EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
LP 
[…](2022) XXX  draft  
ANNEX 5  
 
ANNEX  
to the  
Commission Implementing Regulation  
amending Commission Regulations: (EU) No 321/2013, No 1299/2014, No 1300/2014, 
No 1301/2014, No 1302/2014, No 1304/2014 and Commission Implementing 
Regulation  (EU) 2019/777   EN 1  EN ANNEX V 
The Annex to Regulation (EU) No  1302/2014 is amended as follows:  
(1) Unless indicated  otherwise in points (2) to (1 65), the term  “clause” or “Clause” is 
replaced by the term “point” ; 
(2) point 1  is replaced by the following:  
“1.   INTRODUCTION  
A Technical Specification for Interoperability (TSI) is a specification that covers a 
subsystem , or part thereof, as defined in Article 2(11) of Directive (EU) 2016/797  of 
the European Parliament and of the Council *. 
_________  
* Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 
2016 on the interoperability of the rail system within the European Union (OJ L 138, 
26.5.2016, p. 44). ”; 
(3) point 1.2 is replaced by the following : 
“1.2.    Geographical scope  
This TSI applies to the Union rail system.” ; 
(4) point 1.3 is replaced by the following : 
“1.3.    Content of th e TSI 
In  accordance with  Article  4(3)  of  Directive  (EU)  2016/797,  this  TSI covers  the 
‘rolling stock - Locomotives and passenger rolling stock' subsystem.” ; 
(5) point 2.1 is replaced as follows:   
“2.1.    The rolling stock subsystem as part of the Union's rail system  
The Union's rail system has been broken down into subsystems as set out in Annex II 
to Directive (EU) 2016/797.  
The Locomotives and passenger rolling stock subsystem has interfaces with other 
subsystems of the Union rail system. Th ose interfaces are considered within the 
frame of an integrated system , compliant with all the relevant TSIs.  
In addition to the rolling stock subsystem , other TSIs describe specific aspects of the 
railway system and concern several subsystems . 
The requirements concerning the rolling stock subsystem expressed in the TSI 
PRM ** and the TSI NOI*** are not repeated in this TSI. The y apply to  
“Locomotives and passenger rolling stock” subsystem in accordance with  their 
respective scope and implementation rules.  
_________  
*Commission Regulation (EU) No 1300/2014 of 18 November 2014 on the technical 
specifications for interoperability relating to accessibility of the Union's rail system 
for persons with disabilities and persons with reduced mobility Text with EEA 
relevance  (OJ L 356, 12.12.2014, p. 110 ). 
**Commission Regulation (EU) N o 1304/2014 of 26 November 2014 on the 
technical specification for interoperability relating to the subsystem ‘rolling stock — EN 2  EN noise’ amending Decision 2008/232/EC and repealing Decision 2011/229/EU Text 
with EEA relevance (OJ L 356, 12.12.2014, p. 421 ).” 
(6) in point 2.2.1. , point (g)  is replaced by the following : 
“(g) ‘Multiple operation’  is an operational formation consisting of more than one 
unit, including : 
(i) trainsets  designed in such a way that several of them (of the type under 
assessment) are capable of being coupled together to operate as a single train 
controlled from 1 driver's cab ; 
(ii) locomotives designed in such a way that several of them (of the type under 
assessment) are capable of being included in a single train controlled from 
one driver's cab. ”; 
(7) in point 2.2.2.(A)(2)  the title  is replaced by the following : 
“Self -propelling thermal or electric trainsets”  
(8) in point 2.2.2. , points (B) and (C) are replaced by the following : 
“(B) Freight wagons, including low -deck vehicles designed for the entire network  
and vehicles designed to carry lorries.  
Such  vehicles are out of the scope of this TSI. They are covered by Commission 
Regulation (EU ) No 321/2013 * (‘TSI WAG ’). 
(C) Special vehicles  
Special vehicles can be used in one or more of the following modes: worki ng mode, 
travelling mode and running mode, as self -propelled or as hauled vehicles . 
_________  
* Commission Regulation (EU) No 321/2013 of 13 March 2013 concerning the 
technical specification for interoperability relating to the subsystem ‘rolling stock — 
freight wagons’ of the rail system in the European Union and repealing Decision 
2006/861/EC (OJ L 104, 12.4.2013, p. 1). ”; 
(9) point 2.3 is replaced by the following : 
“2.3.    Rolling stock in the scope of this TSI  
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  2 of Directive (EU) 2016/797, is detailed as follows:  
(A)  Locomotives and passenger rolling stock, including thermal or electric traction 
units, self -propelli ng 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.  
Excluded from the scope of this TSI:  EN 3  EN 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 betw een 
shuntin g yards, stations and depots) A rticle 1.4(b) of Directive (EU) 2016/797 
applies.  
(2)    Self-propelling thermal or electric trainsets  
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.  
In accordance with Articles 1.3, 1.4(d) and 1.5 of Directive (EU) 2016/797, the 
following roll ing stock is excluded from the scope of the TSI:  
(a) rolling stock intended to operate on local, urban or suburban networks 
functionally separate from the rest of the railway system ; 
(b) rolling stock primarily used on light rail infrastructure but equipped 
with s ome heavy rail components necessary to enable transit to be 
effected on a confined and limited section of heavy rail infrastructure 
for connectivity purposes only ; 
(c) tram – trains.  
(3)    Passenger coaches and other related cars  
Passenger carriages:  
This typ e 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 t o the transport of passengers.  
(B) Freight wagons, including low -deck vehicles designed for the entire network  
and vehicles designed to carry lorries  are not in the scope of this TSI but 
covered by the TSI WAG even when they are included in a passenger tra in (the 
train composition is in this case an operational issue).  
Vehicles intended to carry road motor vehicles  even where persons are on on-
board the carried road motor vehicles are not in the scope of this TSI.  
(C) Special vehicle  
This type of rolling stock is in the scope of the TSI only when:  
(1) it is running on its own rail wheels (in running mode self -propelled or 
hauled); and  
(2) it is designed and intended to be detected by a track -based train detection 
system for traffic management.  EN 4  EN Infrastructure Inspection Vehicles (IIVs) designed to be integrated into a 
fixed passenger train formation shall be considered as non -passenger 
carrying vehicles as defined in point (A) (3), and not as special vehicles.  
Exclu ded from the scope of this TSI:  
(1) special vehicles in t ravelling and working modes ; 
(2) road-rail vehicles.  
2.3.2.     Track gauge  
This TSI is applicable to rolling stock which is intended to be operated on networks 
of track gauge 1  435 mm, or on one of the following nominal track gauges: 1  520 
mm, 1  524 mm system, 1  600 mm system and 1  668 mm system.  
2.3.3.     Maximum speed  
Considering the integrated railway system composed of several subsystems (in 
particular fixed installations; see Section 2.1), the maximum design speed of rolling 
stock is deemed to be lower or equal to 350 km/h.  
In case of maximum design speed higher than 350 km/h, this technical specification 
applies, but has to be complemented for the speed range above 350 km/h (or 
maximum speed related to a particular parameter, where sp ecified in the relevant 
point of Section 4.2 up to the maximum design speed, by application of the 
procedure for innovative solutions described in Article 10. ”; 
(10) point  3.1 is replaced by the following : 
“3.1 Elements of the rolling stock subsystem correspond ing 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 .  
Rolling stock elements correspondi ng to essential requirements  
Note : only those points in point  4.2, which contain requirements,  are listed.  
Ref. point  Element of 
the rolling 
stock sub -
system  Safety  Reliability -
Availability  Health  Environment
al protection  Technical 
compatibilit
y Accessibil it
y 
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 1.1.5   2.5.1   2.5.3   EN 5  EN uncoupling  
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 
characteristi
cs 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 
characteristi
cs for 
compatibilit
y with train 
detection 
systems  1.1.1     2.4.3  
2.3.2   
4.2.3.3.2  Axle bearing 
condition 
monitoring  1.1.1  1.2     EN 6  EN 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  
2.3.2   
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 
characteristi
cs of 
wheelsets  1.1.1  
1.1.2     2.4.3   
4.2.3.5.2.2  Mechanical  
and 
geometrical 
characteristi
cs of wheels  1.1.1  
1.1.2       
4.2.3.5.3  Automatic 
variable 1.1.1  1.2   1.5  EN 7  EN gauge 
systems  1.1.2, 
1.1.3  
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  
2.3.2   
4.2.4.4.1  Emergency 
braking 
command  2.4.1     2.4.3  
2.3.2   
4.2.4.4.2  Service 
braking 
command      2.4.3  
2.3.2   
4.2.4.4.3  Direct 
braking 
command      2.4.3   
4.2.4.4.4  Dynamic 
braking 
command  1.1.3     2.3.2   
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  1.1.2  
2.4.1     2.4.3  
2.3.2   
4.2.4.5.3  Service 
braking      2.4.3  
2.3.2   EN 8  EN 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  
2.3.2   
4.2.4.8.3  Eddy current 
track brake      2.4.3  
2.3.2   
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    EN 9  EN 4.2.5.2  Audible 
communicati
on system  2.4.1       
4.2.5.3  Passenger 
alarm  2.4.1       
4.2.5.4  Communicat
ion devices 
for 
passengers  2.4.1       
4.2.5.5  Exterior 
doors: 
access to and 
egress from 
Rolling 
stock  2.4.1     2.3.2   
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  Environment
al 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     2.4.3   EN 10  EN tunnels  
4.2.6.2.4  Cross wind  1.1.1       
4.2.6.2.5  Aerodynami
c effect on 
ballasted 
track  1.1.1     2.4.3   
4.2.7.1.1  Head lights      2.4.3  
2.3.2   
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     2.4.3  
2.6.3   
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      2.4.3  
2.6.3  
2.3.2   
4.2.8.2  
4.2.8.2.1 to 
4.2.8.2.9  Power 
supply      1.5 
2.4.3  
 
2.3.2   
4.2.8.2.10  Electrical 
protection of 
the train  2.4.1       
4.2.8.4  Protection 
against 
electrical 
hazards  2.4.1       EN 11  EN 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  
2.3.2   
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   2.3.2   
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 
characteristi
cs 2.4.1       
4.2.9.2.2  Windscreen 
— Optical 
characteristi
cs     2.4.3  
2.3.2   
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       EN 12  EN 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     2.3.2   
4.2.9.3.7  Derailment 
detection 
and 
prevention 
signal 
processing  1.1.1  
1.1.2       
4.2.9.3.7a  On-board 
derailment 
detection 
and 
prevention 
function  1.1.1  
1.1.2       
4.2.9.3.8  Requirement
s for 
management 
of ETCS 
modes  1.1.1     1.5 
2.3.2   
4.2.9.3.9  Traction 
status      2.3.2   
        
4.2.9.4  On-board 
tools and 
portable 
equipment  2.4.1     2.4.3  
2.6.3   
4.2.9.5  Storage 
facility for 
staff 
personal 
effects  — — — — —  
4.2.9.6  Recording 
device      2.4.4   EN 13  EN 2.3.2  
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/contro
l fire  1.1.4       
4.2.10.4  Requirement
s related to 
emergency 
situations  2.4.1     2.3.2   
4.2.10.5  Requirement
s 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  
4.2.11.5  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 
documentati
on     1.5  
4.2.12.3  Documentati
on related to 1.1.1     2.5.1   EN 14  EN maintenance  2.5.2  
2.6.1  
2.6.2  
4.2.12.4  Operating 
documentati
on 1.1.1     2.4.2  
2.6.1  
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   
4.2.13  Interface 
requirements 
with 
Automatic 
Train 
Operation      1.5 
2.3.2  
2.4.3   
 
