal capacity which results in a braking power of 45 kW per wheel during 34 minutes for a nominal wheel diameter of 920 mm and an axle load of 22,5 t.

4.2.4.3.4.    Wheel slide protection (WSP)

Wheel slide protection (WSP) is a system designed to use the maximum available adhesion by decreasing, holding or increasing the brake force to prevent wheel sets from locking and uncontrolled sliding. Thereby the stopping distance shall be optimised.

If an electronic WSP-control is used negative effects caused by malfunctions of WSP shall be reduced by suitable system design processes and technical configuration.

The WSP shall not alter the functional characteristics of the brakes. The vehicle’s air equipment shall be dimensioned such that the air consumption of the WSP does not impair the performance of the pneumatic brake. The design process of the WSP shall take into account that the WSP has no detrimental effect on the constituent parts of the vehicle (brake gear, wheel tread, axle boxes, etc.).

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It-tipi ta’ unitajiet li ġejjin għandhom jiġu mmuntati b’WSP:

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4.2.4.3.5.    Friction elements for wheel tread brakes

The friction element for wheel tread brakes (i.e. brake block) generates brake forces by friction when engaged with the wheel tread.

If wheel tread brakes are used the characteristics of the friction element shall contribute reliably to achieving the intended brake performance.

The demonstration of conformity is described in point 6.1.2.5 of this TSI.

▼B

4.2.5.    Environmental conditions

The design of the unit, as well as its constituents shall take into account the environmental conditions to which this rolling stock will be subjected to.

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

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

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

Depending on the ranges selected and on provisions taken (described in the technical file), appropriate operating rules could be necessary when the unit designed for the nominal range is operated on a particular line where the nominal range is exceeded at certain periods of the year.

The ranges, if different from the nominal one, to be selected to avoid any restrictive operating rule(s) linked to environmental conditions, are specified by the Member States and are listed in Section 7.4.

The unit and its constituents shall be designed under consideration of one or several of the following external air temperature ranges:

The unit shall meet the requirements of this TSI without degradation for snow, ice and hail conditions as defined in clause 4.7 of EN 50125-1:1999, which correspond to the nominal range.

Where more severe “snow, ice and hail” conditions than considered in the standard are selected, the unit and its constituents shall then be designed to meet TSI requirements considering the combined effect with low temperature according to the temperature range chosen.

In relation with the temperature range T2 and with the severe conditions for snow, ice and hail, the provisions taken to meet TSI requirements in these severe conditions shall be identified and verified, in particular design and/or testing provisions considering the following functions:

The demonstration of conformity is described in point 6.2.2.7.

4.2.6.    System protection

4.2.6.1.    Fire safety

4.2.6.1.1.    General

All significant potential fire sources (high risk components) on the unit shall be identified. The fire safety aspects of the unit design shall be aimed at:

The goods carried on the unit are not part of the unit and do not have to be taken into account in the conformity assessment.

4.2.6.1.2.    Functional and technical specification

4.2.6.1.2.1.   Barriers

In order to limit the effects of fire, fire barriers with integrity of at least 15 minutes shall be installed between the identified potential fire sources (high risk components) and the carried load.

The demonstration of conformity is described in point 6.2.2.8.1.

4.2.6.1.2.2.   Materials

All permanent materials used on the unit shall have limited ignitability and flame spread properties, unless:

The demonstration of conformity is described in point 6.2.2.8.2.

4.2.6.1.2.3.   Cables

The selection and installation of electrical cables shall take into account their fire behaviour properties.

The demonstration of conformity is described in point 6.2.2.8.3.

4.2.6.1.2.4.   Flammable liquids

The unit shall be provided with measures preventing a fire from occurring and spreading due to leakage of flammable liquids or gases.

The demonstration of conformity is described in point 6.2.2.8.4.

4.2.6.2.    Protection against electrical hazards

4.2.6.2.1.    Protective measures against indirect contact (protective bonding)

The impedance between vehicle body and the running rail shall be low enough to prevent hazardous voltages between them.

Units shall be bonded in accordance with the provisions as described in clause 6.4 of EN 50153:2002.