(11) point  3.2 is replaced by the following : 
“3.2 Essential requirements not covered by this TSI  
Some of the essential requirements classified as ‘general requirements’ or ‘specific to 
other subsystems’ in  Annex III to Directive (EU) 2016/797  that  have an impact on 
the rolling stock subsystem are covered with limitations [in a limited way]  by the 
scope of this TSI .”. 
”; 
(12) in point  4.1.1. , point (4) is replaced by the following : 
“(4) Some of the rolling stock characteristics that are mandated to be recorded in the 
‘European register of authorised types of vehicles’ (according to the relevant 
Commission Decision) are described in point  7.1.2 (see Table 17a). Additionally, 
those chara cteristics are required to be provided in the rolling stock technical 
documentation described in point  4.2.12. ”; 
(13) in point  4.1.3. , point (3), the following two indents  are added:  
“-  Environment vehicles  
˗  Emergency vehicles” ; 
(14) point 4.2.1.2. is replaced by the following : 
“Open points in accordance with Article 4(6) of Directive (EU) 2016/797 are listed 
in Annex I.” ; 
(15) in point  4.2.2.2. 3, point (b), point (b-2), points (1) and (2) are replaced by the 
following : EN 15  EN “(1) The buffers and the screw coupling shall be i nstalled according to the 
specification referenced in Appendix J -1, index [2].  
(2) The dimensions and layout of brake pipes and hoses, couplings and cocks shall 
meet the requirements set out in the same specification.” ; 
(16) In point  4.2.2.2.4 , point (3)(a), the   second indent  is replaced by the following:  
“- Lateral location of brake pipes and cocks according to the specification referenced 
in Appendix J -1, index [ 2],”.; 
(17) point 4.2.2.2.5  (2) is replaced as follows:  
“To comply with this requirement, units fitted w ith manual coupling systems of UIC 
type as per point  4.2.2.2.3(b) shall comply with the following requirements (the 
‘Bern rectangle’):  
(i) On units equipped with screw couplers and side buffers, the space for staff 
operation shall be in accordance to the speci fication referenced in Appendix J -
1, index [2].  
(ii) Where a combined automatic and screw coupler is fitted it is permissible for 
the auto coupler head to infringe the Berne rectangle on the left -hand side 
when it is stowed and the screw coupler is in use.  
Ther e shall be a handrail under each buffer. The handrails shall withstand a force of 
1,5 kN. ”; 
(18) in point  4.2.2.4., points (3), (4) and (5) are replaced by the following : 
“(3)  The static and dynamic strength (fatigue) of vehicle bodies is relevant to ensure 
the safety required for the occupants and the structural integrity of the vehicles 
in train and in shunting operations. Therefore, the structure of each vehicle 
shall comply with the requirements of the specification referenced in Appendix 
J-1, index [1] whe re the rolling stock categories to be taken into account shall 
correspond to category L for locomotives and power head units and to 
categories PI or PII for all other types of vehicle within the scope of this TSI.  
(4)  Proof of the strength of the vehicle body may be demonstrated by calculations 
and/or by testing,  according to the conditions set up in the specification 
referenced in Appendix J -1, index [1].  
(5)  In case of a unit designed for higher compressive force than those of the 
categories (required in point (3) as a minimum) in the specification referenced 
in Appendix J -1, index [1], this specification does not cover the proposed 
technical solution; it is then permissible to use for compressive force other 
normative documents that are publicly availa ble.” ; 
(19) Point  4.2.2.5. is replaced by the following : 
“4.2.2.5. Passive safety  
(1) The requirements specified in this point  apply to all units, except to units not 
intended to carry passengers or staff during operation and except to OTMs.  
(2) For units designed to be operated on the 1520 mm system, the requirements on 
passive safety described in this point  are of voluntary application. If the 
Applicant chooses to apply the requirements on passive safety described in this 
point , this shall be re cognised by Member States. Member States may also 
require application of those requirements.  EN 16  EN (3) For locomotives designed to be operated on the 1524 mm system, the 
requirements on passive safety described in this point  are of voluntary 
application. If the Applicant chooses to apply the requirements on passive 
safety described in this point , this shall be recognised by Member States.  
(4) Units which cannot operate up to the collision speeds specified under any of 
the collision scenarios below are exempted fr om the provisions related to that 
collision scenario.  
(5) Passive safety is aimed at complementing active safety when all other 
measures have failed. For this purpose, the mechanical structure of vehicles 
shall provide protection of the occupants in the ev ent of a collision by 
providing means of:  
(i) limiting deceleration ; 
(ii) maintaining survival space and structural integrity of the occupied 
areas ; 
(iii) reducing the risk of overriding ; 
(iv) reducing the risk of derailment ; 
(v) limiting the consequences of hitting a track obstr uction.  
To meet these functional requirements, units shall comply with the detailed 
requirements specified in the specification referenced in Appendix J -1, index 
[3] related to crashworthiness design category C -I. 
The following four reference collision sce narios shall be considered:  
(i) scenario 1: A front end impact between two identical units,  
(ii) scenario 2: A front end impact with a freight wagon,  
(iii) scenario 3: An impact of the unit with a large road vehicle on a level 
crossing,  
(iv) scenario 4: An impact of the unit into a low obstacle (e.g. car on a level 
crossing, animal, rock, etc.).  
(6) The scenarios in point (5) are described in the specification referenced in 
Appendix J -1, index [3]  
(7) The requirements of the specification referenced in Appendix J -1, index [3] 
shall be applied in relation to the above given reference collision scenarios.  
(8) To limit the consequences of hitting a track obstruction, the leading ends of 
locomotives, power heads, driving coaches and trainsets shall be equipped with 
an obstacle defl ector. The requirements with which obstacle deflectors shall 
comply are defined in the specification referenced in Appendix J -1, index 
[3].”; 
(20) in point  4.2.2.6., points (7), (8) and  (9) are replaced by the following : 
“(7) The geometry of jacking/lifting points shall be compliant with the specification 
referenced in Appendix J -1, index [4].  
(8) Marking of lifting points shall be made by signs compliant with the 
specification referenced in Appendix J -1, index [5].  EN 17  EN (9) The structure shall be designed with co nsideration of the loads specified in the 
specification referenced in Appendix J -1, index [1]; proof of the strength of the 
vehicle body may be demonstrated by calculations or by testing, according to 
the conditions set up in the same specification .”; 
(21) in point 4.2.2.7.(3), “index 12” is replaced by “index [1]” ; 
(22) point 4.2.2.10  is amended as follows:  
(a) point (1) is replaced by the following : 
“(1) The following load conditions defined in the specification referenced in 
Appendix J -1, index [6], shall be deter mined:  
(i) design mass under exceptional payload ; 
(ii) design mass under normal payload ; 
(iii) design mass in working order ; 
(iv) operational mass under normal payload ; 
(v) operational mass in working order. ”; 
(b) in point  (2) “index 13” is replaced by “index [6] ”; 
(23) point 4.2.3.1. is replaced by the following : 
“4.2.3.1. Gauging  
(1) This point  concerns the rules for calculation and verification intended for 
sizing the rolling stock to run on one or several infrastructures without 
interference risk.  
For units designed to be operated on other track gauge(s) than 1520 mm system:  
(2) The applicant shall select the intended reference profile including the reference 
profile for the lower  parts. This reference profile shall be recorded in the 
technical documentation defined in point 4.2.12.  
(3) The compliance of a unit with this intended reference profile shall be 
established by one of the methods set out in the specification referenced in 
Appendix J -1, index [7].  
(4) In case the unit is declared as compliant with one or several of the reference 
profiles G1, GA, GB, GC or DE3, including those related to the lower part 
GI1, GI2 or GI3, as set out in the specification referenced in Appendix J -1, 
index [7], compliance shall be established by the kinematic method as set out 
in the specif ication referenced in Appendix J -1, index [7].  
The compliance to those reference profile (s) shall be recorded in the technical 
documentation defined in point  4.2.12.  
(5) For electric units, the pantograph gauge shall be verified by calculation 
according to the specification referenced in Appendix J -1, index [7] to ensure 
that the pantograph envelope complies with the mechanical kinematic 
pantograph gauge which in itself is  determined according to Appendix D to  
Commission Regulation (EU) No. 1301/2014 * (‘TSI ENE ’), and depends on 
the choice made for the pantograph head geometry: the two permitted 
possibilities are defined in point  4.2.8.2.9.2.  EN 18  EN The voltage of the power suppl y is considered in the infrastructure gauge in 
order to ensure the proper insulation distances between the pantograph and 
fixed installations.  
(6) The pantograph sway as specified in point  4.2.10 of TSI ENE and used for the 
mechanical kinematic gauge calcu lation shall be justified by calculations or 
measurements as set out in the specification referenced in Appendix J -1, index 
[7]. 
For units designed to be operated on track gauge of 1520 mm system:  
(7) The static contour of the vehicle shall be within the ‘ T’ uniform vehicle gauge; 
the reference contour for infrastructure is the ‘S’ gauge. This contour is 
specified in Appendix B .  
(8) For electric units the pantograph gauge shall be verified by calculation to 
ensure that the pantograph envelope complies with  the mechanical static 
pantograph gauge which is defined in Appendix D of  TSI ENE; the choice 
made for the pantograph head geometry shall be taken into account: the 
permitted possibilities are defined in point  4.2.8.2.9.2.  
_________  
*Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical 
specifications for interoperability relating to the ‘energy’ subsystem of the rail 
system in the Union (OJ L 356, 12.12.2014, p. 179). ”; 
(24) point 4.2.3. 2.1. is replaced by the following : 
“4.2.3.2.1. Axle load parameter  
(1) The axle load in combination with the axle spacing, with the length of the unit 
and with the maximum allowed speed for the unit on the considered line is an 
interface parameter between the unit and the infrastructure.  
For the infrastruc ture target system specified in point  4.2.1 of the  Commission 
Regulation (EU) No 1299/2014 * (‘TSI INF’), the axle load is a performance 
parameter and depends on the traffic code of the line.  
(2) The following characteristics to be used as an interface to the infrastructure 
shall be part of the general documentation produced when the unit is assessed, 
and described in point  4.2.12.2:  
(i) the mass per axle (for each axle) for all load conditions (as def ined and 
required to be part of the documentation in point  4.2.2.10) ; 
(ii) the position of the axles along the unit (axle spacing) ; 
(iii) the length of the unit ; 
(iv) the maximum design speed (as required to be part of the documentation 
in point  4.2.8.1.2) ; 
(v) The EN line ca tegory as the result of a categorisation of the unit 
according to the specification referenced in Appendix J -1, index [10].  
(2a)  For self -propelling thermal or electric passenger trains and for passenger 
coaches and other related cars, the EN line categor y shall always be 
documented, indicating the standard value of payload in standing areas in kg 
per m2, as defined in the specification referenced in Appendix J -1, index [10].  EN 19  EN (2b)  If a particular value of payload in standing areas is used to determine the  load 
condition "design mass under exceptional payload", in accordance with points 
4.2.2.10 (1) and (2), a second EN line category shall be documented using this 
particular value of payload in standing areas.  
(2c)  For all of these units, any EN line categ ory shall be documented indicating the 
payload used in standing areas, as described in the specification referenced in 
Appendix J -1, index [10].  
(3) Use of the axle load  information at operational level for compatibility check 
between rolling stock and infrastructure (outside the scope of this TSI):  
The axle load of each individual axle of the unit to be used as interface 
parameter to the infrastructure must  be defined by  the railway undertaking as 
required in point  4.2.2.5 of the TSI OPE **, considering the expected load for 
the intended service (not defined when the unit is assessed). The axle load in 
load condition ‘design mass under exceptional payload’ represents the 
maximum possible value of the axle load mentioned above. The maximum 
load considered for the design of the brake system defined in point  4.2.4.5.2 
has also to be considered.  
_________  
*Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the techn ical 
specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail 
system in the European Union (OJ L 356, 12.12.2014, p. 1 ). 
**Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the 
technical specification for interoperability relating to the operation and traffic 
management subsystem of the rail system within the European Union and repealing 
Decision (OJ L 139I , 27.5.2019, p. 5 ).”; 
(25) point 4.2.3.3.1. is replaced by the following : 
“Rolling Stock characteristics for the compatibility with train detection systems  
(1) For units designed to be operated on other track gauges than the 1520 mm 
system, the set of rolling stock characteristics for compatibility with train 
detection target systems are given in point s 4.2.3 .3.1.1, 4.2.3.3.1.2 and 
4.2.3.3.1.3.  
Reference is made to point s of the specification referenced in Appendix J -2, 
index [A] (also referenced in Appendix A, Index 77 of TSI  CSS*). The related 
specific cases are defined in point  7.7 of TSI CCS.  
(2) The set o f characteristics the rolling stock is compatible with shall be recorded 
in the technical documentation described in point  4.2.12.  
_________  
*[PO please complete insert ing the appropriate references to Commission 
Implementing Regulation which will be adopt ed on the same day as the current one  
replacing the current Regulation (EU) 2016/919 ] Commission Implementing 
Regulation (EU) [ xxxx/xxxx ] of [ xxxx ] on the technical specification for 
interoperability relating to the control -command and signalling subsystem s of the rail 
system in the European Union and repealing Regulation (EU) 2016/919  (OJ 
[xxxx] ).”; EN 20  EN (26) point 4.2.3.3.1.1. is replaced by the following : 
“4.2.3.3.1.1. Rolling stock characteristics for compatibility with train detection 
system based on track circuits  
The specification referenced in Appendix J -2 index [A] specifies the characteristics 
relative to:  
(i) Vehicle geometry  
 (1)  The maximum distance between 2 consecutive axles ;  
 (2) The maximum distance between buffer end and first axle ;  
 (3) The minimum distance between end axles of a unit ; 
(ii) Vehicle design  
 (4) The minimum axle load in all load conditions ;  
 (5) The electrical resistance between the running surfaces of the opposite 
wheels of a wheelset and the method to measure it ; 
 (6) For electric units equipped with a pantograph, the minimum impedance 
between pantograph and each wheel of the train ; 
(7) The use of shunt assisting devices ; 
(iii) Isolating emissions  
(8) The u se of sanding equipment ; 
 In case where an automatic sanding functio n is provided, it shall be possible for 
the driver to suspend its use on particular points of the track identified in 
operating rules as non -compatible with sanding ; 
 (9) The limitations of use of composite brake blocks ; 
 (10) If the vehicle is equipped, t he requirements applicable to flange 
lubricators ; 
(iv) EMC  
(11) The requirements related to electromagnetic compatibility. ”; 
(27) point 4.2.3.3.1.2. is replaced by the following : 
“4.2.3.3.1.2 Rolling stock characteristics for compatibility with train detection 
system based on axle counters  
The specification referenced in Appendix J -2 index [A] specifies the characteristics 
relative to:  
(i) Vehicle geometry  
 (1) The maximum distance between 2 consecutive axles ; 
 (2) The minimum distance between 2 consecutive axle s of the train ; 
 (3) At the end of a unit intended to be coupled, the minimum distance 
between end and first axle of the unit (equal to half of the value specified) ; 
 (4) The maximum distance between end and first axle ; 
(ii) Wheel geometry  EN 21  EN  (5) Wheel geometry ; 
(iii) Vehicle design  
 (6) The metal -free space around wheels ; 
 (7) The characteristics of the wheel material regarding magnetic field ; 
(iv) EMC  
 (8) The requirements related to electromagnetic compatibility ; 
 (9) The electromagnetic interference limit levels rising from the use of 
eddy current or magnetic track brakes. ”; 
(28) point 4.2.3.3.1.3 is replaced by the following : 
“4.2.3.3.1.3. Rolling stock characteristics for compatibility with loop equipment  
The specification referenced in Appendix J -2 inde x [A] specifies the characteristics 
relative to:  
Vehicle design  
(1) The vehicle metal construction .”; 
(29) in point  4.2.3.3.2.1., points (3) and (4) are replaced by the following : 
“(3) The detection system shall be located entirely on board the unit and diagnos is 
messages shall be made available on board.  
(4) The diagnosis messages delivered shall be described and taken into account in 
the operating documentation described in point  4.2.12.4 and in the 
maintenance documentation described in point  4.2.12.3 .”; 
(30) in point  4.2.3.3.2.2. , in points (1) and ( 2a), “index 15” is replaced by “index [8]. ”; 
(31) in point 4.2.3.4.1., the second paragraph  is replaced by the following : 
“This conformity assessment procedure is applicable for axle loads in the range of 
those mentioned in the point  4.2.1 of TSI INF and in the specification referenced in 
Appendix J -1, index [9]. ”; 
(32) point  4.2.3.4.2  is amended as follows:  
(a)  point  (a) is repl aced by the following : 
“(a) Technical requirements  
(3) The unit shall run safely and produce an acceptable level of track loading when 
operated within the limits defined by the combination(s) of speed and cant 
deficiency under the conditions set out in the  specification referenced in 
Appendix J -1, index [9].  
This shall be assessed by verifying that limit values specified below in point s 
4.2.3.4.2.1 and 4.2.3.4.2.2 are respected; the conformity assessment procedure 
is described in point  6.2.3.4.  
(4) The limi t values and conformity assessment mentioned in point 3 are 
applicable for axle loads in the range of those mentioned in the point  4.2.1 of 
the TSI INF and in the specification referenced in Appendix J -1, index [9].  
They are not applicable to vehicles desi gned for higher axle load, as 
harmonised track loading limit values are not defined; such cases may be EN 22  EN covered by national rules or by the procedure for innovative solution described 
in article 10 and Chapter 6.  
(5) The running dynamic behaviour test repor t (including limits of use and track 
loading parameters) shall be stated in the technical documentation described in 
point  4.2.12 . 
Track loading parameters (including the additional ones Ymax, Bmax and the 
Bqst where relevant) to be recorded are defined in  the specification referenced 
in Appendix J -1, index [9]. ”; 
(b) point  (d) is inserted as follows:  
“(d) Additional requirements regarding interface with ETCS onboard  
(8) Requirements applicable to units with regards to their interface with ETCS 
onboard and related to train interface function ‘ status of the tilting system ’ 
when ETCS is installed are defined in the specification referenced in Appendix 
J.2, index [B].” ; 
(33) in point  4.2.3.4.2.1 (1) “index 17” is replaced by “index [9]” ; 
(34) in point  4.2.3.4.2.2.  (1) “index 19” is replaced by “index [9]” ; 
(35) in point  4.2.3.4.3.2., point (1) is replaced by the following : 
“(1) The combined equivalent conicities the vehicle is designed for, as verified by 
the demonstration of conformity of the running dynamic behaviour spec ified in 
point  6.2.3.4 , shall be specified for in -service conditions in the maintenance 
documentation as set out in point  4.2.12.3.2 , taking into account the 
contributions of wheel and rail profiles.” ; 
(36) in point s 4.2.3.5.1 (1) and (3) “index 20” is replac ed by “index [11] ”; 
(37) in point  4.2.3.5.1. (2) “index 21” is replaced by “index [1] ”; 
(38) in point  4.2.3.5.2.1, point (3) is replaced by the following : 
“(3) The characteristics of the end of axle (interface between wheel and running 
gear) shall ensure the transmi ssion of forces and torque.  
The conformity assessment procedure shall be in accordance with point  6.2.3.7 
(7) .”; 
(39) in point  4.2.3.5.2.1, in Table 1, “Back to back” is replaced by “Back -to-back” ; 
(40) point 4.2.3.7 is replaced by the following : 
“4.2.3.7 Life guards  
(1) This requirement applies to units fitted with a driving cab.  
(2) The wheels shall be protected against damages caused by minor items on the 
rails by lifeguards in front of the wheels of the leading axle.  
(3) Life guards shall comply with the req uirements of the specification referenced 
in Appendix J -1, index [3] .”; 
(41) point 4.2.4.3 is replaced by the following : 
“4.2.4.3 Type of brake system  
(1) Units designed and assessed to be operated in general operation (various 
formations of vehicles from different origins; train formation not defined at EN 23  EN design stage) on other track gauge systems than the 1520 mm system shall be 
fitted with a brake system with a brake pipe compatible with the UIC brake 
system. To this end, the specification referenced in Ap pendix J -1, index [12] 
specifie s the principles to be applied.  
This requirement is set to ensure technical compatibility of the brake function 
between vehicles of various origins in a train.  
(2) There is no requirement on the type of brake system for units  (trainsets or 
vehicles) assessed in fixed or predefined formation.  
(3)  Requirements applicable to units with regards to their interface with ETCS on -
board and related to train interface function ‘brake pressure’ when ETCS is 
installed are defined in the specification referenced in Appendix J.2, index [B].  
(4)  Requirements applicable to units with regards to their interface with ETCS on -
board and related to train interface function ‘Special brake status Electro 
Pneumatic (EP) brake’ when ETCS is installed  are defined in the specification 
referenced in Appendix J.2, index [B]. ”; 
(42) point 4.2.4.4.1 (3) is replaced by the following : 
“(3)  Requirements applicable to units with regards to their interface with ETCS on -
board and related to train interface function ‘ emergency brake command’ when 
ETCS is installed are defined in the specification referenced in Appendix J.2, 
index [B]. ”; 
(43) in Point  4.2.4.4.2 the following point (5)  is added:  
“(5)  Requirements applicable to units with regards to their interface with ETCS on-
board and related to train interface function ‘service brake command’ when 
ETCS is installed are defined in the specification referenced in Appendix J.2, 
index [B] .”; 
(44) in point 4.2.4.4.4 the following points (4) and (5)  are added after the note in point 
(3): 
“(4) Requirements applicable to units with regards to their interface with ETCS on -
board and related to train interface function ‘Special brake inhibition area – 
Trackside orders: regenerative brake’ when ETCS is installed are defined in 
the specifica tion referenced in Appendix J.2, index [B]. The subsequent 
commands of regenerative brake inhibition by the unit can be automatic or 
manual through intervention of the driver. The rolling stock configuration on 
automatic or manual command shall be recorded  in the technical 
documentation described in point  4.2.12.2 .  
(5)  Requirements applicable to units with regards to their interface with ETCS on -
board and related to train interface function ‘Special brake inhibit – STM 
Orders: regenerative brake’ when ETC S is installed are defined in the 
specification referenced in Appendix J.2, index [B]. The subsequent commands 
of regenerative brake inhibition by the unit can be automatic or manual through 
intervention of the driver. The rolling stock configuration on au tomatic or 
manual command shall be recorded in the technical documentation described 
in point  4.2.12.2 .” ; 
(45) in point  4.2.4.5 .1, points (1) and (2) are replaced by the following : EN 24  EN “(1) The unit (trainset or vehicle) braking performance (deceleration = F(speed  ) 
and equivalent response time) shall be determined by calculation as defined in 
the specification referenced in Appendix J -1, either index [13] or index [14], 
considering a level track.  
Each calculation shall be performed for wheel diameters correspondin g to new, 
half-worn and worn wheels, and shall include the calculation of the required 
wheel/rail adhesion level (see point  4.2.4.6.1 ).  
(2) The friction coefficients used by friction brake equipment and considered in 
the calculation shall be justified (se e the specification referenced in Appendix 
J-1, index [13]). ”; 
(46) point 4.2.4.5.2 is replaced as follows:  
“4.2.4.5.2. Emergency braking  
Response time:  
(1) For units assessed in fixed formation(s) or predefined formation(s), the 
equivalent response time and the delay time evaluated on the total emergency 
braking force developed in case of the emergency brake command shall be 
lower than the following values:  
(i) Equivalent response time:  
– 3 seconds for units of maximum design speed higher or equal to 
250 km/h  
– 5 sec onds for other units  
(ii) Delay time: 2 seconds  
Note: ‘Equivalent response time ’ and ‘Delay time ’ are evaluated based on the 
total brake force, or based on pressure in brake cylinders in case of pneumatic 
brake system , according to the definition of the specifi cation referenced in 
Appendix J -1, index [13].  
(2) For units designed and assessed for general operation, the response time shall 
be as specified for the UIC brake system (see also point  4.2.4.3: the brake 
system shall be compatible with the UIC brake syst em). 
Calculation of the deceleration:  
(3) For all units, the emergency braking performance calculation shall be 
performed in accordance with the specification referenced in Appendix J -1, 
either index [13] or index [14]; the deceleration profile and stoppin g distances 
at the following initial speeds (if lower than the maximum design speed of the 
unit) shall be determined: 30 km/h; 100 km/h; 120 km/h; 140 km/h; 160 km/h; 
200 km/h; 230 km/h; 300 km/h; maximum design speed of the unit.  
(4) For units designed an d assessed for general operation, the brake weight 
percentage (lambda) shall also be determined.  
The specification referenced in Appendix J -1, index [65], specifies how other 
parameters (brake weight percentage (lambda), braked mass) can be derived 
from th e calculation of the deceleration or from the stopping distance of the 
unit. EN 25  EN (5)  The emergency braking performance calculation shall be performed with a 
brake system in two different modes, and considering degraded conditions:  
(i) Normal mode : no failure in t he brake system and nominal value of the 
friction coefficients (corresponding to dry conditions) used by friction 
brake equipment. This calculation provides the braking performance 
normal mode.  
(ii) Degraded mode : corresponding to the failures of brake systems 
considered in point  4.2.4.2.2 , hazard no. 3, and nominal value of the 
friction coefficients used by friction brake equipment. The degraded 
mode shall consider possible single failures;for this purpose, the 
emergency braking performance shall be determined  for the case of 
single point(s) failure(s) leading to the longest stopping distance, and the 
associated single failure shall be clearly identified (component involved 
and failure mode, failure rate if available).  
(iii) Degraded conditions : in addition, the emer gency braking performance 
calculation shall be performed with reduced values of the friction 
coefficient, with consideration of limit environmental (external 
influence) values for temperature and humidity (see the specification 
referenced in Appendix J -1, index [67] or index [68]).  
Note: these different modes and conditions have to be considered particularly 
when advanced Control Command and Signalling systems (such as ETCS) are 
implemented, aiming at optimising the railway system.  
(6) The emergency braking  performance calculation shall be performed for the 
three following load conditions:  
(i) Minimum load: ‘design mass in working order’ (as described in 
point  4.2.2.10 ) . 
(ii) Normal load: ‘design mass under normal payload’ (as described in 
point  4.2.2.10 )  
(iii) Maximum b raking load: load condition lower or equal to ‘design mass 
under exceptional payload’ (as described in point  4.2.2.10 ) . 
(iv) In case this load condition is lower than ‘design mass under exceptional 
payload’, it shall be justified and documented in the general 
documentation described in point  4.2.12.2 .  
(7) Tests shall be performed to validate the emergency braking calculation, 
according to the conformity assessment procedure specified in point  6.2.3.8 .  
(8) For each load condition, the lowest result (i.e. leading to longest stopping 
distance) of the ‘emergency braking performance in normal mode’ calculations 
at the design maximum speed (revised according to the results of tests required 
above) shall be record ed in the technical documentation defined in point  
4.2.12.2 .  
(9) Additionally, for units assessed in fixed or predefined formation of design 
maximum speed higher than or equal to 250 km/h, the stopping distance in 
case of ‘emergency braking performance in  normal mode’ shall not exceed the 
following values for the load condition ‘normal load’:  
(i) 5360 m from the speed of 350 km/h (if ≤ design maximum speed).  EN 26  EN (ii) 3650 m from the speed 300 km/h (if ≤ design maximum speed).  
(iii) 2430 m from the speed 250 km/h.  
(iv) 1500 m from  the speed 200 km/h. ”; 
(47) in point 4.2.4.5.3 points (1) and (2) are replaced by the following : 
“(1) For all units, the maximum service braking performance calculation shall be 
performed in accordance with the specification referenced in Appendix J -1, 
either i ndex [13] or index [14] with a brake system in normal mode, with 
nominal value of the friction coefficients used by friction brake equipment for 
the load condition ‘design mass under normal payload’ at the design maximum 
speed.  
(2) Tests shall be performed  to validate the maximum service braking calculation, 
according to the conformity assessment procedure specified in point  6.2.3.9 
.”.”; 
(48) in point  4.2.4.5.5. (3) “index 29” is replaced by “index  [13]”; 
(49) point 4.2.4.6.1. is replaced by the following : 
“4.2.4.6. 1 Limit of wheel rail adhesion profile  
(1) The braking system of a unit shall be designed so that emergency brake 
performance (dynamic brake included if it contributes to the performance) and 
the service brake performance (without dynamic brake) do not assume a 
calculated wheel/rail adhesion for each wheelset in the speed range > 30 km/h 
and < 250 km/h higher than 0,15 with the following exceptions:  
(i) for units assessed in fixed or predefined formation(s) having 7 axles or 
less, the calculated wheel/rail adhesion  shall not be higher than 0,13,  
(ii) for units assessed in fixed or predefined formation(s) having 20 axles or 
more the calculated wheel/rail adhesion for the load case ‘minimum 
load’ is permitted to be higher than 0,15, but shall not be higher than 
0,17.  
Note:  for the load case ‘normal load’, there is no exception; the limit value of 
0,15 applies.  
This minimum number of axles may be reduced to 16 axles if the test required 
in point  4.2.4.6.2  related to the efficiency of the WSP system is performed for 
the load  case ‘minimum load’, and provides positive result.  
In the speed range > 250 km/h and < = 350 km/h, the three limit values above 
shall decline linearly in order to be reduced by 0,05 at 350 km/h.  
(2) The above requirement shall also apply for a direct brak e command described 
in point  4.2.4.4.3 .  
(3) The design of a unit shall not assume wheel/rail adhesion higher than 0,12 
when calculating the parking brake performance.  
(4) These limits of wheel rail adhesion shall be verified by calculation with the 
smalle st wheel diameter, and with the 3 load conditions considered in point  
4.2.4.5.2 . ”.; 
(50) point 4.2.4.6.2 is replaced by the following : EN 27  EN “4.2.4.6.2.   Wheel slide protection system  
(1) A wheel slide protection system (WSP) is a system designed to make the best 
use of available adhesion by a controlled reduction and restoration of the brake 
force to prevent wheelsets from locking and uncontrolled sliding, thereby 
minimising the extension of stopping distances and possible wheel damage.  
Requirements on the presence  and use of a WSP system on the unit:  
(2) Units designed for maximum service speed higher than 150 km/h shall be 
fitted with a wheel slide protection system.  
(3) Units equipped with brake blocks on wheel running surface with a brake 
performance which assum es in the speed range > 30 km/h a calculated 
wheel/rail adhesion higher than 0.12 shall be fitted with a wheel slide 
protection system.  
Units not equipped with brake blocks on wheel running surface with a brake 
performance which assumes in the speed range > 30 km/h a calculated 
wheel/rail adhesion higher than 0. 11 shall be fitted with a wheel slide 
protection system.  
(4) The requirement on the wheel slide protection system above shall apply to the 
two brake modes: emergency brake and service brake.  
It shal l also apply to the dynamic brake system, which is part of the service 
brake, and can be part of the emergency brake (see point  4.2.4.7 ).  
Requirements on the WSP system performance:  
(5) For units equipped with a dynamic braking system, a WSP system (if pr esent 
according to the point above) shall control the dynamic brake force; when this 
WSP system is not available, the dynamic brake force shall be inhibited, or 
limited in order not to lead a wheel/rail adhesion demand higher than 0.15.  
(6) The wheel slide  protection system shall be designed according to the 
specification referenced in Appendix J -1, index [15]; the conformity 
assessment procedure is specified in point  6.1.3.2 .  
(7) Requirements on performance at unit level:  
If a unit is equipped with a WSP,  a test shall be done to verify the efficiency of 
the WSP system (maximum extension of the stopping distance compared to 
stopping distance on dry rail) when integrated in the unit; the conformity 
assessment procedure is specified in point  6.2.3.10 .  
The relevant components of the wheel slide protection system shall be 
considered in the safety analysis of the emergency brake function required in 
point  4.2.4.2.2 .  
(8) Wheel rotation monitoring system (WRM):  
Units of design maximum speed higher or equal to 250 km/h shall be equipped 
with a wheel rotation monitoring system to advise the driver that an axle has 
seized; the wheel rotation monitoring system shall be designed according to the 
specification referenced in Appendix J -1, index [15]. ”; 
(51) point 4.2.4. 7 is replaced by the following : 
“4.2.4.7 Dynamic brake — Braking system linked to traction system  EN 28  EN Where the braking performance of the dynamic brake or of braking system linked to 
the traction system is included in the performance of the emergency braking in 
normal mode defined in point  4.2.4.5.2 , the dynamic brake or the braking system 
linked to traction:  
(1) must be commanded by the main brake system control line (see point  4.2.4.2.1  
). 
(2) must be subject to a safety analysis covering the hazard ‘after  activation of an 
emergency command, complete loss of the dynamic brake force’.  
This safety analysis shall be considered in the safety analysis required by the safety 
requirement N° 3 set out in point  4.2.4.2.2  for the emergency brake function.  
For electr ic units, in case the presence on -board the unit of the voltage delivered by 
the external power supply is a condition for the dynamic brake application, the safety 
analysis shall cover failures leading to absence on -board the unit of that voltage.  
In case the hazard above is not controlled at the level of the rolling stock (failure of 
the external power supply system), the braking performance of the dynamic brake or 
of braking system linked to the traction system shall not be included in the 
performance of the emergency braking in normal mode defined in point  4.2.4.5.2 .” ; 
(52) point  4.2.4.8.1. is replaced by the following : 
“4.2.4.8.1. General  
(1) Brake systems able to develop a brake force applied on the rail, independent of 
the wheel/rail adhesion condition, a re a means of providing additional braking 
performance when the requested performance is higher than the performance 
corresponding to the limit of the available wheel rail adhesion (see point  
4.2.4.6 ).  
(2) It is permissible to include the contribution of brakes independent of wheel/rail 
adhesion in the braking performance in normal mode defined in point  4.2.4.5  
for the emergency brake; in such a case, the brake system independent of 
adhesion condition:  
(3) Shall be commanded by the main brake system contr ol line (see point  4.2.4.2.1 
). 
(4) Shall be subject of a safety analysis covering the hazard ‘after activation of an 
emergency command, complete loss of the brake force independent of the 
wheel/rail adhesion’.  
This safety analysis shall be considered in t he safety analysis required by the 
safety requirement No 3 set out in point  4.2.4.2.2  for the emergency brake 
function .”; 
(53) point 4.2.4.8.2 is replaced by the following : 
“4.2.4.8.2.   Magnetic track brake  
(1) Requirements on magnetic brakes specified for co mpatibility with train 
detection system based on axle counters are referenced in point 4.2.3.3.1.2(10) 
. 
(2) A magnetic track brake is allowed to be used as an emergency brake, as 
mentioned in the TSI INF, point  4.2.6.2.2.  EN 29  EN (3) The geometrical characteristi cs of the end elements of the magnet in contact 
with the rail shall be as specified for one of the types described in the 
specification referenced in Appendix J -1, index [16]. It is permissible to use 
geometries of end elements of the magnet that are not l isted in Appendix J -1, 
index [16] provided that the compatibility with switches and crossings is 
demonstrated in accordance with the procedure referred to in Appendix K .  
(4) Magnetic track brake shall not be used at speed higher than 280 km/h.  
(5) The braking performance of the unit specified in point s 4.2.4.5.2  shall be 
determined with and without the use of magnetic track brakes.  
(6)  Requirements applicable to units with regards to their interface with ETCS on -
board and related to train interfac e function ‘Special brake inhibition area – 
Trackside orders: magnetic track brake’ when ETCS is installed are defined in 
the specification referenced in Appendix J.2, index [B]. The subsequent 
commands of inhibition of magnetic track brake by the unit can  be automatic 
or manual through intervention of the driver. The rolling stock configuration 
on automatic or manual command shall be recorded in the technical 
documentation described in point  4.2.12.2 .  
(7)  Requirements applicable to units with regards to their interface with ETCS on -
board and related to train interface function ‘Special brake inhibit – STM 
Orders: magnetic track brake’ when ETCS is installed are defined in the 
specification referenced in Appendix J.2, index [B]. The subsequent commands 
of inhibition of magnetic track brake by the unit can be automatic or manual 
through intervention of the driver. The rolling stock configuration on automatic 
or manual command shall be recorded in the technical documentation 
described in point  4.2.12.2 . ”; 
(54) point 4.2.4.8.3. is replaced by the following : 
“4.2.4.8. 3 Eddy current track brake  
(1) This point  covers only eddy current track brake developing a brake force 
between the unit and the rail.  
(2) Requirements on eddy current track brakes specified for compatibility with 
train detection system based on axle counters, track circuits, wheel detectors 
and vehicle detectors based on inductive loops are referenced in point 
4.2.3.3.1.2(10) .  
(3) If the eddy current track brake requires a displacement of its ma gnets when the 
brake is applied, the unobstructed movement of such magnets between the 
‘brake released’ and ‘brake applied’ positions shall be demonstrated by 
calculation in accordance with the specification referenced in Appendix J -1, 
index [7].  
(4) The m aximum distance between the eddy current track brake and the track 
corresponding to ‘brake released’ position will be recorded in the technical 
documentation described in point  4.2.12 .  
(5) The eddy current track brake shall not operate below a fixed speed  threshold.  
(6) The conditions for use of eddy current track brake for technical compatibility 
with the track are not harmonised (regarding in particular their effect on rail 
heating and vertical force) and are an open point.  EN 30  EN (7)  The Register of Infrastru cture indicates per track section if their use is allowed, 
and provides in such case their conditions for use.  
(i) The maximum distance between the eddy current track brake and the 
track corresponding to ‘brake released’ referred to in point (4) above,  
(ii) Fixed s peed threshold referred to in point (5) above,  
(iii) Vertical force as a function of the train speed, for the case of full 
application of eddy current track brake (emergency braking) and limited 
application of eddy current brake (service braking),  
(iv) Braking force as a function of the train speed, for the case of full 
application of eddy current track brake (emergency braking) and limited 
application of eddy current brake (service braking).  
(8) The braking performance of the unit specified in point s 4.2.4.5.2 and 4. 2.4.5.3  
shall be determined with and without the use of eddy current track brakes.  
(9) Requirements applicable to units with regards to their interface with ETCS on -
board and related to train interface function ‘Special brake inhibition area – 
Trackside o rders: Eddy current track brake’ when ETCS is installed are 
defined in the specification referenced in Appendix J.2, index [B]. The 
subsequent commands of inhibition of eddy current track brake by the unit can 
be automatic or manual through intervention of  the driver. The rolling stock 
configuration on automatic or manual command shall be recorded in the 
technical documentation described in point  4.2.12.2 .  
(10) Requirements applicable to units with regards to their interface with ETCS on -
board and related to train interface function ‘Special brake inhibit – STM 
Orders: eddy current track brake’ when ETCS is installed are defined in the 
specification referenced in Appendix J.2, index [B]. The subsequent commands 
of inhibition of eddy current track brake by t he unit can be automatic or 
manual through intervention of the driver. The rolling stock configuration on 
automatic or manual command shall be recorded in the technical 
documentation described in point  4.2.12.2 .”; 
(55) point 4.2.4.9 is amended as follows : 
(a) point (1) is replaced by the following : 
“(1)  Information available to train staff shall allow the identification of the status of 
the brake system. To that end, it shall be possible at certain phases during 
operation for the train staff to identify the status  (applied or released or 
isolated) of the main (emergency and service) and parking brake systems, and 
the status of each part (including one or several actuators) of these systems that 
can be controlled and/or isolated independently.” ; 
(b) point (6) is replaced by the following:  
“(6) The function providing the information described above to the train staff is a 
function essential to safety, as it is used for the train staff to evaluate the 
braking performance of the train.  
Where local infor mation is provided by indicators, the use of harmonised 
indicators ensures the required safety level.  EN 31  EN Where a centralised control system allowing the train staff to perform all 
checks from one location (i.e. inside the drivers cab) is provided, it shall be  
subject to a reliability study, considering the failure mode of components, 
redundancies, periodic checks and other provisions; based on this study, 
operating conditions of the centralised control system shall be defined and 
provided in the operating docu mentation described in point  4.2.12.4 . ”; 
(56) in point  4.2.4.10, points (4) and ( 5) are replaced by the following : 
“(4)  The braking performance developed by the rescued train in this particular 
operating mode shall be evaluated by a calculation, but is not re quired to be the 
same as the braking performance described in point  4.2.4.5.2 . The calculated 
braking performance and rescue operating conditions shall be part of the 
technical documentation described in point  4.2.12 .  
(5)  The requirement in 4.2.4.10 (4)   does not apply to units which are operated in a 
train formation of less than 200  tons (load condition ‘design mass in working 
order’).” ; 
(57) point 4.2.5.1 is replaced by the following : 
“4.2.5.1 Sanitary systems  
(1)  The materials used for the on -board storage and distribution of water to 
sanitary systems (e.g. tank, pump, piping, water tap and sealing material and 
quality) shall comply with the requirements applicable to water intended  for 
human consumption  in accorda nce with Directive (EU) 2020/2184  of the 
European Parliament and of the Council *. 
(2)  Sanitary systems (toilets, washrooms, bar/restaurant facilities) shall prevent the 
release of sewage that may be detrimental to the health of people or to the 
environmen t. Released materials (i.e. treated water) shall be conformant to the 
following Directives (water with soap directly released from sink excluded):  
(i) The bacterial content of sewage discharged from sanitary systems shall 
not at any time exceed the bacterial c ontent value for Intestinal 
enterococci and Escherichia coli  bacteria specified as ‘good’ for Inland 
waters in Directive 2006/7/EC of the European Parliament and of the 
Council ** concerning the management of bathing water quality.  
(ii) The treatment processes s hall not introduce substances that are identified 
in Annex I of Directive 2006/11/EC of the European Parliament and of 
the Council *** on pollution caused by certain dangerous substances 
discharged into the aquatic environment of the Union.  
(3) To limit the  dispersion of released liquid on the trackside, discharge from any 
source shall take place downwards only, under the body frame of the vehicle in 
a distance not greater than 0,7 metres from the longitudinal centre line of the 
vehicle.  
(4)  The following s hall be provided in the technical documentation described in 
point  4.2.12 :  
(i) The presence and type of toilets in a unit,  
(ii) The characteristics of the flushing medium, if it is not clean water,  EN 32  EN (iii) The nature of the treatment system for released water and the stan dards 
against which conformity has been assessed.  
_________  
* Directive (EU) 2020/2184 of the European Parliament and of the Council of 16 
December 2020 on the quality of water intended for human consumption (OJ L 435, 
23.12.2020, p. 1 ). 
** Directive 2006/7/EC of the European Parliament and of the Council of 15 
February 2006 concerning the management of bathing water quality and repealing 
Directive 76/160/EEC (OJ L 64, 4.3.2006, p. 37).  
*** 32006L0011: Directive 2006/11/EC of the European Parliament an d of the 
Council of 15 February 2006 on pollution caused by certain dangerous substances 
discharged into the aquatic environment of the Community (OJ L 64, 4.3.2006, p. 
52).”; 
(58) point 4.2.5.2 (5) is replaced by the following : 
“(5)  Provisions for passengers to contact train crew are prescribed in point  4.2.5.3 
(passenger alarm) and in point  4.2.5.4  (communication devices for 
passengers).” ; 
(59) in point  4.2.5.3.2. point (4a) is inserted  as follows:  
“(4a)  In case of multiple activations, the driver’s acknowledgement of the passenger 
alarm for the first activated passenger alarm device shall initiate the automatic 
acknowledgement for all further activated devices, until all activated devices 
have been reset. ”; 
(60) point  4.2.5.4.  is amended as follows:   
(a) point  (3) is replaced by the following : 
“(3)  The requirements to the location of the ‘communication device’ are the ones 
applicable for the passenger alarm as defined in point  4.2.5.3 . ”; 
(b) point (7) is added as follows:  
“(7)  The existence or not of co mmunication devices shall be recorded in the 
technical documentation described in point  4.2.12.2 .” ; 
(61) in point  4.2.5.5.3, points (4) and (5) are replaced by  the following : 
“(4)  The doors shall be kept closed and locked until they are released in accordance  
with point  4.2.5.5.6 . In the event of loss of power to the door controls, the 
doors shall be kept locked by the locking mechanism.  
Note:  see point  4.2.2.3.2 of TSI PRM for alert signal when closing a door.  
Door obstacle detection:  
(5) External passenger access doors shall incorporate devices that detect if they 
close on an obstacle (e.g. a passenger). Where an obstacle is detected the doors 
shall automatically stop, and remain free for a limited period of time or reopen. 
The sensitivity of the system shal l be such as to detect an obstacle according to 
the specification referenced in Appendix J -1, index [17], with a maximum 
force on the obstacle according to the specification referenced in Appendix J -1, 
index [17].3. ”; EN 33  EN (62) in point  4.2.5.5.6, point (2) is repla ced by the following : 
“(2)  Requirements applicable to units with regards to their interface with ETCS on -
board and related to the train interface function ‘Station platform’, when ETCS 
is installed, are defined in the specification referenced in Appendix J.2, index 
[B].” ; 
(63) in point  4.2.5.5.9.(6) “index 33” is replaced by “index [17]” ; 
(64) in point 4.2.5.8. (2), “clause 6.2.3.12” is replaced by “point 6.2.3.12 ” and “clause 
4.2.10.4.2” is replaced by “point 4.2.10.4.2  .”;  
(65) in point  4.2.6.1.1 (1), “index 34” is replaced by “index[18]” ; 
(66) in point  4.2.6.1.2 (1), “index 35” is replaced by “index[18]” ; 
(67) in point 4.2.6.1.2 (3), in the fourth indent , “clause 4.2.6.1.1.” is replaced by “point 
4.2.6.1.1. . ”; 
(68) in point  4.2.6.1.2.(4) , the first two paragraphs of the first indent are replaced by the 
following : 
“ —  Obstacle deflector as defined in point  4.2.2.5 : additionally, capability to 
remove snow in front of the train.  
Snow shall be considered as an obstacle to be removed by the o bstacle 
deflector; the following requirements are defined in point  4.2.2.5  (by reference 
to the specification referenced in Appendix J -1, index [3]) :”; 
(69) point  4.2.6.2. , point  (1) is replaced by the following : 
“(1)  The requirements in this point  apply to all rolling stock. For rolling stock 
operated on the 1520 mm and 1600 mm track gauge systems, in case of a 
maximum speed higher than the limits specified in point s 4.2.6.2.1 to 4.2.6.2.5 
, the procedure for innovative solution shall apply.” ; 
(70) in point 4.2.6.2.1., point (1), the introductory wording of point (2) and point (3) are 
replaced by the following : 
“(1)  Units of maximum design speed v tr, max  > 160 km/h, running in the open air at a 
reference speed v tr, ref shall not cause the air speed to e xceed, at each 
measurement point defined in the specification referenced in Appendix J -1 
index [49], the value u95  %,max as indicated in that specification.  
(2)  For units intended to be operated on the networks with track gauges of 1524 
mm and 1668 mm, th e corresponding values in Table 4 below referring to the 
parameters of the specification referenced in Appendix J -1, index [49] shall be 
applied: ”  
“(3)  The specification referenced in Appendix J -1, index [49] specifies:  
(i) the reference train to be tested f or fixed/predefined formations and units 
assessed for use in general operation ; 
(ii) the formation to be tested for single units fitted with a driver cab.” ; 
(71) in point  4.2.6.2.2., point (2) and the introductory wording of  point (3) are replaced by 
the following : 
“(2)  Units with a maximum design speed higher than 160 km/h running in the open 
air at their reference speed Vtr,ref on 1435 mm track gauge shall not cause the EN 34  EN maximum peak -to-peak pressure to exceed the maximum permissible pressure 
change defined in specification referenced in Appendix J -1, index [49] 
assessed over the measurement positions defined in the same specific ation.  
(3)  For units intended to be operated on the networks with track gauges of 1524 
mm and 1668 mm, the corresponding values in Table 4a below referring to the 
parameters of the specification referenced in Appendix J -1, index [49] shall be 
applied:” ; 
(72) point 4.2.6.2.3. is replaced by the following:  
“4.2.6.2.3. Maximum pressure variations in tunnels  
(1)  Units of maximum design speed higher than or equal to 200 km/h shall be 
aerodynamically designed so that for a given combination (reference case) of 
train speed and tunnel cross section in case of a solo run in a simple, non -
inclined tube -like tunnel (without any shafts etc.) the requirements for the 
characteristic pressure variation shall be met as defined in Appendix J -1, index 
[50].  
(2)  The reference t rain to be verified by a test is specified as follows  for different 
types of rolling stock:                             
(i) unit assessed in fixed or predefined formation: assessment shall be made 
according to the specification referenced to in Appendix J-1, Index [50] ;   
(ii) unit assessed for general operation (train formation not defined at design 
stage) and fitted with a driver's cab: assessment shall be made according to the 
specification referenced to in Appendix J -1, Index [50] ;  
(iii) other units (coaches for general operation): assessment shall be made 
according to the specification referenced to in Appendix J -1, Index [50] ; 
(3) The conformity assessment procedure is described in point 6.2.3.15 . ”; 
(73) point 4.2.6.2.4. is replaced by the following : 
“4.2.6.2.4. Cross wind  
(1)  This requirement applies to units of maximum design speed higher than 140 
km/h.  
(2)  For units of maximum design speed lower than 250 km/h the characteristic 
wind curve (CWC) of the most sensitive vehicle shall be determined in 
accordance with the specification referenced in Appendix J -1, index [19].  
(3)  For units of maximum design speed equal or higher than 250 km/h the 
crosswind effect shall be determined and complying with the specification 
referenced in Appendix J -1, index [19 ]. 
(4) The resulting characteristic wind curve of the most sensitive vehicle of the unit 
under assessment shall be recorded in the technical documentation as per point  
4.2.12 .” ; 
(74) in point  4.2.7.1.1., points (4), (5) and (6) are replaced by the following : 
“(4)  The colour of head lamps shall be in accordance with the values specified in 
the specification referenced in Appendix J -1, index [20].  
(5)  Headlamps shall provide 2 luminous intensity levels: ‘dimmed headlamp’ and 
‘full-beam headlamp’.  EN 35  EN For each leve l, the luminous intensity of headlamps measured along the optical 
axis of the head lamp shall be in accordance with the values specified in the 
specification referenced in Appendix J -1, index [20].  
(6)  The installation of head lamps on the unit shall prov ide a means of alignment 
adjustment of their optical axis when installed on the unit according to the 
specification referenced in Appendix J -1, index [20].” ; 
(75) point  4.2.7.1.2. is amended as follows:  
(a) point (6) is replaced by the following :  
“(6) The spe cification referenced in Appendix J -1, index [20] specifies the 
characteristics of:  
(a) the colour of marker lamps ; 
(b)  the spectral radiation distribution of light from the marker lamps ; 
(c) the luminous intensity of marker lamps .” 
(b) point (7) is replaced as follows:  
“(7) The installation of marker lamps on the unit shall provide a means of 
alignment adjustment of their optical axis when installed on the unit according 
to the specification referenced in Appendix J -1, index [20] .”; 
(c) point  (8) is deleted ; 
(76) in point  4.2.7.1.3., point (4) is replaced by the following : 
“(4)  The specification referenced in Appendix J -1, index [20] specifies the 
characteristics of:  
(a)  the colour of tail lamps ; 
(b)  the luminous intensity of tail lamps.” ; 
(77) point 4.2.7.1.4. is replaced by the following : 
“4.2.7.1.4 Lamp controls  
(1) This point  applies to units fitted with a driver's cab.  
(2) It shall be possible for the driver to control:  
(i) the head, marker lamps of the unit from the normal driving position;  
(ii) the tail lamp s of the unit from the cab.  
This control may use independent command or combination of commands.  
(3) On units intended to operate on one or more of the networks listed in point  
7.3.2.8.a , it shall be possible for the driver to use the head lamps in automatic 
flashing/blinking mode and to inhibit the function. The characteristics of the 
flashing/blinking mode shall not be a condition for accessing a network.  
(4)  The fitment of the controls to activate and to inhibit the flashing/blinking mode 
of head lamps shall be recorded in the technical documentation defined in point  
4.2.12.2 .”; 
(78) in point  4.2.7.2.1. , point  (4), “point  4.2.7.2.2.” is replaced by “ point  4.2.7.2.2. ”.  
(79) point 4.2.7.2.2. is replaced by the following : EN 36  EN “4.2.7.2.2. Warning horn sound pressure levels  
(1) The C weighted sound pressure level produced by each horn sounded 
separately (or in a group if designed to sound simultaneously as a chord) when 
integrated on the unit shall be as defined in the specification referenced in 
Appendix J -1, index [21].  
(2) The conformity assessment procedure is specified in point  6.2.3.17 . ”; 
(80) point 4.2.8.1.2. is replaced by the following : 
“4.2.8.1.2. Requirements on performance  
(1)  This point  applies to units fitted with traction equipment.  
(2) Unit traction force profiles (force at wheel rim =F(speed)) shall be determined 
by calculation; the unit running resistance shall be determined by a calculation 
for the load case ‘design mass und er normal payload’, as defined in point  
4.2.2.10 .  
(3) Unit traction force profiles and running resistance shall be recorded in the 
technical documentation (see point  4.2.12.2 ).  
(4) The design maximum speed shall be defined from the data above for the loa d 
case ‘design mass under normal payload’ on a level track; design maximum 
speed higher than 60 km/h shall be a multiple of 5 km/h.  
(5) For units assessed in fixed or predefined formation, at the maximum service 
speed and on a level track, the unit shall s till be capable of an acceleration of at 
least 0,05  m/s2 for the load case ‘design mass under normal payload’. This 
requirement may be verified by calculation or by testing (acceleration 
measurement) and applies for maximum design speed up to 350 km/h.  
(6) Requirements regarding the traction cut -off required in case of braking are 
defined in the point  4.2.4 .  
(7) Requirements regarding availability of the traction function in case of fire on 
board are defined in the point  4.2.10.4.4 .  
(8)  Requirements appl icable to units with regards to their interface with ETCS on -
board and related to the train interface function ‘traction cut off’ when ETCS is 
installed are defined in the specification referenced in Appendix J.2, index [B].  
Additional requirement for unit s assessed in fixed or predefined formation of 
maximum design speed higher than or equal to 250 km/h:  
(9) The mean acceleration on a level track, for the load case ‘design mass under 
normal payload’, shall be of at least of:  
(i) 0,40 m/s2 from 0 to 40 km/h  
(ii) 0,32 m/s2 from 0 to 120 km/h  
(iii) 0,17 m/s2 from 0 to 160 km/h.  
This requirement may be verified by calculation only or by testing 
(acceleration measurement) combined with calculation.  
(10)  The design of the traction system shall assume a calculated wheel/rail adhesion 
not higher than:  
(i) 0,30 at start up and very low speed  EN 37  EN (ii) 0,275 at 100 km/h  
(iii) 0,19 at 200 km/h  
(iv) 0,10 at 300 km/h.  
(11) A single failure of power equipment affecting the traction capability shall not 
deprive the unit of more than 50 % of its traction force .”; 
(81) in point  4.2.8.2.2. , point (1) is replaced by the following : 
“(1)  Electric units shall be able to operate within the range of at least one of the 
systems ‘voltage and frequency’ defined in TSI E NE, point  4.2.3 and in 
appendix J -1 index [69] . ”; 
(82) points 4.2.8.2.3. to 4.2.8.2.8.4. are replaced by the following : 
“4.2.8.2.3  Regenerative brake with energy to the overhead contact line  
(1) Electric units which return electrical energy to the overhead contact line in 
regenerative braking mode shall comply with the specification referenced in 
Appendix J -1, index [22].  
4.2.8.2.4  Maximum power and current from the overhead contact line  
(1) Electric units including fixed and predefined formations with power higher 
than 2 MW shall be equipped with power or current li mitation function.  For 
units intended to be used in multiple operation the requirement shall apply 
when the single train - with the maximum number of units intended to be 
coupled - has a total power higher than 2 MW.  
(2) Electric units shall be equipped wi th automatic regulation of the current as a 
function of voltage  to limit the current or power to the ‘maximum current or 
power against voltage’ specified in the specification referenced in Appendix J -
1, index [22].  
A less restrictive limitation (lower valu e of coefficient ‘a’) may be used at 
operati onal level on a particular network or line if agreed by the Infrastructure 
Manager.  
(3) The maximum current assessed here above (rated current) shall be recorded in 
the technical documentation defined in point  4.2.12.2 .  
(4)   Requirements applicable to units with regards to their interface with ETCS on -
board and related to the train interface function ‘change of allowed current 
consumption’ when ETCS is installed are defined in the specification 
referenced in App endix J.2, index [B]. When receiving the information on 
allowed current consumption:  
– If the unit is equipped with power or current limitation function, the 
device automatically adapts the level of the power consumption.  
– If the unit is not equipped with pow er or current limitation function, the 
“allowed current consumption” shall be displayed on -board for the 
intervention of the driver.  
The rolling stock configuration on automatic or manual command shall be 
recorded in the technical documentation described in point  4.2.12.2 .  
4.2.8.2.5  Maximum current at standstill  EN 38  EN (1) The maximum current per pantograph for AC and DC systems when a train is 
at standstill shall be as defined in the specification referenced in Appendix J -1, 
index [24].  
(2) For DC systems, the maximum current at standstill per pantograph shall be 
calculated and verified by measurement in accordance with point  6.1.3.7 .  For 
AC systems, the check for current at standstill is not necessary as the current is 
lower and not critical to causing heating of the contact wire.  
(3) For trains equipped with electric energy storage for traction purposes:  
(i) The maximum current per pantograph  at vehicle standstill in DC systems 
can be exceeded only for charging electric energy storage for traction, in 
allowed locations and under the specific conditions defined in the 
register of infrastructure.  Only in that case, it shall be possible for a uni t 
to enable the capacity to exceed the maximum current at standstill.  
(ii) The assessment method including the measurement conditions is an open 
point.  
(4) For DC systems, the measured value and measurement conditions regarding 
the material of the contact wire and, for trains equipped with electric energy 
storage for traction purposes, the documentation for the operation of electric 
energy storage shall be recorded in the technical documentation defined in 
point  4.2.12.2 .  
4.2.8.2.6  Power factor  
(1) The power fa ctor design data of the train (including multiple operation of 
several units as defined in point  2.2 ) shall be subject to a calculation to verify 
acceptance criteria set out in the specification referenced in Appendix J -1, 
index [22].  
4.2.8.2.7  Harmonics and dynamic effects for AC systems  
(1) An Electric unit shall comply with the requirements described in the 
specification referenced in Appendix J -1, index [2 2]. 
(2) All hypothesis and data considered shall be recorded in the technical 
documentation (see point 4.2.12.2 ).  
4.2.8.2.8  On-board energy measurement system  
4.2.8.2.8.1  General  
(1) The on -board energy measurement system (EMS) is the system for 
measurement of all active and reactive electric energy taken from or returned 
(during regenerative braking)  to the overhead contact line (OCL) by the 
electric unit.  
(2) The EMS shall include at least the following functions: Energy measurement 
function (EMF) as set out in point  4.2.8.2.8.2 and data handling system (DHS) 
as set out in point  4.2.8.2.8.3 .  
(3) A suitable communication system will send the compiled energy billing data 
sets (CEBD) to an on -ground data collecting system (DCS). The interface 
protocols and transferred data format between EMS and DCS shall fulfil the 
requirements set out in point 4.2.8.2 .8.4 .  EN 39  EN (4) The on -board energy measurement system is suitable for billing purposes; the 
data sets defined in point 4.2.8.2.8.3(4)  provided by this system shall be 
accepted for billing in all Member States.  
(5) The EMS rated current and voltage shall be ma tched to the electric unit rated 
current and voltage; it shall continue to function correctly when changing 
between several traction energy supply systems.  
(6) Data stored in the EMS shall be protected against loss of the power supply and 
the EMS shall be protected from non -authorised access.  
(7) An on -board location function providing location data originated from an 
external source to the DHS shall be provided in networks where such function 
is necessary for billing purposes. In any case, the EMS system s hall be able to 
accommodate a compatible location function. If the location function is 
provided, it shall fulfil the requirements set out in specification referenced in 
Appendix  J-1, index [55].  
(8) The fitment of an EMS, its on -board location function, t he description of on -
board to ground communication and the metrological control including the 
accuracy class of the EMF shall be recorded in the technical documentation 
described in point  4.2.12.2 .  
(9) The maintenance documentation described in point  4.2.12.3  shall include any 
periodic verification procedure to ensure the required accuracy level of the 
EMS during its lifetime.  
4.2.8.2.8.2  Energy measurement function (EMF)  
(1) The EMF shall ensure the measurement of the voltage and current, calculation 
of the energy and production of energy data.  
(2) The energy data produced by EMF shall have a time reference period of 5 
minutes defined by the Universal Time Coordinated (UTC) clock time at the 
end of each time reference period; originating from the time sta mp 00:00:00. It 
is permitted to use a shorter measuring period if the data can be aggregated on -
board into 5 minutes time reference period.  
(3) The accuracy of EMF for active energy measurement shall comply with the 
specification referenced in Appendix J -1, index [56].  
(4) Each device containing one or more functions of EMF shall indicate: 
metrological control, and its accuracy class, according to the class designations 
specified in the specification referenced in Appendix J -1, index [56].  
(5) The conformit y assessment of the accuracy is set out in point  6.2.3.19a .  
(6)  In cases where:  
(i) an EMS is intended to be installed on an existing vehicle, or  
(ii) an existing EMS (or parts of it) is upgraded,  
and where existing components of a vehicle are used as part of the  EMF, 
requirements (1) to (5) apply to current and voltage measurements considering 
the temperature influence factor at rated temperature only and may be verified 
only for the range of 20% to 120% of rated current. The technical 
documentation described in point  4.2.12.2  shall record:  EN 40  EN (i) the characteristic of the compliance of components of the on -board 
energy measurement system with this limited set of requirements, and  
(ii) the conditions for use of these components.  
4.2.8.2.8.3  Data handling system (DHS)  
(1) The DHS shall ensure the production of compiled energy billing data sets for 
energy billing purposes, by merging data from the EMF with time data and, 
when required, geographical position, and storing it ready to be sent to an on -
ground data collecting system  (DCS) by a communication system.  
(2) The DHS shall compile the data without corrupting them and shall incorporate 
data storage with a memory capacity sufficient to store the compiled data of at 
least 60 days continuous operation. The time reference used s hall be the same 
as in the EMF.  
(3) The DHS shall have a capability to be interrogated locally on -board for audit 
and data recovery purposes.  
(4)  The DHS shall produce compiled energy billing data sets, (CEBD), by merging 
the following data for each time reference period:  
(i) unique EMS consumption point identification (CPID) as defined in the 
specification referenced in Appendix J -1, index [57],  
(ii) end time of each period, defined as year, month, day, hour, minute and 
second,  
(iii) location data at the end of each per iod, 
(iv) consumed/regenerated active and reactive (if appropriate) energy in each 
period, in units of watt -hour (active energy) and var -hour (reactive 
energy) or their decimal -multiples.  
(5) The conformity assessment of compilation and handling of data produce d by 
DHS is set out in point  6.2.3.19a .  
4.2.8.2.8.4  Interface protocols and transferred data format between EMS and 
DCS  
The data exchange between EMS and DCS shall fulfil the requirements specified in 
the specification referenced in Appendix J -1, index [58] with regards to the following 
characteristics:  
(1) The application services (service layer) of the EMS,  
(2) The user access rights for these application services,  
(3) The structure (data layer) for these application services, which shall comply 
with t he defined XML schem a, 
(4) The message mechanism (message layer) for supporting these application 
services, which shall comply with the defined methods and the XML schem a, 
(5) The application protocols for supporting the message mechanism.  
(6) The EMS shal l use at least one of the defined communication architectures. ”; 
(83) in point  4.2.8.2.9.1.2. , point  (2) “index 46” is replaced by “index [23]. ”; 
(84) in point  4.2.8.2.9.2. , point (2) is replaced by the following : EN 41  EN “(2)  For electric units designed to be operated sol ely on the 1520 mm system, at 
least one of the pantograph(s) to be installed shall have a head geometry type 
compliant with one of the three specifications given in the point s 4.2.8.2.9.2.1, 
2 and 3 below.” ; 
(85) in point  4.2.8.2.9.2 , point (5) “index 47” is re placed by “index [24]” ; 
(86) in point  4.2.8.2.9.2.1 , point  (1) “index 48” is replaced by “index [24]” ; 
(87) in point  4.2.8.2.9.2.2 , point  (1) “index 49” is replaced by “index [24]” ; 
(88) point 4.2.8.2.9.3a is replaced by the following : 
“4.2.8.2.9.3a  Pantograph current capacity (IC level)  
(1) Pantographs shall be designed for the rated current (as defined in point  
4.2.8.2.4 ) to be transmitted to the Electric unit.  
(2) An analysis shall demonstrate that the pantograph is able to carry the rated 
current; this analysis sha ll include the verification of the requirements of the 
specification referenced in Appendix J -1, index [23].  
(3) Pantographs shall be designed for a current at standstill with a maximum as 
defined in point  4.2.8.2.5 .”; 
(89) in point  4.2.8.2.9.4.2. , point  (3) “ (see clause 6.1.3.8)” is replaced by “(see point  
6.1.3.8 ).” ; 
(90) points 4.2.8.2.9.6 to 4.2.8.2.10  are replaced by the following : 
“4.2.8.2.9.6 Pantograph contact force and dynamic behaviour  
(1) The mean contact force F m is the statistical mean value of the pan tograph 
contact force and is formed by the static and aerodynamic components of the 
contact force with dynamic correction.  
(2) The factors which influence the mean contact force are the pantograph itself, 
its position in the train consist, its vertical ext ension, and the rolling stock on 
which the pantograph is mounted.  
(3) Rolling stock and pantographs fitted on rolling stock shall be designed to exert 
a mean contact force F m on the contact wire in a range specified in point  4.2.11 
of the TSI ENE , in order  to ensure current collection quality without undue 
arcing and to limit wear and hazards to contact strips. Adjustment of the 
contact force is made when dynamic tests are performed.  
(3a)  Rolling stock and pantographs fitted on rolling stock shall not exce ed the limit 
values for uplift S 0 and either standard deviation  σmax or percentage of arcing 
as defined in point  4.2.12 of the TSI ENE.  
(4) The verification at interoperability constituent level shall validate the dynamic 
behaviour of the pantograph itself, and its capability to collect current from a 
TSI compliant overhead contact line; the conformity assessment procedure 
specified in point  6.1.3.7.  
(5) The verification at rolling stock subsystem level (integration in a particular 
vehicle) shall allow to adjust the contact force, taking into account 
aerodynamic effects due to the rolling stock and the position of the pantograph 
in the unit or train fixed or predefined formation(s); the conformity assessment 
procedure specified in point  6.2.3.20 .  EN 42  EN 4.2.8.2.9.7  Arrangement of pantographs (RST level)  
(1) It is permissible for more than one pantograph to be simultaneously in contact 
with the overhea d contact line equipment.  
(2) The number of pantographs and their spacing shall be designed taking into 
consideration the requirements of current collection performance, as defined in 
point  4.2.8.2.9.6 above.  
(3) Where the spacing of 2 consecutive pantogra phs in fixed or predefined 
formations of the assessed unit is less than the spacing shown in point  4.2.13 of 
the TSI ENE for the selected OCL design distance type, or where more than 2 
pantographs are simultaneously in contact with the overhead contact lin e 
equipment, it shall be demonstrated by testing that the dynamic behaviour as 
defined in point  4.2.8.2.9.6 above is met.  
(4) The distances between consecutive pantographs for which the rolling stock has 
been verified shall be recorded in the technical doc umentation (see point  
4.2.12.2 ).  
4.2.8.2.9.8  Running through phase or system separation sections (RST level)  
(1) Trains shall be designed to be able to move from one power supply system and 
from one phase section to an adjacent one (as described in point s 4.2.15 and 
4.2.16 of the TSI E NE) without bridging either system or phase separation 
sections.  
(2) Electric units designed for several power supply systems shall, when running 
through system separation sections, recognise automatically the voltage of the 
power supply system at the pantograph.  
(3) When running through phase or system separation sections, it shall be possible 
to bring the power exchange between the OCL and the unit to zero. The 
infrastructure register gives information on the permitted panto graphs position: 
lowered or raised (with permitted pantograph arrangements) when running 
through systems or phase separation sections.  
(4) Electric units of maximum design speed higher than or equal to 250 km/h shall 
be able to receive from the ground the information related to the location of the 
separation section, and the subsequent commands to the control of the 
pantograph and main circuit breaker shall be triggered automatically the unit, 
without intervention of the driver.  
(5) Requirements applicable to units with regards to their interface with ETCS on -
board and related to the train interface functions ‘Change of traction system, 
Powerless section with pantograph to be lowered – Trackside orders, 
Powerless section with main power switch to be switched  off – Trackside 
orders,’ when ETCS is installed are defined in the specification referenced in 
Appendix J.2, index [B], for units of maximum design speed lower than 250 
km/h, the subsequent commands are not required to be automatic. The rolling 
stock conf iguration on automatic or manual command shall be recorded in the 
technical documentation described in point  4.2.12.2 .  
(6) Requirements applicable to units with regards to their interface with ETCS on -
board and related to the train interface functions ‘Ma in Power Switch – STM 
orders’, ‘Pantograph – STM orders’ when ETCS is installed are defined in the 
specification referenced in Appendix J.2, index [B]. For units of maximum EN 43  EN design speed lower than 250 km/h, the subsequent commands are not required 
to be au tomatic. The rolling stock configuration on automatic or manual 
command shall be recorded in the technical documentation described in point  
4.2.12.2 .  
4.2.8.2.9.9  Insulation of pantograph from the vehicle (RST level)  
(1) The pantographs shall be assembled on an electric unit in a way that ensures 
the current path from collector head to vehicle equipment is insulated. The 
insulation shall be adequate for all system voltages the unit is designed for.  
4.2.8.2.9.10  Pantograph lowering (RST level)  
(1) Electric u nits shall be designed to lower the pantograph in a period (3 seconds) 
meeting the requirements of the specification referenced in Appendix J -1, 
index [23] and to the dynamic insulating distance according to the specification 
referenced in Appendix J -1, index [26] either by initiation by the driver or by a 
train control function (including CCS functions).  
(2) The pantograph shall lower to the stowed position in less than 10 seconds.  
When lowering the pantograph, the main circuit breaker shall previously be 
opened automatically.  
(3) If an electric unit is equipped with an automatic dropping device (ADD) that 
lowers the pantograph in case of a collector head failure, the ADD shall meet 
the requirements of the specification referenced in Appendix J -1, index [23 ]. 
(4) Electric units of maximum design speed higher than 160 km/h shall be 
equipped with an ADD.  
(5) Electric units that require more than one pantograph raised in operation and of 
maximum design speed higher than 120 km/h shall be equipped with an ADD.  
(6) Other electric units are permitted to be equipped with an ADD.  
4.2.8.2.10  Electrical protection of the train  
(1) Electric units shall be protected against internal short – circuits (from inside the 
unit).  
(2) The location of the main circuit breaker shall be such as to protect the on -board 
high voltage circuits, including any high voltage connections between vehicles. 
The pantograph, the main circuit breaker, and the high voltage connection 
between them shall be located on the same vehicle.  
(3) Electr ic units shall protect themselves against short overvoltages, temporary 
overvoltages and maximum fault current. To meet this requirement, electrical 
protection coordination design of the unit shall comply with the requirements 
defined in the specification referenced in Appendix J -1, index [22] .”; 
(91) point  4.2.8.3. is replaced by “ Intentionally blank ”;  
(92) in point  4.2.8.4. , point (1), “index 54” is replaced by “index [27] ”; 
(93) in point  4.2.9.1.4. , point  (5), “(see clause 4.2.9.1.5)” is replaced by “(see point  
4.2.9.1.5)” ; 
(94) in point  4.2.9.1.5, point (2) is replaced by the following : EN 44  EN “(2)  It shall be possible for the driver to adjust the seat position in order to meet the 
reference position of eyes for external visibility, as defined in point 4.2.9.1.3.1 
.”; 
(95) in point 4.2.9.1.6. the following points (5) and (6) are added:  
“(5)  Requirements applicable to units with regards to their interface with ETCS on -
board and related to the train interface function ‘direction controller’ when 
ETCS is installed are defined in the specification referenced in Appendix J.2, 
index [B].  
(6) Requirements applicable to units with regards to their interface with ETCS on -
board and related to the train interface function ‘cab status information’ when 
ETCS is installed are defined in the specification referenced in Appendix J.2, 
index [B].” ; 
(96) in point  4.2.9.1.7. , point  (2), “(as defined in the clause 4.2.9.1.3.)” is replaced by “(as 
defined in the point  4.2.9.1.3. ).” ; 
(97) point 4.2.9.2. is replaced by the following : 
“4.2.9.2. Windscreen  
4.2.9.2.1.  Mechanical characteristics  
(1) The dimension, location, shape and finishes (including those for maintenance 
purpose) of the windows shall not inhibit the drivers external view (as defined 
in point  4.2.9.1.3.1 ) and shall support the driving task . 
(2) The driver's cab windscreens shall be able to resist impacts from projectiles 
and spalling as specified in the specification referenced in Appendix J -1, index 
[28].  
4.2.9.2.2.  Optical characteristics  
(1) The driver's cab windscreens shall be of an op tical quality that does not alter 
the visibility of signs (shape and colour) in any operating condition (including 
as example when the windscreen is heated to prevent misting and frost).  
(2) The windscreen shall fulfil the requirements specified in the spe cification 
referenced in Appendix J -1, index [28] with regards to the following 
characteristics:  
(a) The angle between primary and secondary images in the installed 
position  
(b) Permissible optical distortions of vision  
(c) Haze  
(d) Light  transmittance  
(e) Chromaticity ”; 
(98) Point s from 4.2.9.3.6. to 4.2.9.6 are replaced by the following : 
“4.2.9.3.6. Radio Remote control function by staff for shunting operation  
(1) If a radio remote control function is provided for a staff member to control the 
unit during shunting operations,  it shall be designed to allow him to control the 
train movement safely, and to avoid any mistake when used.  EN 45  EN (2) It is assumed that the staff member using the remote control function can 
visually detect train movement when using the remote control device.  
(3) The design of the remote control function, including safety aspects, shall be 
assessed according to recognised standards.  
(4) Requirements applicable to units with regards to their interface with ETCS on -
board and related to the train interface functio n ‘remote shunting’ when ETCS 
is installed are defined in the specification referenced in Appendix J.2, index 
[B].  
4.2.9.3.7 Derailment detection and prevention signal processing  
(1) This point  is applicable to locomotives intended to process signals emitt ed by 
freight wagons, if provided with derailment prevention function ( DPF) or 
derailment detection function ( DDF ) as defined in point 4.2.3.5.3 of  the Annex 
to TSI WAG.  
(2)  These locomotives shall be equipped with means to receive a signal from the 
freig ht wagons forming a train which are equipped with the DPF and DDF 
informing of:  
(i) a precursor of a derailment, in case of the DPF in accordance with point 
4.2.3.5.3.2 of TSI WAG and  
(ii) a derailment, in case of the DDF in accordance with point 4.2.3.5.3.3 of 
the TSI WAG.  
(3) At the reception of the signal above, both visual and acoustic alarms shall 
indicate in the driver’s cab that the train is:  
(i) In risk of derailment, in case the alarm is sent by a DPF or  
(ii) Just derailed, in case the alarm is sent from a DDF.  
(4) A device in the driver’s cab shall allow the acknowledgment of the alarm 
above.  
(5) If the alarm is not acknowledged from the driver’s cab in 10 +/ -1 seconds, a 
full service brake or an emergency brake application shall be automatically 
applied.  
(6) It sha ll be possible to override the automatic brake application set out in point 
4.2.9.3.6 (5) above from the driver’s cab.  
(7) It shall be possible to deactivate the automatic brake application set out in 
point 4.2.9.3.6 (5) above from the driver’s cab.  
(8) The presence of the derailment detection signal processing function in the 
locomotive as well as the conditions of use at train level shall be recorded in 
the technical documentation defined in point  4.2.12 .  
4.2.9.3.7a On -board derailment detection and prevention function  
(1) This point  is applicable to locomotives which are intended to detect 
derailments or precursors to derailments in freight wagons hauled by the 
locomotive.  
(2) The equipment fulfilling this function shall be located entirely on board the 
locomotive  EN 46  EN (3) At the detection of a derailment or precursor to derailment, both visual and 
acoustic alarms shall be triggered in the driver’s cab.  
(4) A device in the driver’s cab shall allow the acknowledgment of the alarm 
above.  
(5) If the alarm is not acknowledged from the driver’s cab in 10 +/ -1 seconds, a 
full service brake or an emergency brake application shall be automatically 
applied.  
(6) It shall be possible to override the automatic brake application set out in point 
4.2.9.3.7a (5) above fro m the driver’s cab.  
(7) It shall be possible to deactivate the automatic brake application set out in 
point 4.2.9.3.7a (5) above from the driver’s cab.  
(8) The presence of the on -board derailment detection function in the locomotive 
as well as the conditio ns of use at train level shall be recorded in the technical 
documentation defined in point  4.2.12 .  
4.2.9.3.8 Requirements for management of ETCS modes  
4.2.9.3.8.1 Sleeping mode  
(1) Requirements applicable to units with regards to their interface with ETC S on-
board and related to the train interface function ‘Sleeping’ when ETCS is 
installed are defined in the specification referenced in Appendix J.2, index [B].  
4.2.9.3.8.2 Passive shunting  
(1) Requirements applicable to Locomotive and Trainset with regar ds to their 
interface with ETCS on -board and related to the train interface function 
‘Passive shunting’ are defined in the specification referenced in Appendix J.2, 
index [B].  
4.2.9.3.8.3 Non leading  
(1)  Requirements applicable to Locomotive and Trainset  with regards to their 
interface with ETCS on -board and related to the train interface function ‘Non 
leading’ when ETCS is installed are defined in the specification referenced in 
Appendix J.2, index [B].  
4.2.9.3.9 Traction status  
(1)  Requirements applica ble to units with regards to their interface with ETCS on -
board and related to the train interface function ‘traction status’ when ETCS is 
installed are defined in the specification referenced in Appendix J.2, index [B].  
4.2.9.4 On-board tools and portable  equipment  
(1) A space shall be available in or near the driver's cab to store the following 
equipment, in case they are needed by the driver in emergency situation:  
(i) Hand -lamp with red and white light  
(ii) Short circuiting equipment for track -circuits  
(iii) Scotches,  if the parking brake performance is not sufficient depending on 
track gradient (see point  4.2.4.5.5 ).  
(iv) A fire extinguisher (to be located in the cab; see also point  4.2.10.3.1 ).  EN 47  EN (v) On manned traction units of freight trains: a self -rescue device, as 
specified in the TSI SRT* (see TSI SRT point  4.7.1).  
4.2.9.5. Storage facility for staff personal effects  
(1) Each driver's cab shall be equipped with:  
(i) Two hooks for clothing or a niche w ith a clothes beam.  
(ii) A free space for storing a suitcase or bag of size 300 mm × 400 mm × 
400 mm.  
4.2.9.6. Recording device  
(1) The list of information to be recorded is defined in the TSI OPE.   
(2) The unit shall be equipped with a means to record this information, complying 
with the following requirements specified in the specification referenced in 
Appendix J -1, index [29]:  
(a) Functional requirements shall be met.  
(b) Recording performance shall be according to class R1.  
(c) The integrity (consistency; correctnes s) of the recorded and extracted 
data shall be met.  
(d) Data integrity shall be safeguarded.  
(e) The level of protection that applies to the protected storage medium shall 
be ‘A’.  
(f) The time of day and date.  
(3) The tests of the requirements in clause 4.2.9.6(2)  sh all be carried out in 
accordance with the requirements of the specification referenced in Appendix 
J-1, index [7 2]. 
_________  
* Commission Regulation (EU) No 1303/2014 of 18 November 2014 concerning the 
technical specification for interoperability relating  to ‘safety in railway tunnels’ of 
the rail system of the European Union (OJ L 356, 12.12.2014, p. 394 ).”; 
(99) point 4.2.10.2.1. is replaced by the following : 
“4.2.10.2.1. Material requirements  
(1) The selection of materials and components shall take into account their fire 
behaviour properties, such as flammability, smoke opacity and toxicity.  
(2) Materials used to construct the rolling stock unit shall comply with the 
requirements of the specification referenced in Appendix J -1, index [30] for the 
‘Operat ion Category’ as defined below:  
(i) ‘Operation Category 2’ for Category A passenger rolling stock (including 
passenger locomotive).  
(ii) ‘Operation Category 3’ for Category B passenger rolling stock (including 
passenger locomotive).  
(iii) ‘Operation Category 2’ for freig ht locomotives, and self -propelling units 
designed to carry other payload (mail, freight, etc.).  EN 48  EN (iv) ‘Operation Category 1’ for OTMs, with requirements limited to areas 
which are accessible to staff when the unit is in transport running 
configuration (see Point 2.3 ).  
(3)  In order to ensure constant product characteristics and manufacturing process, 
it is required that:  
(i) the test reports to prove compliance of a material with the standard, 
which shall be issued immediately after testing of this material, shall be 
renewed  every 5 years,  
(ii) in case there is no change in the product characteristics and 
manufacturing process, and no change in the related requirements (TSI), 
it is not required to perform new testing of this material; expired test 
reports shall be accept ed provided they are accompanied with a recent 
statement delivered at the placing on the market of the product from the 
original equipment manufacturer that there has been no change in the 
product characteristics and in the manufacturing process, covering the 
complete supply chain involved, since the fire behaviour properties of the 
product were tested. These state ments shall be delivered once the initial 
test report is expired, i.e. after 5 years. ”; 
(100)  in point 4.2.10.2.2. , point  (2), “index 59” is replaced by “index [30].” ; 
(101)  point 4.2.10.3.4.  is amended as follows:  
(a) in point (3), third indent,  “index 60” is replac ed by “index [31].”.  
(b) point (5) and the last paragraph  are replaced by the following : 
“(5) If other FCCS are used and rely on reliability and availability of systems, 
components, or functions, they shall be subject to a reliability study 
considering the  failure mode of components, redundancies, software, periodic 
checks and other provisions, and the estimated failure rate of the function (lack 
of control of the spread of heat and fire effluents) shall be provided in the 
technical documentation described in point 4.2.12 .  
Based on this study, operating and maintenance conditions of the FCCS shall 
be defined and provided in the maintenance and operating documentation 
described in points 4.2.12.3 and 4.2.12.4 . ”; 
(102)  in point 4.2.10.3.5. , point (3), “index 6 1” is replaced by “index [31]” ; 
(103)  in point 4.2.10.4.1. , point  (5), “index 62 is replaced by “index [32] ”; 
(104)  in point 4.2.10.4.2. point s (5) and (6) are replaced by the following : 
“(5) Requirements applicable to units with regards to their interface with ETCS on -
board and related to the train interface function ‘Air tightness area – Trackside 
orders’ when ETCS is installed are defined in the specification referenced in 
Appendix J.2, index [B]. The subsequent commands of close all means of 
external ventilation can b e automatic or manual through intervention of the 
driver. The rolling stock configuration on automatic or manual command shall 
be recorded in the technical documentation described in point 4.2.12.2 .  
(6) Requirements applicable to units with regards to the ir interface with ETCS on -
board and related to the train interface function ‘Air tightness – STM orders’ 
when ETCS is installed are defined in the specification referenced in Appendix EN 49  EN J.2, index [B]. The subsequent commands of close all means of external 
ventilation can be automatic or manual through intervention of the driver. The 
rolling stock configuration on automatic or manual command shall be recorded 
in the technical documentation described in point 4.2.12.2 . ”; 
(105)  in point 4.2.10.4.4. , point (3), “inde x 63” is replaced by “index [33] ”; 
(106)  point 4.2.10.5.1. is amended as follows:  
(a) point (8) is replaced by the following : 
“(8) All external passenger doors shall be equipped with emergency opening 
devices allowing them to be used as emergency exits (see poin t 4.2.5.5.9 ). ”; 
(b) point (12) is replaced by the following:  
“(12) The number of the doors and their dimensions shall allow the complete 
evacuation within three minutes by passengers without their baggage. It is 
permitted to consider that passengers with reduced mobility are to be assisted 
by other passengers or staff, and that wheelchair users are evacuated without 
their wheelchair.  
Verification of this requirement shall be made either by a physical test under 
normal operating conditions or by numerical s imulation.  
In case the requirement is verified by numerical simulation, the simulation 
report shall include:  
(i) A summary of the verification and validation of the simulation (tool 
and models)  
(ii) The hypothesis and parameters used for the simulation  
(iii) The results  of an appropriate number of simulation runs allowing a 
statistically sound statement. ”; 
(107)  point 4.2.11.3 is replaced by the following : 
“4.2.11.3 Connection to Toilet discharge system  
(1) This point  is applicable to units equipped with sealed retention syste ms (using 
clear or recycled water) that have to be emptied at sufficient intervals on a 
scheduled basis at designated depots.  
(2) The following connections of the unit to the toilet discharge system shall 
comply with the following specifications:  
(i)  The 3 Evacuation nozzle (Inner part): see Appendix G -1 . 
(ii)  The flushing connection for the toilet tank (Inner part), the use of which 
is optional: see Appendix G -1 .”; 
(108)  point 4.2.11.4 is replaced by “ Intentionally blank ”; 
(109)  point 4.2.11.5 is replaced by the f ollowing : 
“4.2.11.5 Interface for water refilling  
(1) This point  is applicable to units equipped with a water tank supplying water to 
sanitary systems covered by the point  4.2.5.1 .  
(2) The inlet connection for water tanks shall comply with the specificati on 
referenced in Appendix J -1, index [34]. ”; EN 50  EN (110)  point 4.2.11.6 is replaced as follows:  
“4.2.11.6 Special requirements for stabling of trains  
(1) This point  is applicable to units intended to be powered while stabled,  
(2) The unit shall be compatible with at l east one of the following external power 
supply systems, and shall be equipped (where relevant) with the corresponding 
interface for electrical connection to that external power supply (plug):  
(i) power supply contact line (see point  4.2.8.2 ‘Power supply ’) 
(ii) ‘Single pole’ power supply line (AC 1 kV, AC/DC 1,5  kV, DC 3 kV), in 
accordance with the specification referenced in Appendix J -1, index [52]  
(iii) Local external auxiliary power supply 400 V that can be connected to 
socket type ‘3P+ground’ according to the specif ication referenced in 
Appendix J -1, index [35]. ”; 
(111)  point 4.2.12.2. is replaced by the following : 
“4.2.12.2 General documentation  
The following documentation describing the rolling stock shall be provided; the point  
of this TSI where the documentation is required is referenced:  
(1) General drawings.  
(2) Electrical, pneumatic and hydraulic diagrams, Control -circuit diagrams 
necessary to explain the function and operation of the concerned systems.  
(3) Description of co mputerised on -board systems including description of 
functionality, specification of interfaces and data processing and protocols.  
(3a) For units designed and assessed for general operation, this shall include a 
description of the electric interfaces betwe en units and of communication 
protocols, with the reference to the standards or other normative documents 
that have been applied.  
(4) Reference profile, and compliance to interoperable reference contours G1, GA, 
GB, GC or DE3, as required in point  4.2.3.1.  
(5) Weight balance with hypothesis on load conditions considered, as required in 
point  4.2.2.10.  
(6) Axle load, spacing of axles and any EN line category, as required in point  
4.2.3.2.1.  
(7) Test report concerning running dynamic behaviour, inclu ding the test track 
quality recording and the track loading parameters including possible 
limitations of use if testing of the vehicle only covers a part of the test 
conditions, as required in point  4.2.3.4.2.  
(8) The hypothesis taken to evaluate the loads  due to bogie running, as required in 
point s 4.2.3.5.1 and in point  6.2.3.7 for wheelsets.  
(9) Braking performance, including failure mode analysis (degraded mode) as 
required in point  4.2.4.5  
(9a) Maximum distance between the eddy current track brake and the track 
corresponding to ‘brake released’, fixed speed threshold, vertical force and 
braking force as a function of the train speed, for the case of full application of EN 51  EN eddy current track brake (emergency braking) and limited application of eddy 
current brake (service braking), as required in point  4.2.4.8.3.  
(10) The presence and type of toilets in a unit, the characteristics of the flushing 
medium, if it is not clean water, the nature of the treatment system for released 
water and the standards against which conformity has been assessed, as 
required in point  4.2.5.1.  
(11) Provisions taken in relation with the selected range of environmental 
parameters if different than the nominal one, as required in point  4.2.6.1.  
(12) Characteristic wind curve (CWC) as  required in point  4.2.6.2.4.  
(13) Traction performance, as required in point  4.2.8.1.1.  
(14) Fitment of an on -board energy measurement system, and of its on -board 
location function (optional), as required in point  4.2.8.2.8. Description of on -
board to gro und communication and the metrological control including 
functions related to the accuracy classes of the voltage measurement, current 
measurement and energy calculation.  
When point 4.2.8.2.8.2 (6) applies, the characteristics of the compliance of 
componen ts of the on -board energy measurement system with the limited set 
of requirements, and the conditions for use of these components.  
(15) Hypothesis and data considered for the compatibility study for AC systems, as 
required in point  4.2.8.2.7.  
(16) The numb er of pantographs simultaneously in contact with the overhead 
contact line equipment (OCL), their spacing and the OCL design distance type 
(A, B or C) used for assessment tests, as required in point  4.2.8.2.9.7.  
(17) Existence of communication devices as r equired in point  4.2.5.4 for units 
designed for operation without staff on -board (other than driver).  
(18) The presence of one or several of the functions described in point s 4.2.9.3.7 
and 4.2.9.3.7a and their conditions of use at train level.  
(19) The typ e(s) of pantograph head geometry that an Electric unit is equipped with, 
as required in point  4.2.8.2.9.2.  
(20) The maximum current assessed (rated current), as required in point  4.2.8.2.4.  
(21) For DC systems: the documentation for operation of electric e nergy storage, 
the measured value of maximum current at standstill and measurement 
conditions regarding the material of the contact wire, as required in point  
4.2.8.2.5.  
(22) Fitment of the controls to activate and to inhibit the flashing/blinking mode of 
head lamps as defined in point  4.2.7.1.4.  
(23)  Description of train interface functions implemented including specification of 
interfaces and protocols of communication, general drawings, control -circuit 
diagrams necessary to explain the function and oper ation of the interface.  
(24)  Documentation related to:  
(i) space envelope available for installation of ETCS on -board equipment’s 
defined in TSI CCS (e.g ETCS cabinet, DMI, antenna, odometry etc.) 
and, EN 52  EN (ii) conditions for ETCS equipment’s installation ( e.g. mechanical, 
electrical etc.).  
(25)  The rolling stock configuration on automatic or manual execution of 
commands as referred in point s: 4.2.4.4.4, 4.2.4.8.2, 4.2.4.8.3, 4.2.8.2.4, 
4.2.8.2.9.8 and 4.2.10.4.2 . This information shall be made available upon 
request when ETCS is installed.  
(26)  For units applying the conditions specified in point 7.1.1.5 , the following 
characteristics shall be provided:  
(i) Applicable “single pole” power supply line voltages in accordance with 
point 4.2.11.6(2) ; 
(ii) Maximum “single pole” power supply line current consumption of the 
unit at standstill (A) for each applicable “single pole” power supply line 
voltages ; 
(iii) For each band of the frequency management defined in the specification 
referenced in Appendix J -2 index [A]  and in the specific cases or 
technical documents referred to in Article 12 of TSI CCS when they are 
available:  
- Maximum interference current (A), and applicable summation rule ; 
- Maximum magnetic field ( dBµA/m ) both radiated field and field due 
to the return current, and applicable summation rule ; 
- Minimum Input Impedance (Ohm) ; 
- Any parameter comparable to the above listed and specified in the 
specific cases or in the technical documents referred in Article 12 of 
TSI CCS  when they are available. ”; 
(112)  the following point 4.2.13 is inserted:  
“4.2.13 Interface requirements with Automatic Train Operation on -board  
(1)  This basic parameter describes the interface requirements applicable to units 
equipped with ETCS on -board and intended to be fitted with Automatic Train 
Operation on -board up to Grade of Automation 2. The requirements relate to 
the functionality needed to operate a train up to Grade of Automation 2 as 
defined in TSI CCS.  
(2)  Requirements applicable to units with regards to their interface with ETCS on -
board and related to the train interface function ‘Automatic Driving’, when 
ATO is installed, are defined  in the specification referenced in Appendix J.2, 
index [B].  
(3)  Where ATO on -board GoA1/2 functionality is implemented in newly 
developed vehicle designs, the index 84 and index 88 of Appendix A of TSI 
CCS shall be applied.  
(4)  Where ATO onboard GoA1/2 functionality is implemented in existing vehicle 
types and rolling stock in operation, the index 84 shall be applied, whereas 
index 88 may be used on a voluntary basis.” ; 
(113)  point 4.3 is replaced by the following : 
“4.3 Functional and technical specification o f the interfaces  EN 53  EN 4.3.1.  Interface with Energy subsystem  
Table 6  
Interface with the Energy subsystem  
Reference LOC & PAS TSI   Reference Energy TSI   
Parameter  Point  Parameter  Point  
Gauging  4.2.3.1  Pantograph gauge  4.2.10  
Pantograph head geometry  4.2.8.2.9.2  Appendix 
D 
Operation within range of 
voltages and frequencies  4.2.8.2.2  Voltage and frequency  4.2.3  
— Max current from 
OCL  4.2.8.2.4  Traction power supply 
performance  4.2.4  
— Power factor  4.2.8.2.6  Traction power supply 
performance  4.2.4  
— Maximum current at 
standstill  4.2.8.2.5  — Current at standstill  4.2.5  
Regenerative brake with 
energy to OCL  4.2.8.2.3  Regenerative braking  4.2.6  
Energy consumption 
measuring function  4.2.8.2.8  On-ground energy data collecting 
system  4.2.17  
— Height of pantograph  4.2.8.2.9.1  Geometry of the overhead contact 
line 4.2.9  
— Pantograph head 
geometry  4.2.8.2.9.2  
Contact strip material  4.2.8.2.9.4  Contact wire material  4.2.14  
Pantograph static contact 
force  4.2.8.2.9.5  Mean contact force  4.2.11  
Pantograph  contact force and 
dynamic behaviour  4.2.8.2.9.6  Dynamic behaviour and quality 
of current collection  4.2.12  
Arrangements of 
pantographs  4.2.8.2.9.7  Pantograph spacing  4.2.13  
Running through phase or 
system separation section  4.2.8.2.9.8  Separation sections:   
— phase  4.2.15  EN 54  EN — system  4.2.16  
Electrical protection of the 
train 4.2.8.2.10  Electrical Protection 
Coordination Arrangements  4.2.7  
Harmonics and dynamic 
effects for AC systems  4.2.8.2.7  Harmonics and Dynamic Effects 
for AC traction power  supply 
systems  4.2.8  
 