4.2.6.2.2.    Protective measures against direct contact

The electrical installations and equipment of a unit shall be designed so as to protect persons from electric shock.

The unit shall be designed so that direct contact is prevented following the provisions set out in clause 5 of EN 50153:2002.

4.2.6.3.    Attachment devices for rear-end signal

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Fil-każ tal-unitajiet kollha mfassla biex jirċievu sinjal minn wara, żewġ biċċiet ta’ tagħmir fuq wara tal-unità għandhom jipprovdu l-istallazzjoni ta’ żewġ fanali jew żewġ platti riflettivi kif jistipula l-Appendiċi E fl-istess għoli ‘l fuq mir-rejl u mhux ogħla minn 2 000 mm. Id-dimensjonijiet u l-ispazju liberu ta’ dan it-tagħmir mehmuż għandhom ikunu kif deskritt fil-kapitolu 1 tad-dokument tekniku tal-ERA, ERA/TD/2012-04/INT verżjoni 1.2 tat-18.1.2013 ippubblikat fil-websajt tal-ERA (http://www.era.europa.eu).

▼B

4.3.    Functional and technical specification of the interfaces

4.3.1.    Interface with the subsystem “infrastructure”

4.3.2.    Interface with the subsystem “operation and traffic management”

4.3.3.    Interface with the subsystem “control, command and signalling”

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 18(3) of and as set out in Annex VI to Directive 2008/57/EC.

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:

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▼B

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.

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 2008/57/EC are necessary to undertake maintenance activities on the units:

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.

4.5.1.    General documentation

The general documentation comprises of:

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:

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:

The maintenance description file includes the following:

4.6.    Professional competencies

The professional competencies of staff required for the operation and maintenance of units are not covered by this TSI.

4.7.    Health and safety conditions

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Id-dispożizzjonijiet għas-saħħa u s-sikurezza tal-istaff talbu li l-operat u l-manutenzjoni tal-unitajiet huma koperti mir-rekwiżiti essenzjali 1.1.5, 1.3.1, 1.3.2, 2.5.1 u 2.6.1 stipulati fl-Anness III tad-Direttiva 2008/57/KE.

▼B

In particular, the following points of Section 4.2 specify provisions for health and safety of staff:

If the unit is fitted with a manual coupling system, a free space for shunters during coupling and uncoupling shall be provided.

All protruding parts deemed a hazard to operational staff shall be clearly indicated and/or fitted with protective devices.

The unit shall be equipped with footsteps and handrails except in those cases it is not intended to be operated with staff on-board, e.g. for shunting.

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4.8.    Parametri li għandhom jiġu rreġistrati fil-fajl tekniku u r-reġistru Ewropew ta’ tipi ta’ vetturi awtorizzati

▼B

The technical file shall contain at least the following parameters:

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▼B

▼M1

Id-dejta dwar il-mezzi fuq il-binarji li għandhom ikunu rreġistrati fir- “Reġistru Ewropew ta’ tipi ta’ vetturi awtorizzati (ERATV)” hija stabbilita fid-Deċiżjoni ta’ Implimentazzjoni tal-Kummissjoni 2011/665/UE tal-4 ta’ Ottubru 2011 dwar ir-reġistru Ewropew tat-tipi ta’ vetturi ferrovjarji awtorizzati ( 9 ).

▼B

5.   INTEROPERABILITY CONSTITUENTS

5.1.    General

Interoperability constituents (ICs), as defined in Article 2(f) of Directive 2008/57/EC, are listed in Section 5.3 together with:

When a requirement is identified in Section 5.3 as being assessed at IC level, an assessment for the same requirement at subsystem level is not required.

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5.2.    Innovative solutions

As stated in Article 10a, innovative solutions may require new specifications and/or new assessment methods. Such specifications and assessment methods shall be developed using the process described in point 6.1.3 whenever an innovative solution is envisaged for an interoperability constituent.

▼B

5.3.    Interoperability constituent specifications

5.3.1.    Running gear

The running gear shall be designed for an application range, the area of use, as defined by the following parameters:

The parameters speed and axle load may be considered in combination in order to define the appropriate area of use (e.g. maximum speed and tare weight).

The running gear shall comply with the requirements expressed in points 4.2.3.5.2 and 4.2.3.6.1. These requirements shall be assessed at IC level.

5.3.2.    Wheelset

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

A wheelset shall comply with the requirements on geometrical and mechanical parameters defined in point 4.2.3.6.2. These requirements shall be assessed at IC level.

5.3.3.    Wheel

A wheel shall be designed and assessed for an area of use defined by:

A wheel shall comply with the requirements on geometrical, mechanical and thermo mechanical parameters defined in point 4.2.3.6.3. These requirements shall be assessed at IC level.

5.3.4.    Axle

An axle shall be designed and assessed for an area of use defined by:

An axle shall comply with the requirements on mechanical parameters defined in point 4.2.3.6.4. These requirements shall be assessed at IC level.

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5.3.4a.    Friction element for wheel tread brakes

The friction element for wheel tread brakes shall be designed and assessed for an area of use defined by:

A friction element for wheel tread brakes shall comply with the requirements defined in point 4.2.4.3.5. These requirements shall be assessed at IC level.

▼B

5.3.5.    Rear-end signal

The rear-end signal, as described in Appendix E, is an independent IC. There are no requirements in Section 4.2 dealing with the rear-end signal. Its assessment by the notified body is not part of the EC verification of the subsystem.

6.   CONFORMITY ASSESSMENT AND EC VERIFICATION

6.1.    Interoperability constituent

6.1.1.    Modules

The conformity assessment of an interoperability constituent shall be performed in accordance with the module(s) described in Table 8.

These modules are specified in detail in Decision 2010/713/EU.

6.1.2.    Conformity assessment procedures

The manufacturer or his authorised representative established within the Union shall choose one of the modules or module combinations indicated in Table 9 in accordance with the required constituent.

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▼B

Within the application of the chosen module or module combination the interoperability constituent shall be assessed against the requirements mentioned in Section 4.2. If necessary, additional requirements concerning the assessment of particular interoperability constituents are given in the following clauses.

6.1.2.1.    Running gear

▼M1

Id-dimostrazzjoni tal-konformità għat-tagħmir tad-dawran hija stabbilita fil-kapitolu 2 tad-dokument tekniku tal-ERA, ERA/TD/2013/01/INT verżjoni 1.0 tal-11.2.2013 ippubblikat fil-websajt tal-ERA (http://www.era.europa.eu).

▼B

Units equipped with an established running gear as listed below 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.

6.1.2.2.    Wheelset

The demonstration of conformity for the mechanical behaviour of the wheelset assembly shall be carried out according to clause 3.2.1 of EN 13260:2009+A1:2010, which defines limit values for the axial assembly force and the associated verification test.

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.

6.1.2.3.    Wheel

▼M1

Għandha tkun teżisti proċedura ta’ verifika li tiżgura li fil-fażi tal-produzzjoni l-ebda diffetti ma jaffettwaw ħażin is-sikurezza minħabba kwalunkwe bidla fil-karatteristiċi mekkaniċi tar-roti. Is-saħħa tensili tal-materjal tar-rota, l-ebbusija tar-rimm, is-saħħa kontra l-frammentazzjoni (fil-każ tar-roti bil-brejk bil-ħajta), ir-reżistenza għall-impatti, il-karatteristiċi tal-materjal u l-indafa tal-materjal għandhom jiġu vverifikati. Il-proċedura tal-verifika għandha tispeċifika l-kampjonarju tal-baċċ użat għal kull karatteristika li għandha tiġi vverifikata.

▼B

6.1.2.4.    Axle

▼M1

Flimkien mar-rekwiżit għall-assemblaġġ t’hawn fuq, id-dimostrazzjoni tal-konformità tal-karatteristiċi tar-reżistenza u l-għejja mekkanika tal-fus għandha tissejjes fuq il-Klawżoli 4, 5 u 6 tal-EN13103:2009 + A2:2012.