4.3.2.  Interface with Infrastructure subsystem  
Table 7  
Interface with the Infrastructure subsystem  
Reference LOC & PAS 
TSI  Reference Infrastructure TSI   
Parameter  Point  Parameter  Point  
Rolling stock kinematic 
gauge  4.2.3.1.  Structure gauge  4.2.3.1  
Distance between track centres  4.2.3.2  
Minimum radius of vertical curve  4.2.3.5  
Axle load parameter  4.2.3.2.1  Track resistance to vertical loads  4.2.6.1  
Lateral track resistance  
Resistance of new bridges to traffic 
loads  4.2.6.3  
4.2.7.1  
Equivalent vertical loading for new 
earthworks and earth pressure effects  4.2.7.2  
Resistance of existing bridges and 
earthworks to traffic loads  4.2.7.4  
Running dynamic 
behaviour  4.2.3.4.2.  Cant deficiency  4.2.4.3  
Running dynamic limit 
values for track loading  4.2.3.4.2.2  Track resistance to vertical loads  4.2.6.1  
Lateral track resistance  4.2.6.3  
Equivalent conicity  4.2.3.4.3  Equivalent conicity  4.2.4.5  
Geometrical 
characteristics of wheelset  4.2.3.5.2.1  Nominal track gauge  4.2.4.1  EN 55  EN Geometrical 
characteristics of wheels  4.2.3.5.2.2  Rail head profile for plain line  4.2.4.6  
Automatic variable gauge 
systems  4.2.3.5.3  In service geometry of switches and 
crossings  4.2.5.3  
Minimum curve radius  4.2.3.6  Minimum radius of horizontal  curve  4.2.3.4  
Maximum average 
deceleration  4.2.4.5.1  Longitudinal track resistance  
Actions due to traction and braking  4.2.6.2  
4.2.7.1.5  
Slipstream effects  4.2.6.2.1  Resistance of new structures over or 
adjacent to tracks  4.2.7.3  
Head pressure pulse  4.2.6.2.2  Maximum pressure variations in 
tunnels  4.2.10.1  
Maximum pressure 
variations in tunnels  4.2.6.2.3  Distance between track centres  4.2.3.2  
Crosswind  4.2.6.2.4  Effect of crosswinds  4.2.10.2  
Aerodynamic effect on 
ballasted track  4.2.6.2.5  Ballast pick -up 4.2.10.3  
Toilet discharge system  4.2.11.3  Toilet discharge  4.2.12.2  
Exterior cleaning through 
a washing plant  4.2.11.2.2  Train external cleaning facilities  4.2.12.3  
Interface for water 
refilling  4.2.11.5  Water restocking  4.2.12.4  
Refuelling equipment  4.2.11.7  Refuelling  4.2.12.5  
Special requirements for 
stabling of trains  4.2.11.6  Electric shore supply  4.2.12.6  
 