Il-kriterji tad-deċiżjoni għall-istress permissibbli hija speċifikata fil-Klawżola 7 tal-EN 13103:2009 + A2:2012. Proċedura ta’ verifika għandha tkun teżisti biex tiżgura li fil-fażi tal-produzzjoni l-ebda difetti ma jafu jolqtu ħażin is-sikurezza minħabba kwalunkwe bidla fil-karatteristiċi mekkaniċi tal-fusien. Is-saħħa tensili tal-materjal fil-fus, ir-reżistenza għall-impatti, l-integrità tal-wiċċ, il-karatteristiċi tal-materjal u l-indafa tal-materjal għandhom jiġu verifikati. Il-proċedura tal-verifika għandha tispeċifika il-kampjonarju tal-baċċ użat għal kull karatteristika li għandha tiġi vverifikata.

▼M2

6.1.2.5.    Friction elements for wheel tread brakes

The demonstration of conformity of friction elements for wheel tread brakes shall be carried out by determining the following friction element properties in accordance with the European Railway Agency (ERA) technical document ERA/TD/2013-02/INT version 2.0 of XX.XX.2014 published on the ERA website (http://www.era.europa.eu):

Demonstration of the following suitabilities shall be carried out in accordance with chapters 7 and/or 8 of the ERA technical document ERA/TD/2013-02/INT version 2.0 of XX.XX.2014 published on the ERA website (http://www.era.europa.eu), if the friction element is intended to be suitable for:

If a manufacturer does not have sufficient return of experience (according with its own judgement) for the proposed design, the type validation by in-service experience procedure (module CV) shall be part of the assessment procedure for suitability for use. 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 agreement from a railway undertaking that will contribute to such an assessment.

The suitability for train detection by systems based on track circuits for friction elements intended to be used in subsystems beyond the scope set out in chapter 7 of the ERA technical document ERA/TD/2013-02/INT version 2.0 of XX.XX.2014 published on the ERA website (http://www.era.europa.eu) may be demonstrated using the procedure for innovative solutions described in point 6.1.3.

The suitability for severe environmental conditions by a dynamometer test for friction elements intended to be used in subsystems beyond the scope set out in clause 8.2.1 of the ERA technical document ERA/TD/2013-02/INT version 2.0 of XX.XX.2014 published on the ERA website (http://www.era.europa.eu) may be demonstrated using the procedure for innovative solutions described in point 6.1.3.

▼M2

6.1.3.    Innovative solutions

If an innovative solution referred to in Article 10a is proposed for an interoperability constituent, the manufacturer or his authorised representative established within the Union shall apply the procedure set out in Article 10a.

▼B

6.2.    Subsystem

6.2.1.    Modules

The EC verification of the subsystem “Rolling stock — freight wagons” shall be performed in accordance with the module(s) described in Table 10.

These modules are specified in detail in Decision 2010/713/EU.

6.2.2.    EC verification procedures

The applicant shall choose one of the following combinations of modules or module for the EC verification of the subsystem:

Within the application of the chosen module or module combination the subsystem shall be assessed against the requirements mentioned in Section 4.2. If necessary, additional requirements concerning the assessment of particular constituents are given in the following clauses.

6.2.2.1.    Strength of unit

The demonstration of conformity shall be in accordance with Chapters 6 and 7 of EN 12663-2:2010.

Regarding joints, a recognised verification procedure shall exist to ensure at the production phase that no defect may decrease the intended mechanical characteristics of the structure.

6.2.2.2.    Safety against derailment running on twisted track

The demonstration of conformity shall be carried out either in accordance with:

6.2.2.3.    Running dynamic behaviour

The demonstration of conformity shall be carried out in accordance with Chapter 5 of EN 14363:2005.

As an alternative to perform on-track tests on two different rail inclinations, as set out in clause 5.4.4.4 in EN 14363:2005, it is permitted to perform tests on only one rail inclination if it is demonstrated that the tests cover the range of contact conditions as defined in Appendix B, Section 1.1.

▼M2

As an alternative to performing on-track tests on two different rail inclinations, as set out in clause 5.4.4.4 in EN 14363:2005, tests may be carried out on only one rail inclination, if it is demonstrated that the tests cover the range of contact conditions as set out in section 1.1 of ERA technical document ERA/TD/2013/01/INT version 1.0 of 11.2.2013 published on the ERA website (http://www.era.europa.eu).

▼M1

Meta jkun meħtieġ test fuq il-linja meħud b’metodu ta’ kejl normali, l-unità għandha tiġi vvalutata kontra l-valuri tal-limitu stipulati fit-taqsimiet 1.2 u 1.3 tad-dokument tekniku tal-ERA ERA/TD/2013/01/INT verżjoni 1.0 tal-11.2.2013 ippubblikat fuq il-websajt tal-ERA (http://www.era.europa.eu).

▼B

The required test conditions for on-track tests, as set out in EN 14363:2005, are not always fully achievable concerning

In cases this is not fully achievable the demonstration of conformity is an open point.

Alternatively, under the conditions stated in Section 9.3 of EN 15827:2011, a simulation may replace the above mentioned on-track tests.

6.2.2.4.    Axle box/bearings

The demonstration of conformity for mechanical resistance and fatigue characteristics of the rolling bearing shall be in accordance with clause 6 of EN 12082:2007+A1:2010.

6.2.2.5.    Running gear for manual change of wheelsets

▼M1

Is-soluzzjonijiet tekniċi deskritti fil-figuri li ġejjin tal-fuljett tal-UIC 430-1:2012 huma meqjusa bħala konformi mar-rekwiżiti fil-punt 4.2.3.6.7:

▼B

The technical solution described in Appendix 7 of UIC leaflet 430-3:1995 is deemed to be compliant with the requirements in point 4.2.3.6.7.

6.2.2.6.    Thermal capacity

Calculations, simulations or tests shall demonstrate that the temperature of the brake block, brake pad or brake disc does not exceed their thermal capacity. The following shall be taken into account:

6.2.2.7.    Environmental conditions

Steel materials are deemed to comply with all the ranges indicated in point 4.2.5 if the material properties are determined down to – 20 °C.

6.2.2.8.    Fire safety

6.2.2.8.1.    Barriers

Barriers shall be tested in accordance with EN 1363-1:1999. Steel sheets of at least 2 mm thickness and aluminium sheets of at least 5 mm thickness are deemed to comply with the integrity requirements without testing.

6.2.2.8.2.    Materials

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:

6.2.2.8.3    Cables

The electrical cables shall be selected and installed in accordance with EN 50355:2003 and EN 50343:2003.

6.2.2.8.4    Flammable liquids

The measures taken shall be in accordance with TS 45545-7:2009.

▼M2

6.2.3.    Innovative solutions

If an innovative solution referred to in Article 10a is proposed for the “rolling stock — freight wagons” subsystem, the applicant shall apply the procedure set out in Article 10a.

▼B

6.3.    ►M1  Subsistema li fiha komponenti li jikkorrispondu għal kostitwenti tal-interoperabilità li ma jkollhomx dikjarazzjoni tal-KE  ◄

▼M1

Entità Notifikata hija permess toħroġ ċertifikat tal-KE għall-verifika ta’ subsistema, anki jekk xi wieħed jew aktar mill-komponenti li jikkorresondu mal-kostitwenti tal-interoperabbiltà inkorportati fi ħdan is-subsistema mhumiex koperti mid-dikjarazzjoni rilevanti tal-konformità tal-KE skont dan it-TSI (ICs mhux ċertifikati), jekk il-kostitwent ikun ġie manifatturat qabel id-dħul fis-seħħ ta’ dan it-TSI u t-tip tal-kostitwemnt kien:

▼B

The EC verification of the subsystem shall be carried out by the notified body against the requirements of Chapter 4 by using the corresponding requirements concerning assessment in Chapter 6 together with Chapter 7 except for specific cases. For this EC verification the modules of the subsystem, set out in point 6.2.2, apply.

EC declarations of conformity or suitability for use shall not be drawn up for the components assessed in this manner.