4.3.3.  Interface with Operation subsystem  
Table 8  
Interface with the Operation subsystem  
Reference LOC & PAS TSI   Reference Operation TSI   
Parameter  Point  Parameter  Point  
Rescue coupling  4.2.2.2.4  Contingency arrangements  4.2.3.6.3  EN 56  EN Axle load parameter  4.2.3.2  Train composition  4.2.2.5  
Braking performance  4.2.4.5  Train braking  4.2.2.6  
External front and rear lights  4.2.7.1  Train visibility  4.2.2.1  
Horn  4.2.7.2  Train audibility  4.2.2.2  
External visibility  4.2.9.1.3  Requirements for lineside signal 
and marker sighting  4.2.2.8  
Optical characteristics of the 
windscreen  4.2.9.2.2  
Internal lighting  4.2.9.1.8  
Driver ’s activity control 
function  4.2.9.3.1  Driver vigilance  4.2.2.9  
Recording device  4.2.9.6  Recording of supervision data on -
board the train  4.2.3.5  
Appendix I  
 
4.3.4.   Interface with the Control, command and signalling subsystem  
Table 9  
Interface with the Control, command and signalling subsystem  
Reference TSI LOC & PAS   Reference TSI  CCS   
Parameter  Point  Parameter  Point  
Gauging  4.2.3.1  Position of Control -
Command and 
Signalling on -board 
antennas  4.2.2  
Rolling stock characteristics 
compatible with train 
detection system based on 
track circuits  4.2.3.3.1.1   
Compatibility with 
trackside train 
detection systems: 
vehicle design  
Electromagnetic 
compatibility between 
rolling stock and 
Control -Command 
and Signalling 
trackside equipment   
 
 
4.2.10  
 
 
4.2.11  
 EN 57  EN Rolling stock characteristics 
compatible with train 
detection system based on 
axle counters  4.2.3.3.1.2  Compatibility with 
trackside train 
detection systems: 
vehicle design  
Electromagnetic 
compatibility between 
rolling stock and 
Control -Command 
and Signalling 
trackside equipment  4.2.10  
 
 
4.2.11  
 
Rolling stock characteristics 
compatible with loop 
equipment  4.2.3.3.1.3  Compatibility with 
trackside train 
detection systems: 
vehicle design  4.2.10  
Running dynamic behaviour  4.2.3.4.2  ETCS onboard: 
Forwarding 
information/orders 
and receiving state 
information from 
rolling stock   4.2.2  
Type of brake system  4.2.4.3  
Emergency braking 
command  4.2.4.4.1  
Service braking command  4.2.4.4.2  
Dynamic braking command  4.2.4.4.4  
Magnetic track brake  4.2.4.8.2  
Eddy current track brake  4.2.4.8.3  
Door opening  4.2.5.5.6  
Requirements on 
performance  4.2.8.1.2  
Maximum power and current 
from the overhead contact 
line 4.2.8.2.4  
Separation sections  4.2.8.2.9. 8  
Driver ’s desk — Ergonomics  4.2.9.1.6  
Radio Remote control 
function by staff for shunting 
operation  4.2.9.3.6  
Requirements for 
management of ETCS modes  4.2.9.3.8  EN 58  EN Traction status  4.2.9.3.9  
Smoke control  4.2.10.4.2  
Emergency braking 
performance  4.2.4.5.2  Guaranteed train  
braking performance 
and characteristics  4.2.2  
Service braking  performance  4.2.4.5.3.  
Head lights  4.2.7.1.1  Trackside Control -
Command and 
Signalling objects  4.2.15  
External visibility  4.2.9.1.3  Visibility of track -side 
Control -command  
Signalling  objects  4.2.15  
Optical characteristics  4.2.9.2.2  
Recording device  4.2.9.6  Interface to data 
recording for 
regulatory purposes  4.2.14  
Dynamic braking command  
(Regenerative brake command ) 4.2.4.4.4  ETCS DMI 
configuration  
 4.2.12  
 
Magnetic track brake 
(command)  4.2.4.8.2  
Eddy current track brake 
(command)  4.2.4.8.3  
Separation sections  4.2.8.2.9.8  
Smoke control  4.2.10.4.2  
Interface requirements with 
Automatic Train Operation  4.2.13  On-Board ATO 
functionality  4.2.18  
System Requirements 
Specification  Specification 
referenced in Appendix 
A, Index 84 of TSI 
CCS  
ATO -OB / ROLLING 
STOCK FFFIS  Specification 
referenced in Appendix 
A, Index 88 of TSI 
CCS  
ETCS onboard: 
Forwarding 
information/orders 
and receiving state 
information from 4.2.2  EN 59  EN rolling stock   
 
4.3.5   Interface with the Telematic application for passengers subsystem  
Table 10  
Interface with the Telematic application for passengers subsystem  
Reference LOC & PAS 
TSI  Reference Telematic application for 
passengers TSI   
Parameter  Point  Parameter  Point  
Customer information 
(PRM)  4.2.5  On board device display  4.2.13.1  
Public address system  4.2.5.2  Automatic voice and announcement  4.2.13.2  
Customer information 
(PRM)  4.2.5  
”; 
(114)  in point  4.4, point  (4), “clause 4.2.12.4” is replaced by “point 4.2.12.4 ” ; 
(115)  in point  4.5, point (1), “Section 3” is replaced by “ Chapter 3” ; 
(116)  in point  4.5, point  (2), “clause 4.2” is replaced by “ point  4.2”; 
(117)  in point  4.8, point  (2), “in the clause 4.2.12” is replaced b y “in point  4.2.12 ”;  
(118)  point 4.9 is replaced by the following : 
“4.9 Route compatibility checks before the use of authorised vehicles  
The parameters of the subsystem ‘rolling stock — locomotives and passenger rolling 
stock’ to be used by the railway undertaking, for th e purpose of route compatibility 
check, are described in Appendix D1 of the TSI OPE. ”; 
(119)  in point  5.1, point  (3), the third indent,  “in Section 6.1” is replaced by “in point  6.1 ” ; 
(120)  in point  5.2, point  (1), “clause 6.1.5” is replaced by “point 6.1.5 ” ; 
(121)  in point 5.3.1. , point  (1), “index 66” is replaced by “index [36] and the text of the 
note is replaced by the following : 
“Note:  types of automatic couplers other than type 10 are not considered as an IC 
(specification not publicly available).” ; 
(122)  in point 5.3.2 ., point  (1), all references to “index 67” are replaced by “index [3 7]” 
and all references to “index 68” are replaced by “index [3 8]”; 
(123)  in point 5.3.3. , point  (1), “index 69” is replaced by “index [39].” ; 
(124)  in point 5.3.4. , point  (4), “clause 4.2.3.5.2.2.” is replaced by “point 4.2.3.5.2.2. .” ; 
(125)  in point 5.3.4a, point (2) is replaced by the following : EN 60  EN “An automatic variable gauge system shall comply with the requirements set out in 
point 4.2.3.5.2.3 ; these requirements shall be assesse d at IC level as set out in point 
6.1.3.1a . ”; 
(126)  points 5.3.6 to 5.3.15 are replaced by the following : 
“5.3.6  Head lamps  
(1)  A head lamp is designed and assessed without any limitation concerning its 
area of use.  
(2) A head lamp shall comply with requireme nts concerning the colour and the 
luminous intensity defined in point  4.2.7.1.1 . These requirements shall be 
assessed at IC level.  
5.3.7.  Marker lamps  
(1) A marker lamp is designed and assessed without any limitation concerning its 
area of use.  
(2) A mar ker lamp shall comply with requirements concerning the colour and the 
luminous intensity defined in point  4.2.7.1.2 . These requirements shall be 
assessed at IC level.  
5.3.8.   Tail lamps  
(1) A tail lamp shall be designed and assessed for an area of use: fi xed lamp or 
portable lamp.  
(2) A tail lamp shall comply with the requirements concerning the colour and the 
luminous intensity defined in point  4.2.7.1.3 . These requirements shall be 
assessed at IC level.  
(3) For portable tail lamps, the interface for att achment on the vehicle shall be in 
accordance with the Appendix E of the TSI WAG.  
5.3.9.   Horns  
(1) A horn shall be designed and assessed for an area of use defined by its sound 
pressure level on a reference vehicle (or reference integration); this 
charact eristic may be affected by the integration of the horn in a particular 
vehicle.  
(2) A horn shall comply with the requirements concerning the soundings of signals 
defined in point  4.2.7.2.1 . These requirements shall be assessed at IC level.  
5.3.10  Pantogra ph 
A pantograph shall be designed and assessed for an area of use defined by:  
(1) The type of voltage system(s), as defined in point  4.2.8.2.1 .  
In case it is designed for different voltage systems, the various sets of 
requirements shall be taken into account.  
(2) One of the 3 pantograph head geometries specified in point  4.2.8.2.9.2 .  
(3) The current capacity, as defined in point  4.2.8.2.4 .  
(4) The maximum current at standstill for AC and DC systems as defined in point  
4.2.8.2.5 . For DC 1,5 kV supply  systems, the material of the contact wire shall 
be considered.  EN 61  EN (5) The maximum operating speed: assessment of the maximum operating speed 
shall be performed as defined in point  4.2.8.2.9.6 .  
(6) Range of height for dynamic behaviour: standard, and/or for 1520 mm or 1524 
mm track gauge systems.  
(7) The requirements listed above shall be assessed at IC level.  
(8) The working range in height of pantograph specified in point  4.2.8.2.9.1.2, the 
pantograph head  geometry specified in point  4.2.8.2.9.2, the pantog raph 
current capacity specified in point  4.2.8.2.9.3, the pantograph static contact 
force specified in point  4.2.8.2.9.5 and the dynamic behaviour of the 
pantograph itself specified in point  4.2.8.2.9.6  shall also be assessed at IC 
level.  
5.3.11.  Contact strips  
(1) The contact strips are the replaceable parts of the pantograph head which are in 
contact with the contact wire.  
Contact strips shall be designed and assessed for an area of use defined by:  
(2) Their geometry, as defined in point  4.2.8.2.9.4.1 .  
(3) The material of the contact strips, as defined in point  4.2.8.2.9.4.2 .  
(4) The type of voltage system(s), as defined in point  4.2.8.2.1 .  
(5) The current capacity, as defined in point  4.2.8.2.4 .  
(6) The maximum current at standstill, as defined in point 4.2.8.2.5 .  
(7) The requirements listed above shall be assessed at IC level.  
5.3.12  Main circuit breaker  
A main circuit breaker shall be designed and assessed for an area of use defined by:  
(1) The type of voltage system(s), as defined in point  4.2.8.2 .1 . 
(2) The current capacity, as defined in point  4.2.8.2.4  (maximum current).  
(3) The requirements listed above shall be assessed at IC level.  
(4) The tripping shall be as specified in the specification referenced in Appendix J -
1, index [22] (see point  4.2.8.2.10 ); it shall be assessed at the IC level.  
5.3.13.  Driver's seat  
(1) A driver's seat shall be is designed and assessed for an area of use defined by t
 he range of possible adjustments in height and longitudinal position.  
(2) A driver's seat shal l comply to the requirements specified at component level 
in the point  4.2.9.1.5 . These requirements shall be assessed at IC level.  
5.3.14   Toilet discharge connection  
(1) A toilet discharge connection is designed and assessed without any limitation 
conc erning its area of use.  
(2) A toilet discharge connection shall comply with requirements concerning the 
dimensions as defined in point  4.2.11.3 . These requirements shall be assessed 
at IC level.  
5.3.15   Inlet connection for water tanks  EN 62  EN (1) A inlet connect ion for water tanks is designed and assessed without any 
limitation concerning its area of use.  
(2) A inlet connection for water tanks shall comply with requirements concerning 
the dimensions as defined in point  4.2.11.5 . These requirements shall be 
asses sed at IC level .”; 
(127)  in point 6.1.1. , point  (3), the first paragraph is replaced by the following:  
“In case of a specific case applicable to a component defined as interoperability 
constituent in section 5.3 , the corresponding requirement can be part of th e 
verification at interoperability constituent level only in the case where the component 
remains compliant to the chapters 4 and 5 , and where the specific case does not refer 
to a national rule .”; 
(128)  point 6.1.2. is replaced as follows:  
“6.1.2  Application of modules  
Modules for EC certification of conformity of interoperability constituents:  
Module CA  Internal production control  
Module CA1  Internal production control plus product verification by individual 
examination  
Module CA2  Internal production control plus product verification at random intervals  
Module CB  EC-Type examination  
Module CC  Conformity to type based on internal production control  
Module CD  Conformity to type based on quality management system of the production 
process  
Module CF  Conformity to type based on product verification  
Module CH  Conformity based on full quality management system  
Module CH1  Conformity based on full quality management system plus design 
examination  
Module CV  Type validation by in service experience (Suitability for use)  
 
(1) The manufacturer or his authorised representative established within the 
European Union shall choose one of the modules or module combinations 
indicated in the following table for the constituent to be assessed:  
Point  Constitu
ents to be 
assessed  Modul
e CA  Modul
e CA1 
or CA2  Module 
CB + 
CC Module 
CB + 
CD Module 
CB + 
CF Module 
CH Module 
CH1  
5.3.1  Automati
c centre  X (1)  X X X (1) X EN 63  EN buffer 
coupler  
5.3.2  Manual 
end 
coupling   X (1)  X X X (1) X 
5.3.3  Towing 
coupler 
for rescue   X (1)  X X X (1) X 
5.3.4  Wheel   X (1)  X X X (1) X 
5.3.4a  Automati
c variable 
gauge 
systems     X (1)   X    X   X (1)  X 
5.3.5  Wheel 
slide 
protection 
system   X (1)  X X X (1) X 
5.3.6  Head 
lamp   X (1) X X  X (1) X 
5.3.7  Marker 
lamp   X (1) X X  X (1) X 
5.3.8  Tail lamp   X (1) X X  X (1) X 
5.3.9  Horns   X (1) X X  X (1) X 
5.3.10  Pantograp
h  X (1)  X X X (1) X 
5.3.11  Pantograp
h contact 
strips   X (1)  X X X (1) X 
5.3.12  Main 
circuit 
breaker   X (1)  X X X (1) X 
5.3.13  Driver's 
seat  X (1)  X X X (1) X 
5.3.14  Toilet 
discharge 
connectio
n X  X   X  EN 64  EN 5.3.15  Inlet 
connectio
n for 
water 
tanks  X  X   X  
(1) Modules CA1, CA2 or CH may be used only in the case of products 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, provided that the manufacturer 
demonstrates to the notified body that design review and type examination were performed 
for previous applications under comparable conditions,  and are in conformity with the 
requirements of this TSI; this demonstration shall be documented, and is considered as 
providing the same level of proof as module CB or design examination according to module 
CH1.  
 
(2) Where a particular procedure shall be  used for the assessment, in addition to 
the requirements expressed in the point  4.2 , this is specified in the point 6.1.3 
below. ”; 
(129)  point 6.1.3 is replaced by the following : 
“6.1.3.   Particular assessment procedures for interoperability 
constituents  
6.1.3.1. Wheels (point 5.3.4)  
(1) The mechanical characteristics of the wheel shall be proven by mechanical 
strength calculations, taking into account three load cases: straight track 
(centred wheelset), curve (flange pressed against the rail), and negotia ting of 
points and crossings (inside surface of flange applied to the rail), as specified 
in the specification referenced in Appendix J -1, index [40].  
(2) For forged and rolled wheels, the decision criteria are defined in the 
specification referenced in Ap pendix J -1, index [40]; where the calculation 
show values beyond the decision criteria, a bench test according to the same 
specification is required to be performed to demonstrate compliance.  
(3) Other types of wheels are permitted for vehicles restricted to national use. In 
that case the decision criteria and the fatigue stress criteria shall be specified in 
national rules. Those national rules shall be notified by Member States.  
(4) The assumption of the load conditions for the maximum vertical static for ce 
shall be explicitly stated in the technical documentation as set out in point  
4.2.12 .  
Thermo -mechanical behaviour:  
(5) If the wheel is used to brake a unit with blocks acting on the wheel running 
surface, the wheel shall be thermo -mechanically proven b y taking into account 
the maximum braking energy foreseen. The wheel shall be subject to a 
conformity assessment in accordance with the specification referenced in 
Appendix J -1, index [40], in order to check that the lateral displacement of the 
rim during braking and the residual stress are within tolerance limits specified 
utilising the decision criteria specified.  EN 65  EN Verification of the wheels:  
(6) A verification procedure shall exist to ensure at the production phase that no 
defects may detrimentally affect  safety due to any change in the mechanical 
characteristics of the wheels.  
The tensile strength of the material in the wheel, the hardness of the running 
surface, the fracture toughness, the resistance to impact, the material 
characteristics and the materi al cleanliness shall be verified.  
The verification procedure shall specify the batch sampling used for each 
characteristic to be verified.  
(7) Other conformity assessment method for wheels is allowed under the same 
conditions as for wheelsets; these condit ions are described in point  6.2.3.7 .  
(8) In case of innovative design for which the manufacturer has no sufficient 
return of experience, the wheel should be subject to an assessment of 
suitability for use (module CV; see also point  6.1.6 ). ”; 
(130)  point 6.1.3. 1a is replaced by the following : 
“6.1.3.1a  Automatic variable gauge system (point 5.3.4a)  
(1) The assessment procedure shall be based on a validation plan covering all 
aspects mentioned in point s 4.2.3.5.3 and 5.3.4a .  
(2)  The validation plan shall be consistent with the safety analysis required in 
point  4.2.3.5.3 and shall define the assessment needed in all the following 
different phases:  
(i) Design review ; 
(ii) Static tests (bench tests and integration in the running gear/unit tes ts); 
(iii) Test on track gauge changeover facilities, representative of in -service 
conditions ; 
(iv) On-track tests, representative of in -service conditions . 
(3) Regarding the demonstration of compliance to point 4.2.3.5.3 (5) , the 
assumptions considered for the safe ty analysis related to the vehicle the system 
is intended to be integrated in, and related to the mission profile of that vehicle, 
shall be clearly documented.  
(4) The automatic variable gauge system may be subject to an assessment of 
suitability for use ( module CV; see also point  6.1.6 ).  
(5) The certificate delivered by the Notified Body in charge of the conformity 
assessment shall include both the conditions for use as per point 5.3.4a (1)  and 
the type(s) and operating conditions of the track gauge chan geover facility(ies) 
the automatic variable gauge system has been assessed for. ”; 
(131)  points 6.1.3.2  to 6.1.3. 8. are replaced by the following : 
“6.1.3.2.  Wheel slide protection system ( point  5.3.5)  
(1) The wheel slide protection system shall be verified according to the 
methodology defined in the specification referenced in Appendix J -1, index 
[15].  EN 66  EN (2) In case of innovative design for which the manufacturer has no sufficient 
return of experience, the wheel slide protection system should be subject to an 
assessment of suitability for use (module CV; see also point  6.1.6 ).  
6.1.3.3.  Headlamps ( point  5.3.6)  
(1) The colour and luminous intensity of headlamps shall be tested in accordance 
with the specification referenced in Appendix  J-1, index [20].  
6.1.3.4.  Marker lamps ( point  5.3.7)  
(1) The colour and luminous intensity of marker lamps and the spectral radiation 
distribution of light from marker lamps shall be tested in accordance with the 
specification referenced in Appendix J -1, index [20].  
6.1.3.5.  Tail l amps ( point  5.3.8)  
(1) The colour and luminous intensity of tail lamps shall be tested in accordance 
with the specification referenced in Appendix  J-1, index [20]  
6.1.3.6.  Horn ( point  5.3.9)  
(1) Soundings and sound pressure levels of the warning horn shall  be measured 
and verified in accordance with the specification referenced in Appendix J -1, 
index [21].  
6.1.3.7. Pantograph ( point  5.3.10)  
(1)  For pantographs for DC systems, the maximum current at standstill up to the 
limit values defined in 4.2.8.2.5  sha ll be verified in the following conditions:  
(i) the pantograph shall be in contact with 2 plain copper contact wires or 2 
copper alloyed with silver contact wires with a cross section of 100 mm2 
each for a 1,5 kV supply system,  
(ii) the pantograph shall be in conta ct with 1 copper contact wire with a cross 
section of 100 mm2 for a 3 kV supply system.  
(1a) For pantographs for DC systems the temperature of the contact wire with 
current at standstill shall be assessed by measurements according to the 
specification refe renced in Appendix J -1, index [24].  
(2) For all pantographs, the static contact force shall be verified in accordance with 
the specification referenced in Appendix J -1, index [23].  
(3) The dynamic behaviour of the pantograph regarding current collection sh all be 
assessed by simulation according to the specification referenced in Appendix J -
1, index [41].  
The simulations shall be made using at least two different types of overhead 
contact line; data for simulation shall correspond to sections of lines record ed 
as TSI compliant in the register of infrastructure (EC declaration of 
conformity, or declaration according to Commission Recommendation 
2014/881/EU1) for the appropriate speed and supply system, up to the 
maximum design speed of the proposed Interoperab ility Constituent 
pantograph.  
                                                 