6.4.    Project phases where assessment is required

The assessment shall cover the following two phases as identified by “X” in the Table F.1 of Appendix F in this TSI. In particular, where a type test is identified the conditions and requirements of Section 4.2 shall be considered.

Appendix F is structured according to Section 4.2. Where relevant, a reference to the points of Sections 6.1 and 6.2 is given.

6.5.    Constituents holding an EC declaration of conformity

Where a constituent has been identified as an IC and held an EC declaration of conformity before the entry into force of this TSI, its treatment under this TSI is set out as follows:

▼M1

▼B

7.   IMPLEMENTATION

7.1.    Authorisation for placing in service

This TSI is applicable to the subsystem “rolling stock — freight wagons” within the scope set out in its Sections 1.1, 1.2 and Chapter 2 which are placed in service after the date of application of this TSI.

7.1.1.    Authorisation for placing in service of a new vehicle in conformity with the previous WAG TSIs ( 10 )

See Article 9.

7.1.2.    Mutual recognition of the first authorisation of placing in service

In accordance with Article 23(1) of Directive 2008/57/EC the following list lays out the conditions under which a unit, once authorised for placing in service in one Member State, shall not be subject to any additional authorisation for placing in service. These conditions shall be seen as complementary to the requirements in Section 4.2. These following conditions must be fulfilled in their entirety:

7.2.    Substitution, renewal and upgrading

This Section deals with:

Concerning the substitution of constituents the following categories have to be considered.

Table 11 shows the possible permutations.

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 performance in accordance with the relevant TSI requirements considering these components are:

When the extent of the work leads to a different function or performance or in case of a substitution of an element within the unit, the contracting entity or the manufacturer is required to send the Member State concerned a file describing the project as set out in Article 20 of Directive 2008/57/EC. The Member State decides whether a new authorisation for placing in service is needed.

7.3.    Specific cases

7.3.1.    Introduction

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

—	“P” cases : “permanent” cases.

—	“T” cases : “temporary” cases, where it is recommended that the target system is reached by 2020 (an objective set in Decision No 661/2010/EU of the European Parliament and of the Council of 7 July 2010 on Union guidelines for the development of the trans-European transport network ( 11 )).

7.3.2.    List of specific cases

7.3.2.1.    General specific cases

Units running between a Member State and a third country with a network with 1 520 mm track gauge: Specific case Finland, Poland and Sweden.

(“P”) The application of national technical rules instead of the requirements in this TSI is allowed for third countries rolling stock.

7.3.2.2.    Axle bearing condition monitoring (point 4.2.3.4)

(a)    Specific case Sweden

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

The two zones underneath the axle box/journal set out in Table 12 referring to the parameters of the standard EN 15437-1:2009 shall be free to facilitate vertical monitoring by trackside axle box detection system:

Units mutually recognised in accordance with point 7.1.2 and units equipped with on-board axle bearing condition monitoring equipment are exempted from this specific case.

(b)    Specific case Portugal

(“P”) Units intended to operate on the Portuguese railway network shall be compliant with the target and prohibitive zones as set out in Table 13.

7.3.2.3.    Safety against derailment running on twisted track (point 4.2.3.5.1)

(“P”) The limitations to the use of Method 3 set out in EN 14363:2005 point 4.1.3.4.1 are not applicable for units that are intended for national use on the UK mainline network only.

7.3.2.4.    Running dynamic behaviour (point 4.2.3.5.2)

(“P”) The limitations to the use of Method 3 set out in EN 14363:2005 clause 4.1.3.4.1 are not applicable for units that are intended for national use on the UK mainline network only.

7.3.2.5.    Characteristics of wheelsets (point 4.2.3.6.2)

(“P”) For units intended to operate solely on the railway network of Great Britain the characteristics of the wheelsets may be in accordance with the national technical rules notified for this purpose.

7.3.2.6.    Characteristics of wheels (point 4.2.3.6.3)

(“P”) For units intended to operate solely on the railway network of Great Britain the characteristics of the wheels may be in accordance with the national technical rules notified for this purpose.

7.3.2.7.    Attachment devices for rear-end signals (point 4.2.6.3)

(“P”) The attachment devices for rear-end signals are not mandatory for units intended to be operated only in traffic not crossing a border between EU Member States on networks with 1 600 mm track gauge.

7.4.    Specific environmental conditions

Specific conditions Finland and Sweden

For unrestricted access of rolling stock to the Finnish and Swedish network under winter conditions, it shall be demonstrated that the rolling stock meets the following requirements:

Specific conditions Portugal and Spain

For unrestricted access of rolling stock to the Portuguese and Spanish network under summer conditions, temperature zone T3 as specified in point 4.2.5 shall be selected.

7.5.    Freight wagons operating under national, bilateral, multilateral or international agreements

See Article 6.

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Appendix A

Open points

Certain technical aspects, corresponding to the essential requirements, which are not explicitly covered by the specifications, are open points. These are stipulated in Sections 4.2 and 6.2 and listed in Table A.1.

▼M1

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Appendiċi B

mhux użat.

▼B

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Appendix C

Additional optional conditions

The compliance with the following set of conditions C.1 to C.18 is optional. If the applicant selects this option, a notified body has to assess the compliance within the EC verification procedure.

1.    Manual coupling system

The manual coupling system shall comply with the following requirements:

▼M1

▼B

▼M1

▼B

Interaction of buffers and draw gear

Units designed for 1 435 mm and 1 520 mm or 1 435 mm and 1 524 mm, or 1 435 mm and 1 668 mm gauge network(s), equipped with manual coupling and “UIC” pneumatic brake system, shall be compatible with both,

In order to provide this full compatibility, it is permitted to have a different value of the distance between buffer centrelines, 1 790 mm (Finland) and 1 850 mm (Portugal and Spain) taking into account clause 6.2.3.1 of EN 15551:2009+A1:2010.

2.    UIC footsteps and handrails

▼M1

L-unità għandha tiġi mgħammra b’għatab u manki tal-idejn skont il-kapitolu 4 tad-dokument tekniku tal-ERA, ERA/TD/2012-04/INT verżjoni 1.2 tat-18.1.2013 ippubblikat fil-websajt tal-ERA (http://www.era.europa.eu).

▼B

3.    Ability to be hump shunted

In addition to the requirements of point 4.2.2.2 the unit shall be assessed in accordance with clause 8 of EN 12663-2:2010 and classified in Category F I in accordance with clause 5.1 of EN 12663-2:2010 with the following exception: for units designed to carry motor vehicles or combined transport units without long stroke shock absorbers the Category F-II may be used. The requirements concerning the buffing tests in clause 8.2.5.1 of EN 12663-2:2010 apply.

4.    Free space under lifting points

The unit shall comply with Figure C.2 on the free space under the re-railing places for rerailing:

Figure C.2

Free spaces under rerailing places

5.    Marking of units

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

Units compliant with all requirements set out in Section 4.2, fulfilling all conditions set out in point 7.1.2 and all conditions set out in Appendix C may receive the marking “GE”.

Units compliant with all requirements set out in Section 4.2, fulfilling all conditions in point 7.1.2 and the conditions set out in Appendix C but not those set out in Appendix C, Sections 3 and/or 6 and/or 7.b, may receive the marking “CW”.

If the additional marking is used, it shall be inscribed on the unit as outlined in Figure C.3.

Figure C.3

The additional markings“GE” and “CW”

The letters shall be of the same font type as the TEN marking. The size of the letters shall be at least 100 mm high. The outer measures of the frame shall be at least 275 mm wide and 140 mm high, the frame shall be 7 mm thick.

The marking shall be located on the right hand side of the area containing the European Vehicle Number and the TEN marking.

6.    G1 gauge

The reference contour with which the unit complies with shall be G1 and GIC1 determined as defined in point 4.2.3.1.

7.    Compatibility with train detection systems

8.    Tests concerning longitudinal compressive forces

The verification of safe running under longitudinal compressive forces shall be in accordance with EN 15839:2012.