1 Commission Recommendation of 18 November 2014  on the procedure demonstrating the level of 
compliance of existing railway lines with the basic parameters of the technical specifications for 
interoperability (OJ L 356, 12.12.2014 , p. 520). EN 67  EN It is permitted to perform the simulation using types of overhead contact line 
that are under the process of IC certification or declaration according to 
Recommendation 2011/622/EU, provided that they fulfil the other 
requirem ents of Commission  Regulation (EU) No 1301/2014 (‘ TSI ENE ’). 
The simulated current collection quality shall be in accordance with point  
4.2.8.2.9.6  for uplift, mean contact force and standard deviation for each of the 
overhead contact lines.  
If the simula tion results are acceptable, a site dynamic test shall be made using 
a representative section of one of the two types of overhead contact line used in 
the simulation.  
The interaction characteristics shall be measured in accordance with the 
specification re ferenced in Appendix J -1, index [42]. Regarding the uplift 
measurement the uplift of at least two steady arms shall be measured.  
The tested pantograph shall be mounted on a rolling stock producing a mean 
contact force within the upper and lower limits as r equired by point  4.2.8.2.9.6  
up to the design speed of the pantograph. The tests shall be conducted in both 
directions of travel.  
For pantographs intended to be operated on the 1435 mm and 1668 mm track 
gauge systems, the tests shall include track sections with low contact wire 
height (defined as between 5,0 to 5,3 m) and track sections with high contact 
wire height (defined as between 5,5 to 5,75 m).  
For pantographs intended to be operated on the 1520 mm and 1524 mm track 
gauge systems, the tests s hall include track sections with contact wire height 
between 6,0 to 6,3 m.  
The tests shall be performed for a minimum of 3 speed increments up to and 
including the design speed of the tested pantograph.  
The interval between successive tests shall be no gre ater than 50 km/h.  
The measured current collection quality shall be in accordance with point  
4.2.8.2.9.6  for uplift, and either mean contact force and standard deviation or 
percentage of arcing.  
If all the assessments above are passed successfully, the te sted pantograph 
design shall be considered as compliant to the TSI regarding quality of current 
collection.  
For the use of a pantograph holding an EC declaration of verification on 
various designs of rolling stock, additional tests required at rolling stoc k level 
regarding quality of current collection are specified in point  6.2.3.20 .  
6.1.3.8.  Contact strips ( point  5.3.11)  
(1) Contact strips shall be verified as specified in the specification referenced in 
Appendix J -1, index [43].  
(2) Contact strips, bein g replaceable parts of the pantograph head, shall be verified 
once at the same time as a pantograph (see point  6.1.3.7 ) regarding the quality 
of current collection.  EN 68  EN (3) In case of use of a material for which the manufacturer as no sufficient return 
of exp erience, the contact strip should be subject to an assessment of suitability 
for use (module CV; see also point  6.1.6 ). ”; 
(132)  point 6.1.4. is replaced by the following : 
“6.1.4.  Project phases where assessment is required  
(1) It is detailed in Appendix H  in which phases of the project an assessment shall 
be done for the requirements applicable to the interoperability constituents:  
(a) design and development phase:  
(i) design review and/or design examination.  
(ii) type test: test to verify the design, if and a s defined in the Point  4.2 ; 
(b) p roduction phase: routine test to verify the conformity of production.  
The entity in charge of the assessment of the routine tests is determined according to 
the assessment module chosen.  
(2) Appendix H is structured accord ing to point 4.2 ; the requirements and their 
assessment applicable to the interoperability constituents are identified in point  5.3  
by reference to certain point s of s ection 4.2; where relevant, a reference to a sub -
point  of point  6.1.3 above is also giv en.”; 
(133)  point 6.1.6. is replaced by the following : 
“6.1.6. Assessment of suitability for use  
(1) Assessment of suitability for use according to the type validation of in service 
experience procedure (module CV) may be part of the assessment procedure for the  
following interoperability constituents:  
(i) wheels (see point  6.1.3.1 ) ; 
(ii) automatic variable gauge system (see point  6.1.3.1a ) ; 
(iii) wheel slide protection system (see point  6.1.3.2 ) ; 
(iv) contact strips (see point  6.1.3.8 ) ; 
(2) Prior to commencing in service tests,  a suitable module (CB or CH1) shall be 
used to certify the design of the constituent  
(3) The in service tests shall be organised on proposal from the manufacturer, who 
has to obtain an agreement with a railway undertaking for its contribution to such 
assessment. ”; 
(134)  in point 6.2.2. point (4), “the clause 4.2” is replaced by “ point  4.2”; 
(135)  point 6.2.3.1. is replaced by the following : 
“6.2.3.1 Load conditions and weighed mass ( point  4.2.2.10)  
(1) Weighed mass shall be measured, for a load condition correspon ding to 
‘design mass in working order’ with the exception of consumables for which there is 
no imposition (for example ‘dead mass’ is acceptable).  
(2) It is permissible to derive the other load conditions by calculation.  
(3) Where a vehicle is declared as conformant to a type (in accordance with points  
6.2.2 and 7.1.3 ):  EN 69  EN (i) the weighed total vehicle mass in the load condition ‘design mass in working 
order’ shall not exceed by more than 3 % the declared total vehicle mass for 
that type which is reported in the type or design examination certificate of 
‘EC’ verification and in the technical documentation described in point  
4.2.12 .  
(ii) additionally, for unit of maximum design speed higher than or equal to 250 
km/h the mass per axle for the load conditions ‘design mas s under normal 
payload’ and ‘operational mass under normal payload’ shall not exceed by 
more than 4 % the declared mass per axle for the same load condition. ”; 
(136)  in point 6.2.3.3. , point (1), “index 83” is replaced by “index [9]” ; 
(137)  point 6.2.3.4. is replaced by the following : 
“6.2.3.4. Running dynamic behaviour – technical requirements (Point 4.2.3.4.2 
a) 
(1) For units designed to be operated on 1435 mm or 1524 mm or 1668 mm 
system, the demonstration of conformity shall be carried out in accordance with the 
specification referenced in Appendix J -1, index [9].  
The parameters described in point s 4.2.3.4.2.1 and 4.2.3.4.2.2   shall be assessed 
using criteria defined in the specification referenced in Appendix J -1, index [9]. ”; 
(138)  Point 6.2.3.5. is replaced by the fol lowing : 
“6.2.3.5. Conformity assessment for safety requirements  
The demonstration of compliance with the safety requirements expressed in the point  
4.2 shall be performed as follows:  
(1) The scope of this assessment shall be strictly limited to the rolling  stock 
design, considering that operation, test and maintenance are performed 
according to the rules defined by the applicant (as described in the technical 
file).  
Notes:  
– When defining the test and maintenance requirements, the safety level 
to be met has  to be taken into account by the applicant (consistency); the 
demonstration of compliance covers also test and maintenance requirements.  
– Other sub -systems and human factors (errors) shall not be considered.  
(2) All assumptions considered for the mission profile shall be clearly documented 
in the demonstration  
(3) The compliance with the safety requirements that are specified in points 
4.2.3.4.2, 4.2.3.5.3, 4.2.4.2.2, 4.2.5.3.5, 4.2.5.5.8 and 4.2.5.5.9  in terms of 
level of severity/consequences associated  to hazardous failure scenarios shall 
be demonstrated by one of the two following methods:  
1. Application of a harmonised risk acceptance criterion associated to the 
severity specified in point  4.2 (e.g. ‘fatalities’ for emergency braking.).  
The applicant may choose to use this method, provided that there is an 
available harmonized risk acceptance criterion defined in the CSM on Risk 
Assessment.  EN 70  EN The applicant shall demonstrate compliance with the harmonised criterion by 
applying Annex I -3 of the CSM on RA. The following principles (and their 
combinations) may be used for the demonstration: similarity with reference 
system(s); application of codes of practice; application of explicit risk 
estimation (e.g. probabilistic approach).  
The applicant shall designate  the body for the assessment of the demonstration 
he will provide: the notified body selected for the RST subsystem or an 
assessment body as defined in the CSM on RA.  
The demonstration shall be recognized in all Member States; or  
2. Application of a risk e valuation and assessment in accordance with the 
CSM on RA, in order to define the risk acceptance criterion to be used, and 
demonstrate compliance to this criterion.  
The applicant may choose to use this method in any case.  
The applicant shall designate the  assessment body for the assessment of the 
demonstration he will provide, as defined in the CSM on RA.  
A safety assessment report shall be provided in compliance with the 
requirements defined in the CSM on RA and its amendments.  
The safety assessment repor t shall be taken into account by the Authorising 
Entity, in accordance with point  2.5.6 of Annex I and Article 15(2) of the CSM 
on RA.  
(4) For each TSI point  listed in point (3) above, the relevant documents 
accompanying the EC declaration of verification (e.g. EC certificate issued by 
the notified body or safety assessment report) shall explicitly mention the ‘used 
method’ (‘1’ or ‘2’); in case of method ‘2’, they shall also mention the ‘used 
risk acceptance criterion’.” ; 
(139)  point 6.2.3.6.  is ame nded as follo ws:  
(a) point (1) is amended as follows:   
(i) in the first subparagraph,  “(Dimension SR in Figure 1 , § 4.2.3.5.2.1)” is 
replaced by “(Dimension SR in Figure 1, point 4.2.3.5.2.1 ) ;  
(ii) in the second subparagraph, “index 107” is replaced by “index [9]” ;  
(iii) in Table 12, “index 85” is replaced by “index [44] ”; 
(iv) in the third subparagraph , “index 86” is replaced by “index [45] ”; 
(b) point (2) is amended as follows:  
(i) in Table 14, “index 85 ” is replaced by “index [44] ”; 
(ii) in the second subparagraph, “index 86 ” is replaced by “index [45] ”; 
(c) point (3) is amended as follows:  
(i) in Table 14, “index 85 ” is replaced by “index [44] ”; 
(ii) in the second subparagraph, “index 86 ” is replaced by “index [45] ”; 
(140)  point 6.2.3.7.  is amended as follows:   
(a) in point (1) “index 87” is replaced by “index [46]” ;  
(b) point (2) is replaced by the following:  EN 71  EN “(2)  The demonstration of compliance for mechanical resistance and fatigue 
characteristics of the axle shall be in accordance with the specif ication 
referenced in Appendix J -1, index [47].  
The decision criteria for the permissible stress is specified in the specification 
referenced in Appendix J -1, index [47]. ”; 
(c)  in point (6), “index 90” is replaced by “index [48] ”;   
(141)  point 6.2.3.8  is amended as follows:  
(a) in point (1)  “index 91” is replaced by “index [66]” ;  
(b) point  (3) is replaced by the following : 
“(3)  Tests shall be carried out for the load conditions of the unit ‘design mass in 
working order’‘design mass under normal payload’ and ‘maximum braking 
load’ (as defined in points 4.2.2.10 and 4.2.4.5.2 ). ”; 
(142)  point 6.2.3.9. is replaced:  
“6.2.3.9. Service braking (point 4.2.4.5.3)  
(1) The maximum service braking performance which is subject to a test is the 
stopping distance as  defined in the specification referenced in Appendix J -1, 
index [66]. The deceleration is evaluated from the stopping distance.  
(2) Tests shall be carried out on dry rail at the initial speed equal to the maximum 
design speed of the unit, the load conditio n of the unit being one of those 
defined in the point 4.2.4.5.2 .  
(3)  Test results shall be evaluated by a methodology that takes into account the 
following aspects:  
(i) correction of the raw data,  
(ii) repeatability of the test: in order to validate a test result , the test is 
repeated several times; the absolute difference between results and the 
standard deviation are evaluated.” ; 
(143)  in point 6.2.3.10 , point (1)  “index 93” is replaced by “index [15] ”; 
(144)  point 6.2.3.13 is replaced by the following : 
“6.2.3.13 Slipstream  effects on passengers on platform and on workers trackside 
(point 4.2.6.2.1)  
(1) Demonstration of conformity with the limit value of trackside maximum 
permissible air speed set out in point  4.2.6.2.1  shall be demonstrated on the basis of 
full-scale tests on straight track performed in accordance with the specification 
referenced in Appendix J -1, index [49].  
(2) Instead of the full assessment described above, it is permitted to carry out a 
simplified assessment for rolling stock of a similar design to rolling stock for which 
the full assessment defined in this TSI has been carried out. In such cases, the 
simplified conformity assessment defined the specification referenced in Appendix J -
1, index [49], can be applied as long as the differences in the design remain within 
the limits defined in the same specification. ”; 
(145)  point 6.2.3.14 is replaced by the following : 
“Head pressure pulse (point 4.2.6.2.2)  EN 72  EN (1) Conformity shall be assessed on the basi s of full -scale tests under conditions 
specified in the specification referenced in Appendix J -1, index [49]. Alternatively 
conformity may be assessed by means of either validated Computational Fluid 
Dynamics (CFD) simulations or by moving model tests as s pecified in the same 
specification.  
(2) Instead of the full assessment described above, it is permitted to carry out a 
simplified assessment for rolling stock of a similar design to rolling stock for which 
the full assessment defined in this TSI has been c arried out. In such cases, the 
simplified conformity assessment defined in the specification referenced in Appendix 
J-1, index [49], can be applied as long as the differences in the design remain within 
the limits defined in the same specification.” ; 
(146)  point  6.2.3.15 is replaced by the following:  
“6.2.3.15. Maximum pressure variations in tunnels ( point  4.2.6.2.3)  
The conformity assessment procedure is described in specification referenced to in 
Appendix J -1, Index [50]. ”; 
(147)  points 6.2.3.16 to 6.2.3.19 are repl aced by the following : 
“6.2.3.16  Cross wind ( point  4.2.6.2.4)  
(1) Conformity assessment is fully specified in point  4.2.6.2.4  
6.2.3.17  Warning Horn sound pressure levels ( point  4.2.7.2.2)  
(1) Sound pressure levels of the warning horn shall be measured and verified in 
accordance with the specification referenced in Appendix J -1, index [21].  
6.2.3.18  Maximum power and current from the overhead contact line ( point  
4.2.8.2.4)  
(1) Conformity assessment shall be carried out in accordance with the 
specificatio n referenced in Appendix J -1, index [22].  
6.2.3.19  Power factor ( point  4.2.8.2.6)  
(1) Conformity assessment shall be carried out according to the specification 
referenced in Appendix  J-1, index [22]. ”; 
(148)  point 6.2.3.19a is replaced by the following : 
“6.2.3.19a On -board energy measurement system (point 4.2.8.2.8)  
(1) Energy measurement function (EMF)  
The accuracy of each device containing one or more functions of EMF shall be 
assessed by testing each function, under reference conditions, using the relev ant 
method as described in the specification referenced in Appendix J -1, index [56]. The 
input quantity and power factor range when testing shall correspond to the values set 
out in the same specification.  
The effects of temperature on accuracy of each dev ice containing one or more 
functions of EMF shall be assessed by testing each function, under reference 
conditions (except for temperature), using the relevant method as described in the 
specification referenced in Appendix J -1, index [56].  
The mean temper ature coefficient of each device containing one or more functions of 
EMF shall be assessed by testing each function, under reference conditions (except EN 73  EN for temperature), using the relevant method as described in the specification 
referenced in Appendix J -1, index [56].  
In cases where point 4.2.8.2.8.2 (6) applies, the conformity of the existing 
components to that point may be assessed according to another standard than the 
specification referenced in Appendix J -1, index [56] or according to a previous 
versi on of that specification.  
(2) Data handling system (DHS)  
The compiling and handling of data within the DHS shall be assessed by testing 
using the method as described in the specification referenced in Appendix J -1, index 
[55].  
(3) On-board energy measureme nt system (EMS)  
The EMS shall be assessed by testing as described in the specification referenced in 
the specification referenced in Appendix J -1, index [59] .”; 
(149)  point 6.2.3.20 is replaced by the following : 
“6.2.3.20 Current collection dynamic behaviour (po int 4.2.8.2.9.6)  
(1) When pantographs, holding an EC declaration of conformity or suitability for 
use as IC, are integrated in a rolling stock unit which is assessed according to point 
4.2.8.2.9.6 , dynamic tests shall be carried out in order to measure th e uplift, and 
either mean contact force and standard deviation or the percentage of arcing, in 
accordance with the specification referenced in Appendix J -1, index [42] up to the 
design speed for the unit.  
(2) For a unit designed to be operated on the 1435 mm and 1668 mm track gauge 
systems, the tests, for each installed pantograph, shall be conducted in both directions 
of travel and shall include track sections with low contact wire height (defined as 
between 5,0 to 5,3 m) and track sections with high conta ct wire height (defined as 
between 5,5 to 5,75 m).  
For units designed to be operated on the 1520 mm and 1524 mm track gauge 
systems, the tests shall include track sections with contact wire height between 6,0 to 
6,3 m.  
(3) The tests shall be performed for a minimum of 3 speed increments up to and 
including the maximum design speed of the unit. The interval between successive 
tests shall be no greater than 50 km/h.  
(4) During the test, the static contact force shall be adjusted for each particular 
power supp ly system within the range, as specified in point 4.2.8.2.9.5 ).  
(5) The measured results shall be in accordance with point 4.2.8.2.9.6  for uplift 
and either mean contact force and standard deviation or percentage of arcing. 
Regarding the uplift measureme nt, the uplift of at least two steady arms shall be 
measured. ”; 
(150)  point 6.2.3.21 is replaced by following : 
“6.2.3.21  Arrangement of pantographs (point 4.2.8.2.9.7)  
(1) The characteristics related to the dynamic behaviour of the current collection 
shall be verified as specified in point  6.2.3.20 above.  EN 74  EN (2)  Tests are required for the poorest performing pantographs regarding maximum 
uplift and regarding maximum standard de viation or arcing. The arrangements 
containing poorest performing pantographs shall be identified by simulation or 
measurement referenced in Appendix J -1, indexes [41] and [42].” ; 
(151)  in point 6.2.3.22,  point (1),  “index 101” is replaced by “index [28] ”; 
(152)  in point 6.2.3.23 , point  (1), “requirement 4.2.10.3.2(1)” is replaced by “requirement 
4.2.10.3.2(1) ” ; 
(153)  in point 6.2.4. , point  (2), “Section 4.2” is replaced by “ point  4.2 ”.  
(154)  point 6.2.5 is replaced by the following : 
“6.2.5.    Innovative solutions   
(1) If an innovative solution (as defined article 10 ), is proposed for the rolling stock 
subsystem, the applicant shall apply the procedure described in article 10 .” ; 
(155)  in point 6.2.6, point (1), is replaced by the following : 
“(1) Pursuant  to Article 15(4) of Direct ive (EU) 2016/797, the applicant is 
responsible for compiling the technical file, containing the documentation requested 
for operation and maintenance. ”; 
(156)  point 6.2.7. is replaced by the following : 
“6.2.7. Assessment of units intended to be used in general operation  
(1) Where a new, upgraded or renewed unit to be used in general operation is 
subject to assessment against this TSI (in accordance with point 4.1.2), some of the 
TSI requirements require a reference train for their assessment. This is mentioned i n 
the relevant provisions of point  4.2 . Similarly, some of the TSI requirements at train 
level cannot be assessed at unit level; such cases are described for the relevant 
requirements in Point  4.2 . 
(2) The area of use in terms of rolling stock type which , coupled with the unit to 
be assessed, ensures that the train is compliant with the TSI is not verified by the 
Notified Body.  
(3) After such a unit has received the authorisation to be placed in service, its use 
in a train formation (whether TSI compliant  or not) shall be dealt with under the 
responsibility of the Railway Undertaking, according to the rules defined in point 
4.2.2.5 of the TSI  OPE  (train composition).” ; 
(157)  point 6.2.7a is deleted ; 
(158)  point 6.2.8. is replaced by the following : 
“6.2.8 Assessment of  units intended to be used in predefined formation(s)  
(1) Where a new, upgraded or renewed unit to be included in predefined 
formation(s) is subject to assessment (in accordance with point 4.1.2 ), the EC 
certificate of verification shall identify the form ation(s) for which the assessment is 
valid: the rolling stock type  coupled with the unit to be assessed, number of vehicles 
in the formation(s), arrangement of the vehicles in the formation(s) that will ensure 
that the train formation will be compliant wi th this TSI.  
(2) TSI requirements at train level shall be assessed with use of a reference train 
formation when and as specified in this TSI.  EN 75  EN (3) After such a unit has received the authorisation to be placed in service, it may 
be coupled with other units to constitute the formations mentioned in the EC 
certificate of verification. ”; 
(159)  in point 6.2.9.2 , point (1) , “(see also clause 7.1.2.2.)” is replaced by “(see also point 
7.1.2.2. ).” ; 
(160)  the following points 6.2.10 and 6.2.11 are inserted:  
“6.2.10  EC verification when ETCS is installed on -board a rolling stock/rolling 
stock type  
(1) Context:  
This case applies when ETCS on -board is installed into:  
(i) newly developed vehicle designs requiring a first authorisation as defined in 
Article 14 of Commission Imp lementing Regulation 2018/545 *, 
(ii) all other vehicle types and rolling stock in operation . 
Compliance of the rolling stock with train interface functions requirements of each 
basic parameter that refers to Index 7 of TSI CCS (see column 1 and 2 of Table 9 ) 
can be assessed  only when ETCS is installed.  
(2) The assessment of the interface functions for installation of ETCS in the 
vehicle is part of the EC verification for the CCS on -board subsystem in accordance 
with point 6.3.3 of TSI CCS.  
Note: Other requireme nts defined in this TSI applicable to Rolling stock are part of 
EC verification f or the rolling stock subsystem.  
6.2.11  EC verification for rolling stock/rolling stock type when ATO on -board 
is installed  
(1) Context: this point  applies to units equipped wi th ETCS on -board and intended to 
be fitted with Automatic Train Operation on -board up to Grade of Automation 2.  
(2) The compliance of the rolling stock with interface requirements specified in 
Index 84 and Index 88 of Appendix A of TSI CCS can be assessed only when ATO 
is installed.  
(3) The assessment of the interface requirements for integration of the ATO on -board 
in the vehicle is part of the EC verification for the CCS on -board subsystem in 
accordance with point  6.3.3 of TSI CCS.  
________  
* Commission I mplementing Regulation (EU) 2018/545 of 4  April 2018 establishing 
practical arrangements for the railway vehicle authorisation and railway vehicle type 
authorisation process pursuant to Directive (EU) 2016/797 of the European 
Parliament and of the Council (OJ L 90, 6.4.2018, p.  66).”; 
(161)  point 6.3 is replaced by the following : 
“6.3 Maintenance of subsystems containing Interoperability constituents not holding 
an EC declaration  
(1) For subsystems holding an EC certificate of verification and incorporating 
interoperability constituents not covered by an EC declaration of conformity or 
suitability for use , interoperability constituents which do not hold an EC declaration EN 76  EN of conformity or suitability for use and of the same type are permitted to be used as 
components for maintenance related replacements (spare parts) for the subsystem, 
under the responsibility of the ECM.  
(2) In any case the ECM must ensure that the components for maintenance related 
replacements are suitable for their applications, are used wi thin their area of use, and 
enable interoperability to be achieved within the rail system while at the same time 
meeting the essential requirements. Such components must be traceable and certified 
in accordance with any national or international rule, or a ny code of practice widely 
acknowledged in the railway domain.  
(3) Points (1) and (2) ab ove are applicable until the components in question are part 
of an upgrade or renewal of the subsystem  according to point  7.1.2  .”; 
(162)  point 7.1 is replaced by the followi ng: 
“7.1 General rules for implementation  
7.1.1.   General   
7.1.1.1.  Application to newly built rolling stock  
(1) This TSI is applicable to all units of rolling stock in its scope which are placed 
on the market after the date of application set out in Arti cle 12, except where 
point  7.1.1.2 ‘Application to ongoing projects’ or point  7.1.1.3 ‘Application to 
special vehicles, such as on -track machines ’ below apply.  
(2) Compliance with this Annex in its version applicable before [Publications 
Office: please insert the date of entry into force of this amending act] is 
deemed equivalent to compliance with this TSI, except for changes listed in 
Appendix L. 
7.1.1.2.  Application to ongoing projects  
(1) The application of the version of this TSI  applicable from [Publications Office: 
please insert the date of entry into force of this amending act]   is not 
mandatory for projects that , on that date,  are in phase A or phase  B according 
to Point 7.2.3.1. the Annex to Regulation (EU) No 776/2019 . 
(2) Without prejudice to Appendix L , Table L.2 , the application of the 
requirements of Chapters 4, 5, 6  to projects referred in point  (1) is possible on 
a voluntary basis.  
(3) If the applicant chooses not to apply this TSI, it is reminded that the other TSIs 
and/or notified national rules apply according to their respective scopes and 
implementation rules for the authorisation to place on the market in accordance 
with Article 21 of D irective (EU) 2016/797.  
7.1.1.3.  Application to special vehicles  
(1) The application of this TSI to OTMs  (as defined in point s 2.2 and 2.3 ) is 
mandatory  if the area of use covers more than one Member State . 
(2) The application of this TSI to special vehicle s other than the one referred in to 
point (1) is not mandatory : 
- The applicant may use the conformity assessment process as described in the 
point 6.2.1  to establish an EC declaration of verification against this TSI; this 
EC declaration of verific ation shall be recognised as such by Member States.  EN 77  EN - In case the applicant chooses not to apply this TSI, the special vehicle may be 
authorised in accordance with Article 21 of Directive (EU) 2016/797 against 
national rules as regards the basic parameters  of this TSI . 
 (3)  .The OTM specific requirements  may apply to i nfrastructure inspection 
vehicles . 
(4) The assessment of the driver's cab interior noise level (see point 4.2.4 of the 
TSI NOI)  is mandatory for all special vehicles.  
 
7.1.1.4.  Transitional measure for fire safety requirement  
During a transitional period ending on 1st January 2026, it is permitted, as an 
alternative to material requirements specified in point  4.2.10.2.1 , to apply the 
verification of conformity to the material fire safety requirements using the 
appropriate operation category from EN 45545 -2:2013+A1:2015.  
7.1.1.5.  Conditions for having a vehicle type authorisation and/or  an 
authorisation for p lacing on the market of passenger coaches not limited to a 
particular area of use . 
(1)  This point  applies to passenger coaches and other related cars as defined in 
point  2.2.2(A)(3) , excluding those equipped with a driving cab . 
(2)  In accordance with Ar ticle 21(3) , point (b), of Directive (EU) 2016/797 , the 
authorisation for placing of the market of a vehicle (as defined in this TSI) is 
granted:  
- in accordance with Article 21(3) , point (a), of Directive (EU) 2016/797 : 
based on the ‘EC’ declaration of verification as provided for in Article 15 
of that Directive, and  
- in accordance with Article 21(3) , point (d), of Directive (EU) 2016/797 : 
based on evidence of the technical compatibility of the unit with the 
network in the area of use covering the Union  network.  
Article 21(3) , points (b) and (c), 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 and national rules),  this aspect is also 
considere d at the level of the ‘EC’ verification.  
(3) The conditions for having a type authorisation and/or an authorisation for 
placing on the market not limited to a particular area of use are specified in 
points 7.1.1.5.1 and 7.1.1.5.2 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 of this TSI, the TSI PRM and the TSI 
NOI and shall be fulfilled in their entirety . 
(4) The compliance with the set of conditio ns specified  in point 7.1.1.5.1 is 
mandatory. It lists the conditions applicable to coaches intended to be used in 
predefined formation, i.e., train formations defined at design stage and that can 
be reconfigured during operation.  
(5) The compliance with the set of conditions specified in point 7.1.1.5.2 is 
optional. That point lists additional conditions that are applicable to coaches EN 78  EN intended to be used in general operation, i.e., within train formations that aren’t 
defined at design stage.  
7.1.1.5.1 Condit ions applicable to coaches intended to be used in predefined 
formations  
(1) The vehicle shall correspond to a unit (as defined in this TSI) composed of a 
rolling stock subsystem only without CCS on -board installed . 
(2) The unit is without traction.  
(3) The unit shall be designed for operation on at least one of the following track 
gauges:  
(a) 1435 mm,  
(b) 1668 mm.  
(4) The unit shall be equipped with forged and rolled wheels assessed in 
accord ance with  point  6.1.3.1.  
(5) The unit shall be equipped with wheels having minimum wheel diam eter above 
760 mm . 
(6) The unit shall be compatible with following rail inclination: 1/20, 1/30 and 
1/40. Non compatibility with one or several rail inclinations shall exclude the 
concerned network(s) of the area of use . 
(7) The unit shall be declared as compliant  with one of the following  reference 
profiles: G1, GA, GB, GC or DE3 including those used for the lower part GI1, 
GI2 or GI3.  
(8) The maximum speed of the unit shall be lower than 250 km/h.  
(9) Units of category B referred  to in point  4.1.4 shall be equipped with full cross 
section partitions in accordance with point 4.2.10.3.4.  
(10) If the unit is equipped with flange lubricators, it shall be possible to 
activate/deactivate them in accordance with the specification referenced in 
Appendix J -2 index [A].  
(11) If the unit is equipped with eddy current track brake, it shall be possible to 
activate/deactivate them in accordance with the specification referenced in 
Appendix J-2 index [A] .  
(12) If the unit is equipped with magnetic track brake, it shall be  possible to 
activate/deactivate them in accordance with the specification referenced in 
Appendix J-2 index [A].  
(13) Units fitted with an EN -UIC brake system shall be tested in accordance with 
the specification referenced in Appendix J -1 index [71].  
(14) Requirement related to service/emergency brake on gradients >40 ‰ is an 
open point.   
(15) The design of the unit shall be compliant with the specification referenced in 
Appendix J -2 index [A].  
(16) The following unit characteristics shall be recorded in the technica l 
documentation described in point 4.2.12.2(26):   EN 79  EN - Applicable “single pole” power supply line voltages in accordance with 
point 4.2.11.6(2),  
- Maximum “single pole” power supply line current consumption of the unit 
at standstill (A) for each applicable “singl e pole” power supply line 
voltages,  
- For each band of the frequency management defined in the specification 
referenced in Appendix J -2 index [A]  and in the specific cases or technical 
documents referred to in Article 12 of TSI CCS when they are available:  
(i) Maximum interference current (A), and 
applicab le summation rule , 
(ii) Maximum magnetic field ( dBµA/m ) both radiated 
field and field due to the return current, and 
applicable summation rule , 
(iii) Minimum Input Impedance (Ohm).  
(iv) Any parameter comparable to the above listed 
and specified in the specific cases or in the 
technical documents referred in Article 12 of TSI 
CCS when they are available.  
In order to determine the characteristics listed in the first paragraph , the unit 
shall be tested.  
(17) The compliance/non -compliance with the specific case on the step position for 
vehicle access and egress defined in point 7.3.2.6 of the TSI PRM shall be  
recorded in the technical file.  
(18) For units designed for operation on 1435mm track gauge, t he following 
specific cases shall also be considered:  
a. The compliance/non -compliance with the requirements regarding the axle 
bearing condition monitoring by line side equipment as set out in point 
7.3.2.3 shall be recorded in the technical file.  
b. The compl iance/non -compliance with the requirements regarding 
aerodynamic effects as  set out in point 7.3.2.8 shall be recorded in the 
technical file. Non -compliance with the requirements shall exclude Italy 
from the area of use.  
c. The compliance/non -compliance with the requirements regarding fire 
safety and evacuation as set out in point 7.3.2.20 shall be recorded in the 
technical file. Non -compliance with the requirements shall exclude Italy 
from the area of use.  
d. The compliance/non -compliance with requirements regar ding running 
capability and fire containment and control system as set out in point 
7.3.2.21 shall be recorded in the technical file. Non -compliance with the 
requirements shall exclude the Channel tunnel from the area of use.  
e. The compliance/non -compliance with the requirements regarding the axle 
bearing condition monitoring by line side equipment as set out in point 
7.3.2.3 shall be recorded in the technical file. Non -compliance with the 
requirements shall exclude France and/or Sweden from the area of use.  EN 80  EN (19) For units designed for operation on 1668 mm track gauge, the compliance with 
points 7.3.2.5 and 7.3.2.6  is mandatory and the following specific cases shall 
be considered:   
a. The compliance/ non -compliance with the specific case on bogies 
designed to run on  1 668 mm track gauge defined in point 7.3.2.5a shall be 
recorded in the technical file. Non -compliance shall exclude Spanish 1 668 
mm track gauge network from the area of use.  
b. The compliance/ non -compliance with the specific case on the step 
position for vehicle access and egress defined in point 7.3.2.6 of the TSI 
PRM shall be recorded in the technical file. For units designed for 
operation on 1435mm track gauge and not compliant with the specific 
case, point 7.3.2.7 of the TSI PRM shall apply.  
(20) Units inte nded to operate on both 1435mm and 1668mm network shall be 
equipped with an automatic variable gauge system compliant to point  
4.2.3.5.3. . 
(21) Non-compliance with any specific environmental condition as set out in point 
7.4 shall result in restrictions of use on the network for which the specific 
condition has been defined, but not in the exclusion of that network from the 
area of use.  
7.1.1. 5.2 Additional optional conditions applicable to coaches intended to be 
used in general operation  
(1)  The compliance with the following set of conditions set out in points (2) to 
(12) is optional and aims to facilitate exchange of units intended for general 
operations. Compliance with these provisions does not assure full 
interchangeability of units and do es not exempt the railway undertaking of its 
responsibilities regarding the use of these units in a train formation as defined 
in point  6.2.7. If the applicant selects this option, a notified body shall  assess 
the compliance within the EC verification proc edure. This shall be reported in 
the certificate and in the technical documentation.  
(2)  The unit shall be fitted with a manual coupling system as defined in point s 
4.2.2.2.3 (b) and 5 .3.2. 
(3) The unit shall be fitted with an EN -UIC braking system as defi ned in the 
specification referenced in Appendix J -1, index [12]  and index [70]. The 
braking system shall be tested in accordance with the specification referenced 
in Appendix J.1 index [71] . 
(4)  The unit shall meet the requirements of this TSI at least wi thin the temperature 
range T1 ( – 25 °C to + 40 °C; nominal) as defined in point  4.2.6.1 and in the 
specification referenced in Appendix J -1, index [18].  
(5)  The tail lights requested in point  4.2.7.1 shall be provided by fixed tail lamps.  
(6)  If the unit  is fitted with a gangway, the gangway shall fulfil the specification 
referenced in Appendix J -1, index [54].  
(7)  “Single pole” power supply shall be compliant to point 4.2.11.6 (4).  
(8)  The physical interface between units for the signal transmission sh all ensure 
that the cable and plug of at least one line is compatible with the 18 -conductor EN 81  EN cable defined in the plate 2 of the specification referenced in Appendix J -1, 
index [61].  
(9)  The unit shall be marked at least with the following markings in acco rdance 
with the specification referenced in Appendix J -1, index [5]:  
- Length over buffers  
-  Electric power supply.  
(10) The door control device specified in point 4.2.5.5.3 shall be in accordance with 
the specifications described in Appendix J -1 index [17].  
(11) Electric interfaces between units and communication protocols shall be 
described in the general documentation described in point 4.2.12.2(3a), with 
the reference to the standards or other normative documents that have been 
applied.  
(12) Communication networks s hall comply with the specification referenced in 
Appendix J -1, index [53].  
7.1.2. Changes to rolling  stock in operation or to an existing rolling stock type  
7.1.2.1.  Introduction  
(1) This point  7.1.2 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) of Directive (EU) 2016/797  and 
Annex IV thereto . This procedure i s further  developed in Article  13, 15 and 16 
of Implementing Regulation (EU) 2018/545 and in Decision 2010/713/EU.  
(2)  This point  7.1.2 applies in case of any change(s) to rolling stock in operation or 
to an existing rolling stock type, including renewal or upgrade. It does not 
apply in case of changes:  
(i) that do not introduce a deviation from the technical files accompanying 
the EC declarations for verification for the subsystems, if any, and  
(ii) that do not have an impact on basic parameters not covered by the  EC 
declaration, if any.  
The holder of the vehicle type authorisation shall provide, under reasonable 
conditions, the information necessary for assessing the changes to the entity 
managing the change.  
7.1.2.2.  Rules to manage changes in both rolling stock and rolling stock 
type 
(1) Parts and basic parameters of the rolling stock that are not affected by the 
change(s) are exempt from conformity assessment against the provisions in 
this TSI.  
(2) Without prejudice to point s 7.1.2.2a and 7.1.3 , compliance with the 
requirements of this TSI, the TSI NOI (see point  7.2 of that TSI) and the TSI 
PRM (see point  7.2.3 of that TSI) shall only be needed for the basic parameters 
in this TSI which may be affected by the change(s).  
(3) In accordance with Articles 15 and 16 of 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 in accordance with EN 82  EN Article 15(5) of Directive (EU) 2016/797, th e 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 t he change 
with corresponding references to the technical documentation relating to the 
existing EC type or design examination certificate.  
(4) Without prejudice of the general safety judgement mandated in Article 21(12) , 
point (b), of Directive (EU) 2016/7 97, in case of changes requiring 
reassessment of the safety requirements set out in point s 4.2.3.4.2, 4.2.3.5.3, 
4.2.4.2.2, 4.2.5.3.5, 4.2.5.5.8 and 4.2.5.5.9 , the procedure set out in point  
6.2.3.5   shall be applied. Table 17 below sets  out when a new a uthorisation is 
required.  
 