9.    UIC brake

The brake system shall be compatible with vehicles equipped with UIC approved brake systems. The brake system of a unit is compatible with the UIC brake system if it fulfils the following requirements:

▼M2

▼B

10.    Location of parking brake handles

If a unit is equipped with a parking brake the location of its operating handle or operating wheel shall be:

The operation from the ground shall be done by wheel.

11.    Temperature ranges for air reservoirs, hoses and grease

The following requirements are deemed to comply with the range T1 indicated in point 4.2.5:

12.    Welding

Welding shall be carried out in accordance with EN 15085-1-5:2007.

13.    Track gauge

The unit shall be compatible with the 1 435 mm track gauge.

14.    Specific brake thermal capacity

The brake system shall resist a thermal load equivalent to the suggested reference case in point 4.2.4.3.3.

▼M2

With regard to the use of wheel tread brake systems, this condition is deemed to be met if the “friction element for wheel tread brakes” interoperability constituent is, in addition to the requirements of point 6.1.2.5, compliant with UIC leaflet 541-4:2010, and if the wheel:

▼B

15.    Specific product properties concerning the wheel

The wheels shall be in accordance with EN 13262:2004+A1:2008+A2:2011 and EN 13979-1:2003+A1:2009+A2:2011. The thermal mechanical type test required in point 6.1.2.3 shall be carried out in accordance with Table C.4 when the complete brake system is acting directly on the wheel tread.

16.    Tow hooks

Units shall be provided with tow hooks, each one being fixed to the side of the unit underframe in accordance with clause 1.4 of UIC 535-2:2006.

17.    Protective devices on protruding parts

To ensure the safety of staff, protruding (e.g. angular or pointed) parts of the unit located up to 2 m above rail level or above passageways, working surfaces or tow hooks which are liable to cause accidents, shall be fitted with protective devices as described in clause 1.3 of UIC 535-2:2006.

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

All units shall be equipped with a label holder in accordance with clause 1 of UIC 575:1995 and at both ends with attachment devices as set out in point 4.2.6.3.

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Appendix D

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Appendix E

Rear-end signal

1.    Lamps

▼M2

The colour of tail lamps shall be in accordance with clause 5.5.3 of EN 15153-1:2013.

▼B

The lamp shall display a luminous area of at least 170 mm diameter. The reflector system shall be designed to display a lighting strength of at least 15 candela of red light along the axis of the lighting surface for an angle of opening of 15° horizontally and 5° vertically. The intensity must be at least 7,5 candela of red light.

The lamp shall be suitable to be attached to units complying with the attachment devices and the clearance set out in point 4.2.6.3. The lamp shall be equipped with:

2.    Reflective plates

The reflective plates shall be suitable to be attached to units complying with the attachment devices and the clearance set out in point 4.2.6.3. The reflective section of the plates shall be at least 150 by at least 200 mm as illustrated in Figure E.1. The side triangles shall be white, the top and the bottom triangles shall be red. The plate shall be retro-reflective in accordance with EN 12899-1:2007 Class Ref. 2.

Figure E.1

Reflective plate

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Appendix F

Assessment assigned to the production phases

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Appendix G

List of fully approved composite brake blocks for international transport

This Appendix is published on the ERA website (http://www.era.europa.eu).

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( 1 ) ĠU L 191, 18.7.2008, p. 1.

( 2 ) ĠU L 164, 30.4.2004, p. 1.

( 3 ) ĠU L 319, 4.12.2010, p. 1.

( 4 ) ĠU L 344, 8.12.2006, p. 1.

( 5 ) ĠU L 164, 30.4.2004, p. 44.

( 6 ) OJ L 51, 23.2.2012, p. 1.

( 7 ) OJ L 108, 29.4.2009, p. 4.

( 8 ) 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).

( 9 ) ĠU L 264, 8.10.2011, p. 32.

( 10 ) Commission Decision 2006/861/EC (OJ L 344, 8.12.2006, p.1) and Commission Decision 2006/861/EC amended by Commission Decision 2009/107/EC (OJ L 45, 14.2.2009, p.1).

( 11 ) OJ L 204, 5.8.2010, p. 1.