Table 17  
Vehicle originally assessed against…  
 First method of 
point  6.2.3.5(3)  Second method 
of point  
6.2.3.5(3)  No CSM on RA 
applied  
Change 
assessed 
against…  First method of 
point  6.2.3.5(3)  No new 
authorisation 
required  Check (1) No new 
authorisation 
required  
Second method 
of point  
6.2.3.5(3)  Check (1) Check (1) Check (1) 
No CSM on RA 
applied  Not possible  Not possible  Not possible  
(1) The word ‘Check’ means that the applicant will apply Annex I of the CSM on RA in order 
to demonstrate that the changed vehicle ensures an equal or higher level of safety. This 
demonstration shall be independently assessed by an assessment body as defined in CSM on 
RA. If the body concludes that the new safety assessment demonstrates a lower level of safety 
or the result is unclear, the applicant shall request an authorization for placing on the market.  
 
(4a) Without prejudice of the general safety judgement mandated in Article 21(12) , 
point (b), of Directive (EU) 2016/797, in case of c hanges impacting 
requirements set out in 4.2.4.9, 4.2 .9.3.1 and 4.2.10.3.4  which require a new 
reliability study, a new authorisation for placing in the market shall be required 
unless the NoBo concludes that the safety -related requirements covered by the  
reliability study are improved or maintained. The NoBo will consider in its 
judgement the revised maintenance and operation documentation, where 
required.  EN 83  EN (5) National migration strategies related to the implementation of other TSIs (e.g. 
TSIs covering fi xed installations) shall be taken into account when defining to 
what extent the TSIs covering rolling stock needs to be applied.  
(6) The basic design characteristics of the rolling stock are defined in Table 17a 
and Table 17b below. Based on these tables a nd on the safety judgement 
mandated in Article 21(12) , point (b), of Directive (EU) 2016/797, the changes 
shall be categorised as follows:  
(a) as defined by Article 15(1) , point (c), of Implementing Regulation (EU) 
2018/545 if they are above the thresholds set out in column 3 and 
below thresholds set out in column 4 unless the safety judgement 
mandated in Article 21(12) , point (b), of Directive (EU) 2016/797 
requires to categorise the m as defined by  Article 15(1) , point (d), of 
Implementing Regulation (EU) 2018/545,  or 
(b) as defined by Article 15(1) , point (d), of Implementing Regulation 
(EU) 2018/545 if they are above the thresholds set out in column 4 or if 
the safety judgement mand ated in Article 21(12) , point (b), of Directive 
(EU) 2016/797 requires to categorise them as as defined by Article 
15(1) , point (d), of Implementing Regulation (EU) 2018/545 . 
The determination whether the changes are beyond or above the thresholds 
mentioned in the first paragraph shall be done in reference to the values of the 
parameters at the time of the last authorisation  of the rolling stock or rolling 
stock type . 
(7) Chang es not covered by point 7.1.2.2(6) are deemed not to have any impact on 
the basic design characteristics and may be categorised as defined by  Article 
15(1) , point (a) or Article 15(1) , point (b), of Implementing Regulation (EU) 
2018/545, unless the safety judgement mandated in Article 21(12) , point (b), of 
Directive (EU) 2016/797 requires to categorise them as defined by Article 
15(1) , point (d), of Implementing Regulation (EU) 2018/545 . 
(8) The safety judgement mandated in Article 21(12) , point (b), of Dir ective  (EU) 
2016/797 shall cover changes concerning basic parameters  of the table of point  
3.1, related to all the essential requirements, in particular the requirements 
‘Safety’ and ‘Technical compatibility’.  
(9) Without prejudice to point  7.1.2.2a , all changes shall remain compliant with 
the applicable TSIs regardless their classification.  
(10) The replacement of one or more vehicle(s) within a fixed formation after a 
severe damage does not require a conformity assessment against this TSI , as 
long as the unit or the vehicle(s) are unchanged in technical parameters and 
function to the ones they replace. Such units must be traceable and certified in 
accordance with any national or international rule, or any code of practice 
widely acknowledg ed in the railway domain . 
 
Table 17a  
Basic design characteristics related to basic parameters set out in this TSI EN 84  EN 1. TSI point  2. Related 
basic design 
characteristic(s)  3. Changes 
impacting the basic 
design characteristic 
and not classified as 
defined by  Article 
21(12) , point (a), of 
Directive (EU) 
2016/797  4. Changes 
impacting the 
basic design 
characteristic and 
classified as 
defined by Article 
21(12) , point (a), 
of Directive (EU) 
2016/797  
4.2.2.2.3  End 
coupling  Type of end 
coupling  Change of end 
coupler type  N/A 
4.2.2.10  Load 
conditions and weighed 
mass  
4.2.3.2.1  Axle load 
parameter  Design mass in 
working order  Change in any of the 
corresponding basic 
design 
characteristics 
resulting in a change 
of the EN line 
category(ies) the 
vehicle is 
compati ble with  N/A 
Design mass under 
normal payload  
Design mass under 
exceptional 
payload  
Operational mass 
in working order  
Operational mass 
under normal 
payload  
Maximum design 
speed (km/h)  
Static axle load in 
working order  
Static axle  load 
under exceptional 
payload  
Vehicle length  
Static axle load 
under normal 
payload  
Position of the 
axles along the unit 
(axle spacing)  
EN line   EN 85  EN category(ies)  
Total vehicle mass 
(for each vehicle of 
the unit)  Change in any of the 
corresponding basic 
design 
characteristics 
resulting in a change 
of the EN line 
category(ies) the 
vehicle is 
compatible with  Change of more 
than ± 10 %  
Mass per wheel  Change in any of the 
corresponding basic 
design 
characteristics 
resulting in a change 
of the EN line 
category(ies) the 
vehicle is 
compatible with or  
Change of more 
than ± 10 %  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 
vehicle is 
compatible with of 
more than 10 %  N/A 
 Minimum vertical 
concave curve 
radius capability  Change in minimum 
vertical concave 
curve radius 
capability the 
vehicle is 
compatible with of 
more than 10 %  N/A 
4.2.3.3.1  Rolling 
stock characteristics for the 
compatibility with train 
detection systems  Compatibility with 
train detection 
systems  N/A Change of 
declared 
compatibility with 
one or more of the 
three following 
train detection EN 86  EN systems:  
– Track 
circuits  
– Axle  
counters  
– Loop 
equipmen
t 
“4.2.3.3.1 Rolling stock 
characteristics for the 
compatibility with train 
detection systems  
 Flange lubrication  Fitting/removal of 
the flange 
lubrication function  NA 
Possibility of 
preventing the use 
of flange 
lubrication  NA Fitting/removal of 
the control 
preventing the use 
of flange 
lubrication”  
4.2.3.3.2  Axle 
bearing condition 
monitoring  On-board detection 
system  Fitting of on -board 
detection system  Removal of 
declared on -board 
detection system  
4.2.3.4.  Rolling 
stock dynamic behaviour  Combination of 
maximum speed 
and maximum cant 
deficiency for 
which the vehicle 
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 Chan ge of rail 
inclination(s) the 
vehicle is conform 
to (1) 
4.2.3.5.2.1.  Mechanical 
and geometric 
characteristics of wheelsets  Wheelset gauge  N/A Change of track 
gauge the wheelset 
is compatible with  
4.2.3.5.2.2
 Characteristics of 
wheels  Minimum required 
in-service wheel 
diameter  Change of minimum 
required in -service 
diameter of more 
than ± 10 mm  N/A 
4.2.3.5.2.3  Automatic 
variable gauge systems  Wheelset gauge 
changeover facility  Change in the 
vehicle leading to a 
change in the 
changeover Change of track 
gauge(s) the 
wheelset is EN 87  EN facility(ies) the  
wheelset is 
compatible with  compatible with  
4.2.3.6.  Minimum 
curve radius  Minimum 
horizontal curve 
radius capability  Increase of 
minimum horizontal 
curve radius of more 
than 5 m  N/A 
4.2.4.5.1  Braking 
performance — General 
requirements  Maximum average 
deceleration  Change of more 
than ± 10 % on the 
maximum average 
brake deceleration  N/A 
4.2.4.5.2  Braking 
performance – Emergency 
braking  Stopping distance 
and deceleration 
profile for each 
load condition per 
design maximum 
speed.  Change of stopping 
distance of more 
than ± 10 %  
Note: Brake weight 
percentage (also 
called ‘lambda’ or 
‘braked mass 
percentage’) or 
braked mass may 
also be used, and 
can be derived 
(directly or via 
stopping distance) 
from deceleration 
profil es by a 
calculation.  
 
The allowed change 
is the same (± 10 %)  N/A 
4.2.4.5.3  Braking 
performance – Service 
braking  Stopping distance 
and maximum 
deceleration for the 
load condition 
‘design mass under 
normal payload’ at 
the design 
maximum speed  Change of st opping 
distance of more 
than ± 10 %  N/A 
4.2.4.5.4  Braking 
performance – Thermal 
capacity  Maximum brake 
thermal energy 
capacity  N/A Change of 
maximum brake 
thermal energy >= 
10 %  
or  
Thermal capacity Change of EN 88  EN in terms of 
maximum line 
gradient, associated 
length and 
operating speed  maximum gradient, 
associated length or 
operating speed for 
which the brake 
system is designed 
in relation with 
brake thermal 
energy capacity  
4.2.4.5.5  Braking 
performance – Parking 
brake  Maximum gradient 
on which the unit is 
kept immobilized 
by the parking 
brake alone (if the 
vehicle is fitted 
with it)  Change of declared 
maximum gradient 
of more than ± 10 %  N/A 
4.2.4.6.2.  Wheel slide 
protection system  Wheel slide 
protection system  N/A Fitting/removal of 
WSP function  
4.2.4.8.2  Magnetic 
track brake  Magnetic track 
brake  N/A Fitting/removal of 
magnetic track 
brake function  
Possibility of 
preventing the use 
of the magnetic 
track brake  N/A Fitting/removal of 
the brake control 
allowing the 
activation/deactiva
tion of magnetic 
track brake  
4.2.4.8.3  Eddy 
current track brake  Eddy current track 
brake  N/A Fitting/removal of 
the eddy current 
track brake 
function  
Possibility of 
preventing the use 
of the eddy current 
track brake  N/A Fitting/removal of 
the brake control 
allowing the 
activation/deactiva
tion of eddy 
current track brake  
4.2.6.1.1
 Temperature  Temperature range  Change of 
temperature range 
(T1, T2, T3)  N/A 
4.2.6.1.2  Snow, ice 
and hail  Snow, ice and hail 
conditions  Change of the 
selected range 
‘snow, ice and hail’ 
(nominal or severe)  N/A EN 89  EN 4.2.8.2.2  Operation 
within range of voltages 
and frequencies  Energy supply 
system (voltage 
and frequency)  N/A Change of 
voltage(s)/frequen
cy(ies) of the 
energy supply 
system  
(AC 25 kV -50 Hz, 
AC 15 kV -16,7 
Hz, DC 3 kV, DC 
1,5 kV, DC 750 V, 
third rail, others)  
4.2.8.2.3
 Regenerative brake 
with energy to the 
overhead contact line  Regenerative brake  N/A Fitting/removal of 
regenerative brake 
function  
 Possibility of 
preventing the use 
of the regenerative 
brake when fitted  Fitting /removing the 
possibility of 
preventing the use 
of regenerative 
brake  N/A 
4.2.8.2.4  Maximum 
power and current from the 
overhead contact line  Applicable to 
Electric units with 
power higher than 
2 MW only:  
Power or current 
limitation function  Power or current 
limitation function 
fitted/removed  N/A 
4.2.8.2.5  Maximum 
current at standstill  Maximum current 
at standstill per 
pantograph for 
each DC system the 
vehicle is equipped 
for Change of the 
maximum current 
value by 50 A 
without exceeding 
the limit set  in this 
TSI 
 N/A 
Vehicle equipped 
with electric energy 
storage for traction 
purposes and 
equipped with the 
function of 
charging with OCL 
at standstill  Adding or removing 
the function  N/A 
4.2.8.2.9.1.1  Height of 
interaction with contact 
wires (RST level)  Height of 
interaction of 
pantograph with Change of height of 
interaction 
allowing/no longer N/A EN 90  EN contact wires (over 
top of rail)  allowing mechanical 
contact with one of 
the contact wires at 
heights above rail 
level between:  
4800 mm and 6500 
mm 
4500 mm and 6500 
mm 
5550 mm and 6800 
mm 
5600 mm and 6600 
mm 
4.2.8.2.9.2  Pantograph 
head geometry (IC level)  Pantograph head 
geometry  N/A Change of 
pantograph head 
geometry to or 
from one of the 
types defined in 
points 
4.2.8.2.9.2.1, 
4.2.8.2.9.2.2 or 
4.2.8.2.9 .2.3 
4.2.8.2.9.4.2  Contact 
strip material  Contact strip 
material  New contact strip as 
per 4.2.8.2.9.4.2(3)  N/A 
4.2.8.2.9.6  Pantograph 
contact force and dynamic 
behaviour  Mean contact force 
curve  Change requiring a 
new assessment of 
pantograph dynamic 
behaviour.  N/A 
4.2.8.2.9.7
 Arrangement of 
pantographs (RST level)  Number of 
pantograph and 
shortest distance 
between two 
pantographs  N/A Where the spacing 
of 2 consecutive 
pantographs in 
fixed or 
predefined 
formations of the 
assessed unit is 
reduced by means  
of removing a 
vehicle  
4.2.8.2.9.10  Pantograph 
lowering (RST level)  Automatic 
dropping device 
(ADD)  Automatic dropping 
device (ADD) 
function 
fitted/removed  N/A 
4.2.9.3.7 Derailment Presence of Fitting/removing of N/A EN 91  EN detection and prevention 
signal processing  derailment 
prevent ion and 
detection signal 
processing  prevention/detection 
function  
4.2.9.3.7a On -board 
derailment detection and 
prevention function  Presence of 
derailment 
prevention and 
detection function  Fitting/removing of 
prevention/detection 
function  N/A 
4.2.10.1.  General and 
categorisation  Fire safety category  N/A Change of fire 
safety category  
4.2.12.2.  General 
documentation — number 
of units in multiple 
operation  Maximum number 
of trainsets or 
locomotives 
coupled together in 
multiple oper ation.  N/A Change of 
maximum allowed 
number of 
trainsets or 
locomotives 
coupled together 
in multiple 
operation  
4.2.12.2.  General 
documentation – number of 
vehicles in a unit  For fixed 
formations only:  
Vehicles 
composing the 
fixed formation  N/A Change in t he 
number of 
vehicles 
composing the 
fixed formation  
(1) The rolling stock fulfilling one of the following conditions are deemed to be compatible 
with all rail inclinations:  
– Rolling stock assessed according to the specification referenced in Appendix J -1 
index [9]  
– Rolling stock assessed according to the specification referenced in Appendix J -1 
index [63]  (amended or not amended by ERA/TD/2012 -17/INT) or to the 
specification referenced in Appendix J -1 index [64] with the result, that there is no 
restriction  to one rail inclination  
– Rolling stock assessed according to the specification referenced in Appendix J -1 
index [63]  (amended or not amended by ERA/TD/2012 -17/INT) or to the 
specification referenced in Appendix J -1 index [64] with the result, that there is  a 
restriction to one rail inclination and a new assessment of the wheel -rail-contact test 
conditions based on real wheel - and rail profiles and measured track gauge show 
compliance with the requirements on wheel -rail-contact conditions of the 
specificatio n referenced in Appendix J -1 index [9].  
 
Table 17b  
Basic design characteristics related to basic parameters set out in the TSI  PRM  EN 92  EN 1. TSI point  2. Related 
basic design 
characteristic(s)  3. Changes impacting 
the basic design 
characteristic and not 
classified as defined by 
Article 21(12) , point (a), 
of Directive (EU) 
2016/797  4. Changes 
impacting the basic 
design characteristic and 
classified as defined by  
Article 21(12) , point (a), 
of Directi ve (EU) 
2016/797  
.2.2.11.
 Step 
position for 
vehicle access 
and egress  Platform heights 
for which the 
vehicle is 
designed  N/A Change of platform 
height the vehicle is 
compatible with  
 
(11)  In order to establish the EC type or design examination certificate, the notified 
body selected by the entity managing the change may refer to:  
(i) 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 subs ystem, as far as it is still valid;  
(ii) additional EC type or design examination certificate (amending the 
original certificate) for modified parts of the design that affect the 
conformity of the subsystem with the TSIs referred to in the certification 
framewo rk defined in point  7.1.3.1.1 .  
In case the validity period of the EC type or design examination certificate for 
the original type is limited to 7 years (due to the application of the former 
Phase A/B concept), the validity period of the EC type or design examination 
certificate for the modified type, type variant or type version shall be limited to 
14 years after the date of appointment of a notified body by the applicant for 
the initial rolling stock type (beginning of phase A of the original EC type or 
design examination certificate).  
(12) 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.  
(13) The updated technical documentati on, 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.  
7.1.2. 2a. Particular rules for rolling stock in operation not covered by an EC 
declaration of verification with a first authorisation for placing in service before 
1 January 2015  
In addition to point 7.1.2.2  the following rules apply to rolling stock in operatio n 
with a first authorisation for placing in service before 1  January 2015, where the 
scope of the change has an impact on basic parameters not covered by the EC 
declaration (if any) : EN 93  EN (2) (1) 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 
and, where reasonably pr acticable, 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 point 7.1.2.2 (5). This justification shall be 
included in the technical file, if any, or in the original technical documentation 
of the vehicle.  
(3) (2) The rule set out in point (1) is not applicable to changes to basic parameters 
classified as defined by Article 21(12) , point (a), of Directive (EU) 2016/797, 
as specified in Tables 17c and 17d . For those changes, compliance with th is 
TSI requirements is mandatory.  
 
Table 17c  
Changes to basic parameters for which compliance with TSI requirements is mandatory for 
rolling stock not holding an EC type or design examination certificate  
TSI point  Related basic design 
characteristic(s)  Changes impacting the basic design 
characteristic and classified as 
defined by Article 21(12) , point (a), 
of Directive (EU) 2016 /797 
4.2.3.1  Gauging  Reference profile  Change of reference profile the 
vehicle is conform to  
4.2.3.3.1  Rolling stock 
characteristics for the 
compatibility with train 
detection systems  Compatibility with 
train detection 
systems  Change of declared compatibility 
with one or more of the three 
following train detection systems:  
– Track circui ts 
– Axle counters  
– Loop equipment  
4.2.3.3.2  Axle bearing 
condition monitoring  On-board detection 
system  Fitting/Removal of declared on -
board detection system  
4.2.3.5.2.1.  Mechanical and 
geometric characteristics of 
wheelsets  Wheelset gauge  Change of track gauge the wheelset 
is compatible with  
4.2.3.5.2.3  Automatic 
variable gauge systems  Wheelset gauge 
changeover facility  Change of track gauge(s) the 
wheelset is compatible with  
4.2.8.2.3  Regenerative 
brake with energy to the 
overhead contact line  Regenerat ive brake  Fitting/removal of regenerative 
brake function  EN 94  EN  
Table 17d  
Changes to basic parameters of the TSI PRM for which compliance with TSI requirements is 
mandatory for rolling stock not holding an EC type or design examination certificate  
TSI point  Related basic design 
characteristic(s)  Changes impacting the basic design 
characteristic and classified as 
defined by Article 21(12) , point (a), 
of Directive (EU) 2016/797  
4.2.2.11.  Step 
position for vehicle 
access and egress  Platform heights for 
which th e vehicle is 
designed  Change of platform height the vehicle 
is compatible with  
 
7.1.2.2b.  Particular rules for vehicles modified to test performance or 
reliability of technological innovations for a limited period of time  
(1) The following rules apply, in addition to point  7.1.2.2, in case of modifications 
to single authorised vehicles for the purpose of testing the performance and 
reliability of technological innovations for a fixed period of time not longer 
than 1 year. They don't apply if the same modifications are made to several 
vehicles.  
(2) The compliance with technical requirements of this TSI is deemed established 
when a basic parameter is kept unchanged or improved in the direction of the 
TSI defined performance and th e entity managing the change demonstrates that 
the corresponding essential requirements are met and the safety level is 
maintained and, where reasonably practicable, improved.  
7.1.3.  Rules related to the EC type or design examination certificates.  
7.1.3.1.  Rolling stock subsystem  
7.1.3.1.1 Definitions  
(1) Initial assessment framework  
The initial assessment framework is the set of TSIs (i.e. this TSI, TSI  NOI and TSI  
PRM ) applicable at the beginning of the design phase when the notified body is 
contracted by  the applicant.  
(2) Certification framework  
The certification framework is the set of TSIs (i.e. this TSI, the TSI NOI and the TSI  
PRM ) applicable at the time of issuing the EC type or design examination certificate. 
It is the initial assessment framework  amended with the revisions of TSIs that came 
into force during the design phase.  
(3) Design phase  
The design phase is the period starting once a notified body, which is responsible for 
EC verification, is contracted by the applicant and ending when the EC  type or 
design examination certificate is issued.  EN 95  EN A design phase can cover a type and one or several type variant(s) and type 
version(s). For all type variant(s) and type version(s), the design phase is considered 
as starting at the same time as for the m ain type.  
(4) Production phase  
The production phase is the period during which rolling stock subsystems may be 
placed on the market on the basis of an EC declaration of verification referring to a 
valid EC type or design examination certificate.  
(5) Rollin g stock in operation :  
Rolling stock is in operation when it is registered with ‘Valid’ registration code ‘00’, 
in the National Vehicle Register in accordance with Commission Decision 
2007/756/EC * or in the European Vehicle Register in accordance with Comm ission 
Implementing Decision (EU) 2018/1614 ** and maintained in a safe state of running 
in accordance with Commission Implementing Regulation (EU) 2019/779 ***. 
7.1.3.1.2 Rules related to the EC type or design examination certificate  
(1) The notified body s hall issue the EC type or design examination certificate 
referring to the certification framework  
(2)  When a revision of this TSI or of the TSI NOI or the TSI PRM comes into 
force during the design phase, the notified body shall issue the EC type or 
desig n examination certificate according to the following rules:  
(i) For changes in the TSIs that are not referenced in appendix L, 
conformity with the initial assessment framework leads to conformity to 
the certification framework. The Notified Body shall issue t he EC type or 
design examination certificate referring to the certification framework 
without additional assessment.  
(ii) For changes in the TSIs that are referenced in appendix L, their 
application is mandatory according to the transition regime defined in the  
appendix. During the defined transition period, the Notified Body may 
issue the EC type or design examination certificate referring to the 
certification framework without additional assessment. The Notified 
Body shall list in the EC type or design examina tion certificate all the 
point s assessed according to the initial assessment framework.  
(3)  When several revisions of this TSI or of the TSI NOI or the TSI PRM come 
into force during the design phase, point  (2) shall apply to all revisions 
successively  
(4) It is always permissible (but not mandatory) to use a most recent version of 
any TSI, either totally or for particular point s, unless explicitly otherwise 
specified in the revision of these TSIs; in case of application limited to 
particular point s, the applicant has to justify and document that applicable 
requirements remain consistent, and this has to be approved by the notified 
body.  
7.1.3.1.3 Validity of the EC type or design examination certificate  
(1) When a revision of this TSI or of the TSI NOI or the TSI PRM comes into 
force,  the EC type or design examination certificate for the subsystem  remains 
valid unless it is required to be revised according to the specific transition 
regime of a TSI change.  EN 96  EN (2) Only the changes to the TSIs with a specific transition regime can apply to 
Rolling Stock in production phase or to Rolling Stock in operation.  
7.1.3.2. Interoperability constituents  
(1) This point  concerns an interoperability constituent which is subject to type or 
design examination or to suitabili ty for use.  
(2) Unless otherwise explicitly specified in the revision of this TSI or of the TSI 
NOI or the TSI PRM, the type or design examination or suitability for use 
remains valid even if a revision of these TSIs en ters into force.  
During this time, new constituents of the same type are permitted to be placed 
on the market without a new type assessment.  
7.1.4. Rules for the extension of the area of use for rolling stock having an 
authorisation in accordance with Directive 2008/57/EC or in operation be fore 19 
July 2010  
(1) In the absence of full conformity with this TSI, point 2 applies to rolling stock 
that fulfils the following conditions when requesting the extension of its area 
of use in accordance with Article 21(13) of Directive (EU) 2016/797:  
(a) it has been authorised in accordance with Directive 2008/57/EC or put 
in operation before 19 July 2010;  
(b) it is registered with ‘Valid’ registration code ‘00’, in the National 
Vehicle Register in accordance with Decision 2007/756/EC or in the 
European Vehicle Register in accordance with Implementing Decision 
(EU) 2018/1614 and maintained in a safe state of running in accordance 
with Implementing Regulation (EU) 2019/779.  
The following provisions for extension of area of use apply also in 
combination wit h a new authorisation as defined in Article 14(3) , point (a), of 
Implementing Regulation (EU) 2018/545.  
(2) Authorisation for an extended area of use of the rolling stock referred to in 
point 1 shall be based on the existing authorisation, if any, and on t he technical 
compatibility between the rolling stock and the network in accordance with 
point (d) of Article 21(3) of Directive (EU) 2016/797 and compliance  with the 
Basic Design Characteristics of Table s 17a and 17b , taking into account any 
restrictions or limitations.  
The applicant shall provide an ‘EC declaration of verification’ accompanied by 
technical files giving evidence of compliance with the requirements set out in 
this TSI, or with provisions having equivalent effect, for each basic parameter 
referred to in column 1 of Tables 17a and 17b and with the following point s of 
this TSI:  
(i) 4.2.4.2.2, 4.2.5.5.8, 4.2.5.5.9, 4.2.6.2.3, 4.2.6.2.4, 4.2.6.2.5, 4.2.8.2.7, 
4.2.8.2.9.8 (when running through phase or system separation sections 
is managed automatical ly), 4.2.9.3.1, 4.2.9.6, 4.2.12 and 4.2.12.6  
(ii) 4.2.5.3 in Italy  
(iii) 4.2.5.3.5 and 4.2.9.2.1 in Germany  
through one or a combination of the following:  
(a) compliance with requirements set out in this TSI;  EN 97  EN (b) compliance with corresponding requirements set out in a previous TSI;  
(c) compliance with alternative specifications deemed to have equivalent 
effect;  
(d) evidence that the requirements for technical compatibility with the 
network of the extended area of use are equivalent to the requirements 
for technical co mpatibility with the network for which the rolling stock 
is already authorised or in operation. Such evidence shall be provided by 
the applicant and may be based on the information of the register of 
railway infrastructure (RINF).  
(3) The equivalent effect  of alternative specifications to the requirements of this 
TSI (point 2(c)) and the equivalence of requirements for technical 
compatibility with the network (point 2(d)) shall be justified and documented 
by the applicant by applying the risk management pro cess set out in Annex I of 
Regulation (EU) No 402/2013. The justification has to be assessed and 
confirmed by an assessment body (CSM RA).  
(4) In addition to the requirements mentioned referred to in point (2) above and 
where applicable, the applicant shal l provide an ‘EC declaration of 
verification’ accompanied by technical files giving evidence of compliance 
with the following:  
(a) specific cases relating to any part of the extended area of use, listed in 
this TSI, the TSI NOI, the TSI PRM  and the TSI CC S; 
(b) the national rules referred to in Article 13(2) , points (a), (c) and (d), of 
Directive (EU) 2016/797 as notified in accordance with Article 14 of that 
Directive.  
(5) The authorising entity shall make publicly available through the Agency 
website det ails of the alternative specifications referred to in point 2(c) and  of 
the requirements for technical compatibility with the network referred to in 
point 2(d) on the basis of which it granted authorisations for the extended area 
of use.  
(6) Where an autho rised vehicle benefited from non -application of TSIs or part of 
them pursuant to Article 9 of Directive 2008/57/EC, the applicant shall seek 
derogation(s) in the Member States of the extended area of use in accordance 
to Article 7 of Directive (EU) 2016/79 7. 
(7) In accordance with Article 54(2) of Directive (EU) 2016/797, coaches used 
under Regolamento Internazionale Carrozze  (RIC) shall be deemed authorised 
in accordance with the conditions under which they were used, including the 
area of use where they a re operated. Following a change which requires a new 
authorisation for placing on the market in accordance with Article 21(12) of 
Directive (EU) 2016/797, coaches accepted under the latest RIC agreement 
shall conserve the area of use in which they were ope rating without further 
checks on the unchanged parts.  
7.1.5. Pre fitment requirements for new rolling stock design where ETCS is not yet 
installed   
(1)  Context: This case applies to newly developed vehicle design where ETCS on -
board is not yet installed w ith the aim to have rolling stock subsystem ready 
when ETCS will be installed.  EN 98  EN (2)  The following requirements apply to newly developed vehicle designs 
requiring a first authorisation as defined in Article 14 of Implementing 
Regulation 2018/545:  
(a)  Comp liance with the requirements related to train interface functions as 
mentioned in basic parameters that refers to Index 7 of TSI CCS (see 
column 1 and 2 of Table 9 ).  
(b)  Description of train interface functions implemented including 
specification of inte rfaces and protocols of communication shall be 
documented in the technical documentation described in point  
4.2.12.2(17) .  
(c) A space shall be available for installation of ETCS on -board 
equipments defined in TSI CCS (e.g ETCS DMI, antennas, etc.). The 
conditions for installation of equipments must be documented in the 
technical documentation described in point  4.2.12.2(17) .  
(3)  The Notified Body in charge of EC verification for the Rolling Stock 
subsystem shall verify that the documentation requested i n point  4.2.12.2(17) , 
is provided.  
(4)  When ETCS on -board is installed, the assessment of the integration of the 
interface functions in the vehicle is part of the EC verification for the CCS on -
board subsystem in accordance with point  6.3.3 of TSI CCS.  
_________  
* Commission Decision 2007/756/EC of 9 November 2007 adopting a common 
specification of the national vehicle register provided for under Articles 14(4) and (5) 
of Directives 96/48/EC and 2001/16/EC (OJ L 305, 23.11.2007, p. 30).  
** Commission Imp lementing Decision (EU) 2018/1614 of 25 October 2018 laying 
down specifications for the vehicle registers referred to in Article 47 of Directive 
(EU) 2016/797 of the European Parliament and of the Council and amending and 
repealing Commission Decision 2007 /756/EC (OJ L 268, 26.10.2018, p. 53).  
*** Commission Implementing Regulation (EU) 2019/779 of 16 May 2019 laying 
down detailed provisions on a system of certification of entities in charge of 
maintenance of vehicles pursuant to Directive (EU) 2016/798 of the European 
Parliament and of the Council and repealing Commission Regulation (EU) No 
445/2011 (OJ L 139I , 27.5.2019, p. 360). ”; 
(163)  point 7.3.2. is replaced by the following : 
“7.3.2.  List of specific cases  
7.3.2.1. Mechanical interfaces (4.2.2.2)  
Specific c ase Ireland and  the United Kingdom in respect of Northern Ireland  (‘P’)  
End coupling, height above rail (clause 4.2.2.2.3) . 
A.1 Buffers  
The height of the centre line of the buffers shall be in the range 1090 mm (+ 5/ – 80 
mm) above rail level in all loading  and wear conditions.  
A.2 Screw coupling  EN 99  EN The height of the centre line of the draw hook shall be in the range 1070 mm (+ 25/ – 
80 mm) above rail level in all loading and wear conditions.  
7.3.2.2. Gauging (4.2.3.1)  
Specific case Ireland and  the United Kingdom in respect of Northern Ireland  (‘P’)  
It is permissible for the reference profile of the upper and the lower part of the unit to 
be established in accordance with the national technical rules notified for this 
purpose.  
7.3.2.3.  Rolling stock require ments for compatibility with trackside equipment 
(4.2.3.3.2.2)  
Specific case Finland (‘P’)  
For rolling stock intended to be used on Finnish network (1524 mm track gauge) 
which depends on track side equipment for axle bearing condition monitoring, the 
targe t areas on the underside of an axle box that shall remain un -obstructed to permit 
observation by a trackside HABD shall use dimensions as defined in EN 15437 -
1:2009, and replace the values by the following:  
System based on trackside equipment:  
The dimensio ns in point s 5.1 and 5.2 of EN 15437 -1:2009 are replaced respectively 
by the following dimensions. There are two different target areas (I and II) including 
their prohibitive and measuring zones defined:  
Dimensions for the target area I:  
(i) WTA, greater than or equal to 50 mm  
(ii) LTA, greater than or equal to 200 mm  
(iii) YTA shall be 1045 mm to 1115 mm  
(iv) WPZ, greater than or equal to 140 mm  
(v) LPZ, greater than or equal to 500 mm  
(vi) YPZ shall be 1080 mm ± 5 mm  
Dimensions for the target area II:  
(i) WTA, greater than or equal to 14  mm 
(ii) LTA, greater than or equal to 200 mm  
(iii) YTA shall be 892 mm to 896 mm  
(iv) WPZ, greater than or equal to 28 mm  
(v) LPZ, greater than or equal to 500 mm  
(vi) YPZ shall be 894 mm ± 2 mm  
Specific case France (‘P’)  
This specific case is applicable to all units which are n ot fitted with on -board axle 
bearing condition monitoring equipment.  
Point s 5.1 and 5.2 of standard EN 15437 -1 apply with the following specificities. 
The notations are the ones used in picture 3 of standard.  
(i) WTA = 70 mm  EN 100  EN (ii) YTA = 1092,5 mm  
(iii) LTA = Vmax x 0,56 ( Vmax being the maximal line speed at the level of 
HABC, expressed in km/h) ».  
Specific case Ireland and  the United Kingdom in respect of Northern Ireland  (‘P’)  
Rolling stock that depends on track side equipment for axle bearing condition 
monitoring, shall meet the following the target areas on the underside of an axle box 
(dimensions as defined in EN 15437 -1:2009):  
 
Table 18  
Target area  
 YTA [mm]  WTA [mm]  LTA [mm]  YPZ [mm]  WPZ [mm]  LPZ [mm]  
1600 
mm 1110 ± 2  ≥ 70 ≥ 180  1110 ± 2  ≥ 125  ≥ 500  
 
Specific case  Sweden (‘T1’)  
This specific case is applicable to all units which are not fitted with on -board axle 
bearing condition monitoring equipment and are intended for operation on lines with 
non-upgraded axle bearing detectors. These lines are indicated in the i nfrastructure 
register as being non -TSI compliant in this respect.  
The two zones underneath the axle box/journal set out in table below referring to the 
parameters of the standard EN 15437 -1:2009 shall be free to facilitate vertical 
monitoring by trackside  axle box detection system:  
 
Table 19  
Target and prohibitive zone for units intended to be operated in Sweden  
 YTA [mm]  WTA [mm]  LTA [mm]  YPZ [mm]  WPZ [mm]  LPZ [mm]  
System 1  862 ≥ 40 whole  862 ≥ 60 ≥ 500  
System 2  905 ± 20  ≥ 40 whole  905 ≥ 100  ≥ 500  
 
The compatibility with these systems shall be set out in the technical file for the 
vehicle.  
7.3.2.4. Internal air quality (4.2.5.8)  
Specific case Channel Tunnel (‘P’)  
Passenger vehicles: passenger trains must have systems in place to provide 
ventilation capable of ensuring CO2 levels remain under 10,000ppm for at least 90 
minutes in the event of a failure of traction systems.  EN 101  EN  
7.3.2.5.  Running dynamic behaviour (4.2.3.4.2, 6.2.3.4)  
Specific case Finland (‘P’)  
The following modifications to the running dyn amic behaviour point s of the TSI 
applies to vehicle to be operated solely on Finnish 1524 mm network:  
(i) Test zone 4 is not applicable for running dynamic testing.  
(ii) Mean value of curve radius of all track sections for test zone 3 shall be 550 ± 
50 metres for r unning dynamic testing.  
(iii) Track quality parameters in running dynamics testing shall be according to 
RATO 13 (Track inspection).  
(iv)  Measuring methods are according to EN 13848:2003+A1.  
Specific case Ireland and the United Kingdom in respect of Northern Ireland  (‘P’)  
For technical compatibility with the existing network it is permissible to use notified 
national technical rules for the purpose of assessing running dynamic behaviour.  
Specific case Spain (‘P’)  
For rolling stock intended to be used on 1668 mm track  gauge, the quasi -static 
guiding force Yqst limit value shall be evaluated for curve radii  
250 m ≤ Rm < 400 m.  
The limit value shall be: (Yqst)lim = 66 kN.  
For the normalisation of the estimated value to the radius Rm = 350 m according to 
point  7.6.3.2.6 ( 2) of EN 14363:2016, the formula ‘Ya,nf,qst = Ya,f,qst – (10500 
m/Rm – 30) kN’ shall be replaced by ‘Ya,nf,qst = Ya,f,qst – (11550 m/Rm – 33) 
kN’. 
Values of cant deficiency can be adapted to 1668 mm track gauge by multiplying the 
corresponding 1435 mm para meter values by the following conversion factor: 
1733/1500.  
7.3.2.5a  Structural design of bogie frame (4.2.3.5.1)  
Specific case Spain (‘P’)  
For bogies designed to run on 1 668 mm track gauge, alpha and beta parameters shall 
be considered as 0,15 and 0,35 r espectively in conformity with the specification 
referenced in Appendix J -1, Index [11] [Annex F of EN 13749]  
7.3.2.6.  Mechanical and geometric characteristics of wheelset and wheel 
(4.2.3.5.2.1 and 4.2.3.5.2.2)  
Specific case Estonia, Latvia, Lithuania and  Poland for 1520 mm system (‘P’)  
The geometrical dimensions of the wheels as defined in Figure 2 shall be compliant 
with limit values specified in the Table 20.  
 
Table 20  
In-service limits of the geometric dimensions of wheel  EN 102  EN Designation  Wheel diameter D  
(mm)  Minimum value 
(mm)  Maximum value 
(mm)  
Width of the rim (B R + 
Burr)  400 ≤ D ≤ 1220  130 146 
Thickness of the flange 
(Sd) 21 33 
Height of the flange (S h) 28 32 
 
Specific case Finland (‘P’)  
The minimum wheel diameter shall be taken as 400 mm.  
For rolling stock to be used in traffic between Finnish 1524 network and a third 
country 1520 network, it is allowed to use special wheelsets designed to 
accommodate the differences in track gauges.  
Specific case Ireland (‘P’)  
The geometrical dimensions of the  wheels (as defined in Figure 2) shall be compliant 
with limit values specified in the Table 21:  
 
Table 21  
In-service limits of the geometric dimensions of wheel  
 Designation  Wheel 
diameter D 
(mm)  Minimum value 
(mm)  Maximum value 
(mm)  
1600 
mm Width of the rim (B R) (with 
maximum BURR of 5 mm)  690 ≤ D ≤ 
1016  137 139 
Thickness of the flange (S d)  690 ≤ D ≤ 
1016  26 33 
Height of the flange (S h)  690 ≤ D ≤ 
1016  28 38 
Face of the flange (q R)  690 ≤ D ≤ 
1016  6,5 — 
 
Specific case for the United Kingdom in  respect of Northern Ireland  (‘P’)  
The geometrical dimensions of the wheelsets and the wheels (as defined in Figure 1 
and 2) shall be compliant with limit values specified in the Table 22:  
 EN 103  EN Table 22  
In-service limits of the geometric dimensions of wheelse ts and wheel  
 Designation  Wheel 
diameter D 
(mm)  Minimum value 
(mm)  Maximum 
value (mm)  
1600 
mm Front -to-front dimension (SR)  
SR = AR + Sd, left + Sd, right  690 ≤ D ≤ 
1016  1573  1593,3  
Back to back distance (AR)   690 ≤ D ≤ 
1016  1521  1527,3  
Width of the rim (BR)  
(with maximum BURR of 5 
mm)   690 ≤ D ≤ 
1016  127 139 
Thickness of the flange (Sd)   690 ≤ D ≤ 
1016  24 33 
Height of the flange (S h) 690 ≤ D ≤ 
1016  28 38 
Face of the flange (q R)  690 ≤ D ≤ 
1016  6,5 — 
 
Specific case Spain for 1668 mm track gauge  (‘P’)  
The minimum value of thickness of the flange (Sd) for wheel diameter D ≥ 840 mm 
shall be taken as 25 mm.  
For wheel diameters 330 mm ≤ D < 840 mm, the minimum value shall be taken as 
27,5 mm.  
7.3.2.6a.  Minimum curve radius (4.2.3.6)  
Specific case Ire land (‘P’)  
In the case of track gauge system 1600 mm, the minimum curve radius to be 
negotiated shall be 105 m for all units.  
7.3.2.7  Not used  
7.3.2.8.  Aerodynamic effects (4.2.6.2)  
Specific case Italy (‘P’)  
Maximum pressure variations in tunnels (4.2.6.2. 3): 
For unrestricted operation on the existing lines taking into account the numerous 
tunnels with a cross section of 54 m2 which are traversed at 250 km/h, and those 
with a cross section of 82,5 m2 and traversed at 300 km/h, units of maximum design EN 104  EN speed higher than or equal to190 km/h shall conform to the requirements set out in 
the Table 23.  
 
Table 23  
Requirements for interoperable train in a solo run in a non -inclined tube -like tunnel  
 Gauge  Reference Case  Criteria for the Reference 
Case  Allowed 
maximum 
speed 
[km/h]  Vtr 
[km/h]  Atu 
[m2] ΔpN 
[Pa] ΔpN + 
ΔpFr 
[Pa] ΔpN + 
ΔpFr + 
ΔpT 
[Pa] 
Vtr,max < 
250 km/h  GA or 
smaller  200 53,6 ≤ 1750  ≤ 3000  ≤ 3700  ≤ 210  
GB 200 53,6 ≤ 1750  ≤ 3000  ≤ 3700  ≤ 210  
GC 200 53,6 ≤ 1750  ≤ 3000  ≤ 3700  ≤ 210  
Vtr,max < 
250 km/h  GA or 
smaller  200 53,6 ≤ 1195  ≤ 2145  ≤ 3105  < 250  
GB 200 53,6 ≤ 1285  ≤ 2310  ≤ 3340  < 250  
GC 200 53,6 ≤ 1350  ≤ 2530  ≤ 3455  < 250  
Vtr,max ≥ 
250 km/h  GA or 
smaller  250 53,6 ≤ 1870  ≤ 3355  ≤ 4865  250 
Vtr,max ≥ 
250 km/h  GA or 
smaller  250 63,0 ≤ 1460  ≤ 2620  ≤ 3800  > 250  
GB 250 63,0 ≤ 1550  ≤ 2780  ≤ 4020  > 250  
GC 250 63,0 ≤ 1600  ≤ 3000  ≤ 4100  > 250  
 
If a vehicle does not fulfil the values specified in the table above (e.g. TSI compliant 
vehicle), operating rules (e.g. speed restrictions) may apply.  
7.3.2.8.a.  Lamp controls (4.2.7.1.4)  
Specific case France, Luxembourg, Belgium , Spain, Sweden  (T0) 
It shall be possible for the driver to activate the head lamps in flashing/blinking mode 
to inform of an emergency situation.  
7.3.2.9.  Not used  
7.3.2.10.  Not used  EN 105  EN 7.3.2.11  Operation within range of voltages and frequencies (4.2.8.2.2)  
Specific case Estonia (‘T1’)  
Electric units designed to be operated on DC 3,0 kV lines shall be able to operate 
within the ranges of voltages and frequencies as set out in the TSI ENE point 
7.4.2.1.1.  
Specific case France (‘T2’)  
To avoid restrictions of use, electric units designed to be operated on DC 1,5 kV or 
AC 25 kV lines shall comply with the characteristics described in the register of 
infrastructure (parameter  1.1.1.2.2.1.3).  The maximum current at standstill per 
pantograph (point 4.2.8.2.5 ) allowed on DC 1,5 kV existing lines may be lower than 
the limit values as set out in the TSI ENE point 4.2. 5; the current at standstill per 
pantograph shall be limited acc ordingly on electric units designed to be operated on 
these lines.  
Specific case Latvia (‘T1’)  
Electric units designed to be operated on DC 3,0 kV lines shall be able to operate 
within the ranges of voltages and frequencies as set out in the TSI ENE point  
7.4.2.4.1 . 
7.3.2.12.  Use of regenerative brakes (4.2.8.2.3)  
Specific case Belgium (‘T1’)  
For technical compatibility with the existing system, the maximum voltage 
regenerated to the catenary (Umax2 according to EN 50388:2012 point 12.1.1) on 3 
kV network s hall not be higher than 3,8 kV.  
Specific case Czech Republic (‘T’)  
For technical compatibility with the existing system, the maximum voltage 
regenerated to the catenary (Umax2 according to EN 50388:2012 point 12.1.1) on 3 
kV network shall not be higher than 3,55 kV.  
Specific case Sweden (‘T’)  
For technical compatibility with the existing system, the maximum voltage 
regenerated to the catenary (Umax2 according to EN 50388:2012 point 12.1.1) on 15 
kV network shall not be higher than 17,5 kV.  
7.3.2.13.  Heig ht of interaction with contact wires (RST level) (4.2.8.2.9.1.1)  
Specific case The Netherlands (‘T0’)  
For unrestricted access to the 1500 V DC lines, the maximum height of pantograph 
shall be limited to 5 860 mm.  
7.3.2.14. Pantograph head geometry (4.2.8.2 .9.2) 
Specific case Croatia  
For operation on the existing network 3 kV DC system, it is allowed to equip electric 
units with a pantograph having a head geometry of length 1450 mm as depicted in 
EN 50367:2012, Annex B.2 figure B.1 (as alternative to require ment in point 
4.2.8.2.9.2 ).  
Specific case Finland  (‘T1’)  EN 106  EN For technical compatibility with the existing network, the width of the pantograph 
head shall not exceed 0.422 metres.  
Specific case France (‘T2’)  
For operation on the existing network, in particula r on lines with catenary system 
only compatible with narrow pantograph, and for operation in France and 
Switzerland, it is allowed to equip electric units with a pantograph having a head 
geometry of length 1450 mm as depicted in EN 50367:2012, Annex B.2 fi gure B.1 
(as alternative to requirement in point  4.2.8.2.9.2 ).  
Specific case Italy (‘T0’)  
For operation on the existing network 3 kV DC system (and additionally in 
Switzerland on 15 kV AC system), it is allowed to equip electric units with a 
pantograph having a head geometry of length 1450 mm as depicted in EN 
50367:2012, Annex B.2 figure B.1 ( as alternative to requirement in point  4.2.8.2.9.2 
). 
Specific case Portugal (‘T0’)  
For operation on the existing network 25 kV 50 Hz system, it is allowed to equip 
electric units with a pantograph having a head geometry of length 1450 mm as 
depicted in EN 50367:2012, Annex B.2 figure B.1 (as alternative to requirement in 
point  4.2.8.2.9. 2 ). 
For operation on the existing network 1,5 kV DC system, it is allowed to equip 
electric units with a pantograph having a head geometry of length 2180 mm as 
depicted in national rule notified for this purpose (as alternative to requirement in 
point  4.2.8.2.9.2 ).  
Specific case Slovenia (‘T0’)  
For operation on the existing network 3 kV DC system, it is allowed to equip electric 
units with a pantograph having a head geometry of length 1450 mm as depicted in 
EN 50367:2012, Annex B.2 figure B.1 (as alternat ive to requirement in point 
4.2.8.2.9.2).  
Specific case Sweden (‘T1’)  
For operation on the existing network, it is allowed to equip electric units with a 
pantograph having a head geometry of length 1800 mm as depicted in EN 
50367:2012, Annex B.2 figure B.5  (as alternative to requirement in point 4.2.8.2.9.2 
). 
7.3.2.15.  Contact strip material (4.2.8.2.9.4.2)  
Specific case France (‘P’)  
The metallic content of the carbon contact strips is allowed to be increased up to 60 
% by weight where used on 1500 V DC li nes. 
7.3.2.16.  Pantograph contact force and dynamic behaviour (4.2.8.2.9.6)  
Specific case France (‘T2’)  
For technical compatibility with the existing network, electric units intended to be 
operated on DC 1,5 kV lines shall, in addition to the requirement o f point 4.2.8.2.9.6 
, be validated with consideration of a mean contact force in the following range: 70 
N < Fm< 0,00178*v2 + 110 N with a value of 140 N at standstill.  EN 107  EN The conformity assessment procedure (simulation and/or test according to points 
6.1.3.7  and 6.2.3.20 ) shall take into account the following environmental conditions:  
 
— summer 
conditions  : ambient temperature ≥ 35 °C; contact wire temperature > 50 
°C for simulation.  
— winter conditions  : ambient temperature 0 °C; contact wire temperature 0 °C for 
simulation.  
 
Specific case Sweden (‘T1’)  
For technical compatibility with the existing network in Sweden, the static contact 
force of the pantograph shall fulfil the requirements in EN 50367:2012 Annex B 
Table B3 column SE (55 N). The compatibili ty with these requirements shall be set 
out in the technical file for the vehicle.  
Specific case Channel tunnel (‘P’)  
For technical compatibility with existing lines, the verification at interoperability 
constituent level ( point s 5.3.10 and 6.1.3.7 ) shall  validate capability of the 
pantograph to collect current for the additional range of contact wire heights between 
5920 mm and 6020 mm.  
7.3.2.17.  Not used  
7.3.2.18.  Not used  
7.3.2.19  Not used  
7.3.2.20  Fire safety and evacuation (4.2.10)  
Specific case Italy  (‘T0’)  
Additional specifications for units intended to be operated in the existing Italian 
tunnels are detailed below.  
Fire detection systems (points 4.2.10.3.2 and 6.2.3.23)  
In addition to the areas specified in point 6.2.3.23 , fire detection systems sh all be 
installed in all passenger and train staff areas.  
Fire containment and control systems for passenger rolling stock (point 4.2.10.3.4)  
In addition to requirements of the point 4.2.10.3.4, units of category A and B 
passenger rolling stock shall be equipped with active Fire Containment and Control 
Systems.  
Fire Containment and Control Systems shall be assessed according to the notified 
National Rules about fire automatic extinguishing systems.  
In addition to the requirements specified in point 4.2.10 .3.4 , the units of category A 
and B passenger rolling stock shall be equipped with automatic fire extinguishing 
systems in all technical areas.  
Freight locomotives and freight self -propelling units: fire spreading protection 
measures (point 4.2.10.3.5) an d running capability (point 4.2.10.4.4)  EN 108  EN In addition to the requirements specified in point 4.2.10.3.5 , freight locomotives and 
freight self -propelling units shall be equipped with fire automatic extinguishing 
systems in all technical areas.  
In addition to  the requirements specified in point 4.2.10.4.4 , freight locomotives and 
freight self -propelling units shall have a running capability equivalent to that of 
category B passenger rolling stock.  
Review clause:  
At the latest by 31  July 2025, the Member State  shall deliver to the Commission a 
report on possible alternatives to the above additional specifications, in order to 
remove or significantly reduce the constraints on rolling stocks caused by the non -
compliance of the tunnels with the TSIs.  
7.3.2.21  Runn ing capability (4.2.10.4.4) and fire containment and control 
system (4.2.10.3.4)  
Specific case Channel Tunnel (‘P’)  
Passenger rolling stock intended to be operated in the Channel Tunnel shall be of 
category B, considering the length of the tunnel.  
Due to t he lack of firefighting points with safe area (see TSI SRT, point 4.2.1.7) 
amendments to the following point s of this TSI apply:  
 point 4.2.10.4.4 (3):  
The running capability of a Passenger rolling stock intended to be operated in the 
Channel Tunnel shall b e demonstrated by application of the specification referenced 
in Appendix J -1, index [33], in which the system functions impacted by a ‘type 2’ 
fire shall be braking and traction; these functions shall be assessed in the following 
conditions:  
– for a duratio n of 30 minutes at a minimum speed of 100 km/h, or  
– for a duration of 15 minutes at a minimum speed of 80 km/h (according 
to point 4.2.10.4.4) under the condition specified in the national rule 
notified by the Channel tunnel safety authority for this purpos e. 
 point 4.2.10.3.4 (3) & (4):  
Where the running capability is specified for a duration of 30 minutes 
according to the point above, the fire barrier between the driver's cab and the 
compartment to the rear of it (assuming the fire starts in the rear compar tment) 
shall satisfy requirements for integrity for a minimum of 30 minutes (instead of 
15 minutes).  
Where the running capability is specified for a duration of 30 minutes 
according to the point above, and for passenger vehicles that do not allow the 
exit of passengers at both ends (no through route), measures to control the 
spread of heat and fire effluents (full cross section partitions or other FCCS, 
fire barriers between combustion engine/electrical supply/traction equipment 
and passenger/staff areas) s hall be designed for a minimum of 30 minutes fire 
protection (instead of 15 minutes).  
7.3.2.22.  Interface for toilet discharge (4.2.11.3)  
Specific case Finland (‘P’)  EN 109  EN Alternatively to, or in addition to what is specified in point  4.2.11.3 , it is allowed to  
install connections for toilet discharge and for rinsing of the sanitary discharge tanks, 
compatible with the track side installations on the Finnish network in accordance 
with figure AI1.  
Figure AI 1. Emptying connections for toilet tank  
 
 
 
Quick connector SFS 4428, connector part A, size DN80  
Material: acid -proof stainless steel  
Sealing on the counter -connector's side.  
Specific definition in the standard SFS 4428  
7.3.2.23  Interface for water refilling (4.2.11.5)  
Specific case Finland (‘P’)  
Alterna tively to, or in addition to what is specified in point 4.2.11.5 , it is allowed to 
install water filling connections compatible with the track side installations on the 
Finnish network in accordance with Figure AII1.  
Figure A II1 The water filling adapter s 
 
 
EN 110  EN Type: Connector C for fire fighting NCU1  
Material: brass or aluminium  
Specific definition in the standard SFS 3802 (sealing defined by each connector 
manufacturer).  
Specific case Ireland and the United Kingdom in respect of Northern Ireland  (‘P’)  
Alternatively to, or in addition to what is specified in point 4.2.11.5 , it is allowed to 
install a nozzle type water refilling interface. This nozzle type refilling interface must 
fulfil the requirements of the national technical rules notified for the purpo se. 
7.3.2.24  Special requirements for stabling of trains (4.2.11.6)  
Specific case Ireland and the United Kingdom in respect of Northern Ireland  (‘P’)  
Shore supply of electrical power to stabled trains must fulfil the requirements of the 
national technical rules notified for the purpose  
7.3.2.25  Refuelling equipment (4.2.11.7)  
Specific case Finland (‘P’)  
In order to be able to be refuelled on the Finnish network, the fuel tank of units with 
a diesel filling interface has to be equipped with the over flow con troller according to 
standards SFS 5684 and SFS 5685.  
Specific case Ireland and the United Kingdom in respect of Northern Ireland  (‘P’)  
The refuelling equipment interface must fulfil the requirements of the national 
technical rules notified for the purpose . 
7.3.2.26  Rolling stock originated from third country (general)  
Specific case Finland  
(‘P’) The application of national technical rules instead of the requirements in this 
TSI is allowed for third countries' rolling stock to be used on the Finnish 1524 
network in traffic between Finland and 3rd countries 1520 network . 
7.3.2.27  Not used. ”. 
(164)  Point  7.4 is replaced as follows:  
7.4 Specific environmental conditions  
Specific conditions Austria  
Unrestricted access in Austria under winter conditions is granted if  the following 
conditions are met:  
– The additional capability of the obstacle deflector to remove snow as 
specified for snow, ice and hail severe conditions in point  4.2.6.1.2  shall 
be provided.  
– Locomotives and power head units shall be provided with sandi ng 
system . 
Specific conditions Bulgaria  
Unrestricted access in Bulgaria under winter conditions is granted if the following 
condition is met:  
– Locomotives and railcars shall be equipped with sanding system . EN 111  EN Specific conditions Croatia  
Unrestricted access in  Croatia under winter conditions is granted if the following 
condition is met:  
– Traction vehicles and vehicles with a driving cab shall be equipped with 
sanding system.  
Specific conditions Estonia  Latvia, Lithuania  
For unrestricted access of rolling stock o n the Estonia n, Latvian, Lithuanian  network 
under winter conditions, it shall be demonstrated that the rolling stock meets the 
following requirements:  
– Temperature zone T2 as specified in point  4.2.6.1.1  shall be selected.  
– Snow, ice and hail severe conditi ons as specified in point  4.2.6.1.2 , 
excluding the scenario ‘Snowdrift’ shall be selected.  
Specific conditions Finland  
For unrestricted access of rolling stock on the Finnish network under winter 
conditions, it shall be demonstrated that the rolling stock  meets the following 
requirements:  
(i) Temperature zone T2 as specified in point  4.2.6.1.1  shall be selected  
(ii) Snow, ice and hail severe conditions as specified in point  4.2.6.1.2 , 
excluding the scenario ‘Snowdrift’ shall be selected  
(iii) Regarding the braking system, unrestricted access in Finland under winter 
conditions is granted if the following conditions are met:  
 at least half of the bogies are equipped with a magnetic track brake for 
trainset or passenger coach of nominal speed exceeding 140 km/h.  
 all bog ies are equipped with a magnetic track brake for trainset or 
passenger coach of nominal speed exceeding 180 km/h.  
Specific conditions France  
Unrestricted access in France under winter conditions is granted if the following 
condition is met:  
(i) locomotives and  power head units shall be provided with sanding system . 
Specific conditions Greece  
For unrestricted access to the Greek network under summer conditions, temperature 
zone T3 as specified in point 4.2.6.1.1  shall be selected.  
Specific conditions Germany  
Unrestricted access in Germany under winter conditions, is granted if the following 
condition is met:  
(i) locomotives and power head units shall be provided with sanding system . 
Specific conditions Greece  
Unrestricted access in Greece under winter conditions is granted if the following 
condition is met:  
– Traction vehicles shall be equipped with sanding system . EN 112  EN Specific conditions Portugal  
For unrestricted access to the Portuguese network under : 
(a) summer conditions, temperature zone T3 as specified in point 4.2.6.1.1   shall 
be selected , 
(b) winter conditions, locomotives shall be equipped with sanding system.  
Specific conditions Spain  
For unrestricted access to the Spanish network under summer conditions, 
temperature zone T3 as specified in point 4.2.6.1.1  shall be selec ted. 
Specific conditions Sweden  
For unrestricted access of rolling stock on the Swedish network under winter 
conditions, it shall be demonstrated that the rolling stock meets the following 
requirements:  
(i) Temperature zone T2 as specified in point  4.2.6.1.1  shall be selected  
(ii) Snow, ice and hail severe conditions as specified in point  4.2.6.1.2  shall be 
selected.  
(165)  Point  7.5 is replaced as follows:  
“7.5.  Aspects that have to be considered in the revision process or in 
other activities of the Agency  
Further to the analysis performed during the drafting process of this TSI, particular 
aspects have been  identified as of interest for the future development of the EU 
railway system.  
These aspects are of 3 different groups:  
(1) Those already subject of a b asic parameter in this TSI, with a possible 
evolution of the corresponding specification when the TSI will be revised.  
(2) Those not considered in the current state of the art as basic parameter, but 
which are subject to research projects.  
(3) Those releva nt in the framework of ongoing studies related to the EU railway 
system, which are not in the scope of TSIs.  
These aspects are identified below, classified according to the breakdown of the 
point  4.2 of the TSI.  
7.5.1.  Aspects related to a basic parameter in this TSI  
7.5.1.1.  Axle load parameter ( point  4.2.3.2.1)  
This basic parameter covers the interface between infrastructure and rolling stock 
regarding the vertical load.  
Further development is required for route compatibility check regarding static and 
dynamic compatibility.  
Regarding dynamic compatibility, no  harmonised  classification method of the 
Rolling Stock is yet available including requirements related to High Speed Load 
Model (HSLM) compatibility:  
(i) LOC&PAS requirements should further be developed  based on finding from 
CEN enhancing EN1991 -2 Annex E with corresponding rolling stock EN 113  EN requirements for dynamic compatibility, including compatibility with HSLM 
compliant structures,  
(ii) New basic design characteristics "Compliance of vehicle design with the 
High Speed Load Model (HSLM)" should be created,  
(iii) A harmonised process should be referenced accordingly for route 
compatibility check purposes in TSI OPE Appendix D.1 based on RINF and 
ERATV,  
(iv) Documents required in RINF parameter 1.1.1.1.2.4.4 should be harmo nised 
as far as possible to facilitate automatic route compatibility check.  
7.5.1.2. Not used  
7.5.1.3.  Aerodynamic effects on ballasted tracks ( point  4.2.6.2.5)  
Requirements on aerodynamic effects on ballasted tracks have been set up for units 
of maximum d esign speed higher than 250 km/h.  
As the current state of the art does not allow to provide for a harmonized requirement 
nor assessment methodology, the TSI allows the application of national rules.  
This will need to be reviewed in order to consider the fo llowing:  
(i) Study of ballast -pick-up occurrences, and corresponding safety impact (if 
any).  
(ii) Development of a harmonized, cost -effective methodology applicable in EU.  
7.5.2.   Aspects not related to a basic parameter in this TSI but subject to 
research projects  
7.5.2.1.  Not used  
7.5.2.2.  Conditions for having an authorization for placing on the market not 
limited to particular networks  
In order to facilitate free circulation of locomotives and passenger coaches, 
conditions for having an authorization for placing  on the market not limited to 
particular networks have been developed during the preparation of ERA 
recommendation ERA -REC -111-2015 -REC of 17  December 2015.  
These provisions should be further developed to adapt them to Directive (EU) 
2016/797 and to take i nto account the cleaning up of national technical rules, with 
particular focus on passenger coaches.  
7.5.2. 3. Equipment of a rolling stock with places for bicycles - Impact of the 
Passenger Rights Regulation  
Article 6(4) of Regulation (EU) 2021/782  of the European Parliament and of the 
Council2 specifies the requirements for equipping rolling stock with places for 
bicycles.  
 
Places for bicycles need to be realised in case of:  
(i) a major change of the layout and furnishing of the passenger area, and  
                                                 
2 Regulation (EU) 2021/782 of the European Parliament and of the Council of 29 April 2021 on rail 
passengers’ rights and obligations (recast) . (OJ L 171, 17.5.2021, p. 1).  EN 114  EN (ii) when the ab ove-mentioned upgrade of existing rolling stock leads to the need 
for a new vehicle authorisation for placing it on the market.  
According to the principle specified in point 7.1.2.2.(1) , major upgrades affecting 
other parts and basic parameters than the l ayout and furnishing of the passenger area 
may not entail the equipment of the rolling stock with places for bicycles.  
”; 
(166)  the appendices are amended as follows:   
(a) the contents list is  replaced by the following : 
“Appendix A:  Not used  
Appendix B:  1520 mm system gauge T.  
Appendix C:  Special provisions for mobile railway infrastructure construction and 
maintenance equipment  
Appendix D:  Not used  
Appendix E:  Anthropometric measurements of the driver  
Appendix F:  Front visibility  
Appendix G:  Servicing  
Appendix H: Assessment of the rolling stock subsystem  
Appendix I:  Aspects for which the technical specification is not available (open 
points)  
Appendix J:  Technical specifications referred to in this TSI  
Appendix J -1: Standards or normative documents  
Appendix J -2 : Technical documents  
Appendix K : Validation process for new end pieces of Magnetic Track Brake 
(MTB)  
Appendix L: Changes of requirements and transition regimes ”; 
 (b) Appendix C is replaced by the following : 
“APPENDIX C  
Special provisions for on track mac hines (OTM)  
C.1 Strength of vehicle structure  
The requirements of the point  4.2.2.4  are complemented as follow:  
The machine frame shall be able to withstand either the static loads of the 
specification referenced in Appendix J -1, index [1] or the static l oads according to 
the specification referenced in Appendix J -1, index [51] without exceeding the 
permissible values given there in.  
The corresponding structural category of the specification referenced in Appendix J -
1, index [51] is as follows:  
(i) for machine s not permitted to be loose shunted or hump shunted: F -II; 
(ii) for all other machines: F -I. EN 115  EN The acceleration in x -direction according to the specification referenced in Appendix 
J-1, index [1], Table 13 or to the specification referenced in Appendix J -1, index  
[51], Table 10 shall be ± 3 g.  
C.2 Lifting and jacking  
The machine body shall incorporate lifting points by which the whole machine is 
capable of being safely lifted or jacked. The location of the lifting and jacking points 
shall be defined.  
To facilitate  the work during repair or inspection or when on -tracking the machines, 
the machines shall be provided on both long sides with at least two lifting points, at 
which the machines can be lifted in empty or loaded condition.  
To allow positioning of jacking de vices, clearances shall be provided under the 
lifting points which shall not be blocked by the presence of non -removable parts. The 
load cases shall be consistent with the ones chosen in Appendix C.1  and shall apply 
for lifting and jacking under workshop and servicing operations.  
C.3 Running dynamic behaviour  
The running characteristics are permitted to be determined by running tests or by 
reference to a similar type approved machine as detailed in point  4.2.3.4.2  or by 
simulation.  
The following additiona l deviations from the specification referenced in Appendix J -
1, index [9] apply:  
(i) The test shall always be taken as the simplified method for this type of 
machines  
(ii) when running tests according to the specification referenced in Annex 
Appendix J -1, index [9]16 are done with wheel profile in new condition, 
these are valid for a maximum distance of 50000 km. After 50000 km it is 
necessary to:  
 either re -profile the wheels;  
 or calculate the equivalent conicity of the worn profile and check that it 
does not dif fer more than 50 % from the value of the test of the 
specification referenced in Appendix J -1, index [9] (with a maximum 
difference of 0,05);  
 or make a new test according to the specification referenced in Appendix 
J-1, index [9] with worn wheel profile;  
(iii) in general, stationary tests to determine the parameters of characteristic 
running gear in accordance with to the specification referenced in Appendix 
J-1, index [9], point 5.3.1 are not necessary;  
(iv) if the required test speed cannot be obtained by the machin e itself, the 
machine shall be hauled for the tests.  
Running behaviour can be proven by simulation of the tests described in to the 
specification referenced in Appendix J -1, index [9] (with the exceptions as specified 
above) when there is a validated model  of representative track and operating 
conditions of the machine.  EN 116  EN A model of a machine for simulation of running characteristics shall be validated by 
comparing the model results against the results of running tests when the same input 
of track characteris tic is used.  
A validated model is a simulation model that has been verified by an actual running 
test that excites the suspension sufficiently and where there is a close correlation 
between the results of the running test and the predictions from the simul ation model 
over the same test track.  
C.4 ACCELERATION AT THE MAXIMUM SPEED  
No residual acceleration, as specified in point 4.2.8.1.2 (5), is required for Special 
vehicles. ”; 
(c) Appendix D is deleted ;” 
(d) Appendi ces E and F are  replaced by the following : 
“APPENDIX E  
Anthropometric measurements of the driver  
The following data represents the ‘state of the art’ and shall be used.  
– Principal anthropometric measurements of the shortest and tallest driving staff:  
The dimensions given in the specification refe renced in Appendix J -1, index 
[62] shall be taken into consideration.  
APPENDIX F  
Front visibility  
F.1. General  
The design of the cab shall support the drivers' view of all external information that 
form part of the driving task as well as protecting the driver from external sources of 
visual interference. This shall include the following:  
(i) Flicker at the lower edge of the windscreen, which can cause fatigue, shall be 
reduced  
(ii) Protection shall be provided from the sun and glare of headlights from 
oncoming tr ains, without reducing the drivers' view of external signs, signals 
and other visual information  
(iii) Location of cab equipment shall not block or distort the drivers view of 
external information  
(iv) The dimension, location, shape and finishes (including maintenanc e) of the 
windows shall not inhibit the drivers external view and shall support the 
driving task  
(v) The location, type and quality of windscreen cleaning and clearance devices 
shall ensure that the driver is able to maintain a clear external view in most 
weat her and operating conditions, and shall not inhibit the drivers external 
view.  
(vi) The driver's cab shall be designed in such a way that the driver is facing 
forwards when driving.  EN 117  EN (vii) The driver's cab shall be designed to allow the driver at standing and/or 
seate d driving position s a clear and unobstructed line of sight in order to 
distinguish fixed signals set to both the left and right of the track, as defined 
in the specification referenced in Appendix J.1 index [62].  
 
The rules expressed in the Appendix above govern the conditions of visibility for 
each running direction along straight track and in curves with a radius of 300 m and 
more. They apply to the position(s) of the driver.  
Notes:  
in case of cab fitted with 2 driver's seats (option with 2 driving positi ons), they apply 
to the 2 seated positions.  
for locomotives with central cab and for OTMs, the point  4.2.9.1.3.1 of the TSI 
specifies particular conditions.  
F.2. Reference position of vehicle in relation to track:  
The specification referenced in Appendix J .1 index [62]shall apply.  
The supplies and payload shall be considered as defined in the specification 
referenced in Appendix J -1, index [6] and point  4.2.2.10 .  
F.3. Reference position for the eyes of crew members  
The specification referenced in Appendix J.1 index [62]shall apply.  
The distance from the driver's eyes in seating posture to the windscreen shall be 
higher than or equal to 500 mm.  
F.4. Conditions of visibility  
The specification referenced in Appendix J.1 index [62] shall apply. ”; 
(e) in A ppendi x H, Table H.1  is amended as follows : 
(i) the row “Maximum current at standstill for DC systems” is replaced by the 
following : 
“ 
Maximum 
current at 
standstill  4.2.8.2.5  X X (only 
for DC 
systems
) n.a —   
”; 
(ii) the title “System energy disturbances” is replaced by “Harmonics and 
dynamic effects AC systems” ; 
(iii) the row “Diesel and other thermal traction system” is deleted ; 
(iv) the title “Onboard tools and portable equipment” is replaced by “On -board 
tools and portable equipment” ; 
(v) the row “Water refilling equipment” is deleted ; 
(f) Appendix I is replaced by the following : EN 118  EN “APPENDIX I  
ASPECTS FOR WHICH THE  TECHNICAL SPECIFICA TION IS NOT AVAILABL E 
(OPEN POINTS ) 
Open points that relate to technical compatibility between the vehicle and the 
network:  
 
Element of the Rolling 
Stock sub -system  Point  of this TSI  Technical aspect not 
covered by this TSI  Comments  
Compatibility with 
train detection systems  4.2.3.3.1  See specification 
referenced in Appendix 
J-2, index [A]  Open points also 
identified in the TSI  
CCS.  
Running dynamic 
behaviour for 1520 mm 
track gauge system  4.2.3.4.2  
4.2.3.4.3  Running dynamic 
behaviour. Equivalent 
conicity.  Normative documents 
referred to in the TSI are 
based on experience 
gained on the 1435 mm 
system.  
Equivalent conicity for 
1600 mm track gauge 
system  4.2.3.4.3  Running dynamic 
behaviour. Equivalent 
conicity.  Normative documents 
referred to in the TSI are 
based on experience 
gained on the 1435 mm 
system.  
Braking system 
independent of 
adhesion conditions  4.2.4.8.3  Eddy current tr ack brake  The conditions for use 
of eddy current track 
brake for technical 
compatibility with the 
track are not harmonised   
Aerodynamic effect on 
ballasted track for 
rolling stock of 
maximum design speed 
> 250 km/h  4.2.6.2.5  Limit value and 
conformity ass essment 
in order to limit risks 
induced by the 
projection of ballast  On-going work within 
CEN.  
Open point also in TSI 
INF. 
 
Open points that do not relate to technical compatibility between the vehicle and the 
network:  
 
Element of the 
Rolling Stock 
sub-system  Point  of 
this TSI  Technical aspect not 
covered by this TSI  Comments  
Fire 
Containment 4.2.10.3.4  Conformity 
assessment of FCCS Assessment procedure of efficiency 
for controlling fire and smoke EN 119  EN and Control 
Systems  other than full 
partitions.  developed by CEN according to a 
request for standard issued by ERA.  
”; 
(g) Appendix J is replaced by the following : 
“Appendix J  
Technical specifications referred to in this TSI  
J-1 Standards or normative documents  
Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
[1] EN 12663 -1:2010+A1:2014  
Railway applications - Structural requirements of railway vehicle bodies - 
Part 1: Locomotives and passenger rolling stock (and alternative method 
for freight wagons)  
[1.1]  Inner coupling for articulated units  4.2.2.2.2 (3)  6.5.3, 6.7.5  
[1.2]  Strength of vehicle structure – general  4.2.2.4 (3)  5.1, 5.2, 5.3, 5.4, 
5.6 
[1.3] Strength of vehicle structure – method of 
verification  4.2.2.4 (4)  9.2, 9.3  
[1.4]  Strength of vehicle structure – alternative 
requirements for OTMs  Appendix C  
Point C.1  6.1 to 6.5  
[1.5]  Lifting and jacking — loads for the 
structure design  4.2.2.6 (9)  6.3.2, 6.3.3  
[1.6]  Lifting and jacking — strength 
demonstration  4.2.2.6 (9)  9.2, 9.3  
[1.7]  Fixing of devices to carbody structure  4.2.2.7 (3)  6.5.2, 6.7.3  
[1.8]  Structural design of the bogie frame – 
body to bogie connection  4.2.3.5.1 (2)  6.5.1, 6.7.2  
 
[2] EN 16839 :2022  
Railway applications - Rolling stock - Head stock layout  
[2.1]  Staff access for coupling and uncoupling 
– space for shunting staff  4.2.2.2.5 (2)  4 
[2.2]  End coupling – Compatibility between 
units –manual UIC type  4.2.2.2.3 (b) (b -
2) (1)  5, 6 
 EN 120  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
Buffers and screw coupling installation  
[2.3]  Dimensions and layout of brake pipes 
and hoses, couplings and cocks  4.2.2.2.3 (b) (b -
2) (2)  7, 8 
[2.4]  Rescue coupling — interface with 
recovery unit  4.2.2.2.4 (3) (a)  7 
[3] EN 15227 :2020  
Railway applications - Crashworthiness requirements for railway vehicle 
bodies  
[3.1]  Passive safety – general   4.2.2.5   4, 5, 6, 7 and 
annexes B, C, D 
(excluding annex 
A) 
[3.2]  Passive safety – categorisation   4.2.2.5 (5)  5.1-table 1   
[3.3]  Passive safety – scenarios   4.2.2.5 (6)  5.2, 5.3, 5.4 
(excluding annex 
A) 
[3.4]  Passive safety – scenarios   4.2.2.5 (7)  6.1, 6.2, 6.3, 6.4 
(excluding annex 
A) 
[3.5]  Passive safety – obstacle deflector   4.2.2.5 (8)  6.5.1  
[3.6]  Lifeguards  4.2.3.7  6.6.1  
[3.7]  Environmental conditions – obstacle 
deflector  4.2.6.1.2 (4)   6.5.1  
[4] EN 16404 :2016  
Railway applications - Re-railing and recovery requirements for railway 
vehicles  
[4.1]  Lifting and jacking — geometry of 
permanent points  4.2.2.6 (7)  5.2, 5.3  
[4.2]  Lifting and jacking — geometry of 
removable points  4.2.2.6 (7)  5.2, 5.3 
[5] EN 15877 -2:2013  
Railway applications - Markings of railway vehicles - Part 2: External 
markings on coaches, motive power units, locomotives and on track EN 121  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
machines  
[5.1]  Lifting and jacking – marking   4.2.2.6 (8)  4.5.19   
[5.2]  Marking: length over buffers and electric 
power supply  7.1.1. 5.2 (9) 4.5.5.1  
4.5.6.3  
[6] EN 15663:2017+A1  :2018  
Railway applications - Vehicle reference masses  
[6.1]  Load conditions and weighed mass – 
load conditions  
 4.2.2.10 (1)  4.5 
 
[6.2]  Load conditions and weighed mass – 
hypothesis of load conditions  4.2.2.10 (2)  4.1, 4.2, 4.3, 4.4, 
4.5, 5, 6, 7.1, 7.2, 
7.3 (design 
conditions)  
[7] EN 15273 -2:2013+A1:2016  
Railway applications - Gauges - Part 2: Rolling stock gauge  
[7.1]  Gauging – method, reference contours  4.2.3.1 (3), (4)  5 and depending 
on the profile : 
annex A (G1) , B 
(GA,GB,GC) , C 
(GB1,GB2), D 
(GI3), E(G2), F 
(FIN1), 
G(FR3,3), H 
(BE1,BE2,BE3),I 
(PTb,PTb+,PTc), 
J(SEa,Sec), 
K(OSJD), L(DE1 
DE2 DE3), 
M(NL1NL2), 
P(GHE16….)  
[7.2]  Gauging – method, reference contours  
Verification of pantograph gauge  4.2.3.1 (5)  
 A.3.12  
[7.3]  Gauging – method, reference contours  
Verification of eddy current track brakes  
 4.2.4.8.3(3)  
 5 and depending 
on the profile : 
annex A (G1) , B 
(GA,GB,GC) , C 
(GB1,GB2), D EN 122  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
(GI3), E(G2), F 
(FIN1), 
G(FR3,3), H 
(BE1,BE2,BE3),I 
(PTb,PTb+,PTc), 
J(SEa,Sec), 
K(OSJD), L(DE1 
DE2 DE3), 
M(NL1NL2), 
P(GHE16….)  
[8] EN 15437 -1:2009  
Railway applications – Axle box condition monitoring – Interface and 
design requirements - Part 1: Track side equipment and rolling stock axle 
box 
[8.1]  Axle bearing condition monitoring – 
zone visible to track side equipment  4.2.3.3.2.2 (1), 
(2a) 
7.3.2.3  5.1, 5.2  
[9] EN 14363:2016  
Railway applications - Testing and Simulation for the acceptance of 
running characteristics of railway vehicles - Running Behaviour and 
stationary tests  
[9.1]  Running dynamic behaviour  4.2.3.4.1  
4.2.3.4.2 (3), 
(4), (5)  
Appendix C  
Point  C.3 relevant cl.  
[9.2]  Running dynamic behaviour – limit 
values for running safety  4.2.3.4.2.1  7.5 
[9.3]  Running dynamic behaviour – track 
loading limit values  4.2.3.4.2.2 (1)  7.5 
[9.4]  Safety against derailment running on 
twisted track  6.2.3.3 (1)  4, 5, 6.1  
[9.5]  Running dyn amic behaviour – method of 
verification  
 6.2.3.4 (1)  7 
[9.6]  Running dynamic behaviour –criteria for 6.2.3.4 (1)  4, 5 EN 123  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
assessment  
[9.7]  Design values for new wheel profiles – 
evaluation of the equivalent conicity  6.2.3.6 (1)  Annexes O and P  
[9.8]  Vehicles conformity with rail inclination  7.1.2 Table 17a 
note (1) Relevant cl.  
[10] EN 15528:2021  
Railway applications - Line categories for managing the interface between 
load limits of vehicles and infrastructure  
[10.1]   EN line category as the result of a 
categorisation of the unit  
 4.2.3.2.1 (2)  
 
 6.1, 6.3, 6.4  
 
 
[10.2]  Standard value of payload in standing 
areas  4.2.3.2.1 (2a)  Table 4 column 2  
[10.3]  Documentation indicating the payload 
used in standing areas  4.2.3.2.1 (2c)  6.4.1  
[11] EN 13749:2021  
Railway applications - Wheelsets and bogies - Method of specifying the 
structural requirements of bogie frames  
[11.1]  Structural design of the bogie frame  4.2.3.5.1 (1), (3)  6.2, 
 
[12] EN 14198:2016+A1:2018+A2:2021  
Railway applications - Braking - Requirements for the brake system of 
trains hauled by locomotives  
[12.1]  Braking – type of brake system, UIC 
brake system  4.2.4.3  5.4 
[12.2]  Coaches intended to be used in general 
operation  7.1.1. 5.2 (3) 5.4 
5.3.2.6  
[13] EN 14531 -1:2015+A1  :2018  
Railway applications - Methods for calculation of stopping distances, 
slowing distances and immobilization braking - Part 1:General algorithms  
[13.1]  Braking performance – calculation – 
general  4.2.4.5.1 (1)  4 EN 124  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
[13.2]  Emergency braking performance – 
calculation  4.2.4.5.2 (3)  4 
[13.3]  Service braking performance – 
calculation  4.2.4.5.3 (1)  4 
[13.4]  Parking brake performance – calculation  4.2.4.5.5 (3)  5 
[13.5]  Braking performance – friction 
coefficient  4.2.4.5.1 (2)  4.4.6  
[13.6]  Emergency braking performance – 
response time/delay time  4.2.4.5.2 (1)  4.4.8.2.1  
4.4.8.3  
[14] EN 14531 -2:2015  
Railway applications - Methods for calculation of stopping and slowing 
distances and immobilisation braking - Part 2: Step by step calculations for 
train sets or single vehicles  
[14.1]  Braking performance – calculation – 
general  4.2.4.5.1 (1)  4, 5 
[14.2]  Emergency braking performance – 
calculation  4.2.4.5.2 (3)  4, 5 
[14.3]  Service braking performance – 
calculation  4.2.4.5.3 (1)  4, 5 
[15] EN 15595:2018+AC  :2021  
Railway applications - Braking - Wheel slide protection  
[15.1]  Wheel slide protection system – design  4.2.4.6.2 (6)  5.1, 5.2, 5.4  
[15.2]  Wheel slide protection system – 
verification method and test program  6.1.3.2 (1)  6.1.1, 6.2, 6.5, 7  
[15.3]  Wheel slide protection system – wheel 
rotation monitoring system  4.2.4.6.2 (8)  5.1.7  
[15.4]  Wheel slide protection, method of 
verification of performance  6.2.3.10 (1)  6.3, 7  
[16] EN 16207:2014+A1  :2019  
Railway applications - Braking - Functional and performance criteria of 
Magnetic Track Brake systems for use in railway rolling stock  EN 125  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
[16.1]  Magnetic track brake  4.2.4.8.2 (3)  
Appendix K  Annex C  
[17] EN 14752:2019+A1  :2021  
Railway applications - Bodyside entrance systems for rolling stock  
[17.1]  Door obstacle detection – sensitivity  4.2.5.5.3 (5)  5.2.1.4.1  
[17.2]  Door obstacle detection – maximum 
force  4.2.5.5.3 (5)  5.2.1.4.2.2  
[17.3]  Door emergency opening – manual force 
to open the door  4.2.5.5.9 (6)  5.5.1.5  
[17.4]  Coaches intended to be used in general 
operation – door control device  7.1.1.5.2 (10)  5.1.1, 5.1.2, 
5.1.5, 5.1.6  
[18] EN 50125 -1:2014  
Railway applications - Environmental conditions for equipment -Part 1: 
Rolling stock and on-board equipment  
[18.1]  Environmental conditions – temperature  4.2.6.1.1 (1)  4.3 
[18.2]  Environmental conditions – snow, ice 
and hail conditions  4.2.6.1.2 (1)  4.7 
[18.3]  Environmental conditions – temperature  7.1.1. 5.2 (4) 4.3 
[19] EN 14067 -6:2018  
Railway applications - Aerodynamics - Part 6: Requirements and test 
procedures for cross wind assessment  
[19.1]  Aerodynamic effects –crosswind method 
of verification  4.2.6.2.4 (2)  5 
[19.2]  Aerodynamic effects –crosswind for 
units of maximum design speed equal or 
higher than 250 km/h  4.2.6.2.4 (3)  5 
[20] EN 15153 -1:2020  
Railway applications - External visible and audible warning devices - Part 
1: Head, marker and tail lamps for heavy rail  
[20.1]  Head lamps – colour  4.2.7.1.1 (4)  5.3.3  
[20.2]  Head lamps – full-beam and dimmed 4.2.7.1.1 (5)  5.3.3, 5.3.4 table EN 126  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
headlamp luminous intensity  2 first line  
[20.3]  Head lamps – means of alignment  4.2.7.1.1 (6)  5.3.3, 5.3.5  
[20.4]  Marker lamps – colour  4.2.7.1.2 (6) (a)  5.3.3, 5.4.3.1 
table 4  
[20.5]  Marker lights  – spectral radiation 
distribution  4.2.7.1.2 (6) (b)  5.3.3, 5.4.3.2  
[20.6]  Marker lights – luminous intensity  4.2.7.1.2 (6) (c)  5.3.3, 5.4.4  
table 6  
[20.7]  Tail lights – colour  4.2.7.1.3 (4) (a)  5.3.3, 5.5.3  
table 7  
[20.8]  Tail lights – luminous intensity  4.2.7.1.3 (4) (b)  5.3.3, 5.5.4  
table 8  
[20.9]  Head lamps – colour  6.1.3.3 (1)  5.3.3, 6.3  
[20.10]  Head lamps – luminous intensity  6.1.3.3 (1)  5.3.3, 6.4  
[20.11]  Marker lamps – colour  6.1.3.4 (1)  5.3.3, 6.3  
[20.12]  Marker lamps – luminous intensity  6.1.3.4 (1)  5.3.3, 6.4  
[20.13]  Tail lamps – colour  6.1.3.5 (1)  6.3 
[20.14]  Tail lamps – luminous intensity  6.1.3.5 (1)  6.4 
[20.15]  Marker lamps – means of alignment  4.2.7.1.2 (7)  5.4.5  
[21] EN 15153 -2:2020  
Railway applications - External visible and audible warning devices - Part 
2: Warning horns for heavy rail  
[21.1]  Warning horn sound pressure levels  4.2.7.2.2 (1)  5.2.2  
[21.2]  Horn – sounding  6.1.3.6 (1)  6 
[21.3]  Horn – sound pressure level  6.1.3.6 (1)  6 
[21.4]  Horn – sound pressure level  6.2.3.17 (1)  6 
[22] EN 50388 -1:2022   
Railway Applications - Fixed installations and rolling stock - EN 127  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
Technical criteria for the coordination between electric traction power 
supply systems and rolling stock to achieve interoperability - Part 1: 
General  
[22.1]  Regenerative brake with energy to the 
overhead contact line  4.2.8.2.3 (1)  12.2.1 
[22.2]  Maximum power and current from the 
overhead contact line – automatic 
regulation of current  4.2.8.2.4 (2)  7.3, 7.4  
[22.3]  Power factor – verification method  4.2.8.2.6 (1)  6 
[22.4]  Harmonics and dynamic effects for AC 
systems –  4.2.8.2.7 (1)  10 (except 10.2)  
[22.5]  Electrical protection of the train – 
coordination of protection  4.2.8.2.10 (3)  11 
[22.6]  Main circuit breaker – coordination of 
protection  5.3.12 (4)  11.2, 11.3  
[22.7]  Maximum power and current from the 
overhead contact line – method of 
verification  6.2.3.18 (1)  15.3 
[22.8]  Power factor — method of verification  6.2.3.19 (1)  15.2 
[23] EN 50206 -1:2010  
Railway applications -  Rolling stock -  Pantographs: Characteristics and 
tests -  Part 1: Pantographs for main line vehicles  
[23.1]  Working range in height of pantograph 
(IC level) – characteristics  4.2.8.2.9.1.2 (2)  4.2, 6.2.3  
[23.2]  Pantograph current capacity (IC level)  4.2.8.2.9.3a (2)  6.13.2  
[23.3]  Pantograph lowering (RST level) – time 
to lower the pantograph  4.2.8.2.9.10 (1)  4.7 
[23.4]  Pantograph lowering (RST level) – ADD  4.2.8.2.9.10 (3)  4.8 
[23.5]  Pantograph – verification method  6.1.3.7 (2)  6.3.1  
[24] EN 50367:2020+A1:2022  
Railway applications -  Current collection systems -  Technical criteria for 
the interaction between pantograph and overhead line (to achieve free 
access)  EN 128  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
[24.1]  Maximum current at standstill  4.2.8.2.5 (1)  Table 5 of 7.2  
[24.2]  Pantograph head geometry  4.2.8.2.9.2 (5)  5.3.2.3  
[24.3]  Pantograph head geometry – type 1600 
mm 4.2.8.2.9.2.1 (1)  Annex A.2 
Figure A.6  
[24.4]  Pantograph head geometry – type 1950 
mm 4.2.8.2.9.2.2 (1)  Annex A.2 
Figure A.7  
[24.5]  Pantograph – temperature of contact wire   6.1.3.7 (1a)  7.2 
[25] Not used  
[26] EN 50119:2020  
Railway applications -  Fixed installations -  Electric traction overhead 
contact lines  
[26.1]  Pantograph lowering (RST level) – 
dynamic insulating distance  4.2.8.2.9.10 (1)  Table 2  
[27] EN 50153:2014 -05/A1:2017 -08/A2:2020 -01 
Railway applications -Rolling stock -Protective provisions relating to 
electrical hazards  
[27.1]  Protection against electrical hazard  4.2.8.4 (1)  5, 6, 7, 8  
 
[28] EN 15152:2019  
Railway applications - Front windscreens for train cabs  
[28.1]  Windscreen – resistance to impacts from 
projectiles  4.2.9.2.1 (2)  6.1 
[28.2]  Windscreen – resistance to spalling  4.2.9.2.1 (2)  6.1 
[28.3]  Windscreen –secondary image 
separation  4.2.9.2.2 (2) (a)  5.2.1  
[28.4]  Windscreen  – optical distortion  4.2.9.2.2 (2) (b)  5.2.2  
[28.5]  Windscreen – haze 4.2.9.2.2 (2) (c)  5.2.3  
[28.6]  Windscreen – light transmittance  4.2.9.2.2 (2) (d)  5.2.4  
[28.7]  Windscreen – chromaticity  4.2.9.2.2 (2) (e)  5.2.5  EN 129  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
[28.8]  Windscreen – characteristics  6.2.3.22 (1)  5.2.1 to 5.2.5  
6.1 
[29] EN/IEC 62625 -1:2013+A11:2017  
Electronic railway equipment -  On board driving data recording system -
Part 1: System specification  
[29.1]  Recording device – functional 
requirements  4.2.9.6 (2) (a)  4.2.1, 4.2.2, 
4.2.3, 4.2.4  
[29.2]  Recording device – recording 
performance  4.2.9.6 (2) (b)  4.3.1.2.2  
[29.3]  Recording device – integrity  4.2.9.6 (2) (c)  4.3.1.4  
[29.4]  Recording device – data integrity 
safeguard  4.2.9.6 (2) (d)  4.3.1.5  
[29.5]  Recording device – level of protection  4.2.9.6 (2) (e)  4.3.1.7  
[29.6]  Recording device – day and date  4.2.9.6 (2) (f)  4.3.1.8  
[30] EN 45545 -2:2020  
Railway applications - Fire protection on railway vehicles -Part 2: 
Requirements for fire behaviour of materials and components  
[30.1]  Measures to prevent fire – material 
requirements  4.2.10.2.1 (2)  4, 5, 6  
[30.2]  Specific measures for flammable liquids  4.2.10.2.2 (2)  Table 5  
[31] EN 1363 -1:2020  
Fire resistance tests - Part 1: General Requirements  
[31.1]  Fire spreading protection measures for 
passenger rolling stock – partition test  4.2.10.3.4 (3)  4 to 12  
[31.2]  Fire spreading protection measures for 
passenger rolling stock – partition test  4.2.10.3.5 (3)  4 to 12  
[32] EN 13272 -1:2019  
Railway applications -Electrical lighting for rolling stock in public 
transport systems -Part 1: Heavy rail  
[32.1]  Emergency lighting – lighting level  4.2.10.4.1 (5)  4.3, 5.3  EN 130  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
[33] EN 50553:2012/A2:2020  
Railway applications - Requirements for running capability in case of fire 
on board of rolling stock  
[33.1]  Running capability  4.2.10.4.4 (3)  5 , 6 
[34] EN 16362:2013  
Railway applications - Ground based services - Water restocking 
equipment  
[34.1]  Interface for water filling  4.2.11.5 (2)  4.1.2  
figure 1  
[35] EN/IEC 60309 -2:1999/A11:2004, A1: 2007  and A2:2012  
Plugs, socket -outlets and couplers for industrial purposes -  Part 2: 
Dimensional interchangeability requirements for pin and contact -tube 
accessories  
[35.1]  Special requirements for stabling of 
trains – local external auxiliary power 
supply  4.2.11.6 (2)  8 
[36] EN 16019:2014  
Railway applications - Automatic coupler - Performance requirements, 
specific interface geometry and test method  
[36.1]  Automatic centre buffer coupler – type 
10 
The type of end coupling (mechanical 
and pneumatic interface of the head)  5.3.1 (1)  4 
[37] EN 15551:2022  
Railway applications - Railway rolling stock - Buffers  
[37.1]  Manual end coupling – UIC type  5.3.2 (1)  6.2.2, annex A  
[38] EN 15566:2022  
Railway applications - Railway rolling stock - Draw gear and screw 
coupling  
[38.1]  Manual end coupling – UIC type  5.3.2 (1)  Annex B, C, D 
except the 
dimension ‘a’ in 
Annex B  Figure 
B.1 which shall EN 131  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
be treated as 
informative   
[39] EN 15020:2006 +A1:2010  
Railway applications - Rescue coupler - Performance requirements, 
specific interface geometry and test methods  
[39.1]  Rescue coupler – rescue coupler 
interfaced with the ‘type 10”  5.3.3 (1)  4.1, 4.2, 4.4.1, 
4.4.2 and 4.5  
[40] EN 13979 -1:2020  
Railway applications - Wheelsets and bogies - Monobloc wheels - Technical 
approval procedure - Part 1: Forged and rolled wheels  
[40.1]  Wheels – mechanical strength 
calculations  6.1.3.1 (1)  8 
[40.2]  Wheels – decision criteria for forged and 
rolled wheels  6.1.3.1 (2)  8 
[40.3]  Wheels – specification for further 
verification method (bench test)  6.1.3.1 (2)  8 
[40.4]  Wheels – verification method  
Thermomechanical behaviour  6.1.3.1 (5)  7 
[41] EN 50318:2018+A1  :2022  
Railway applications -Current collection systems -Validation of simulation 
of the dynamic interactionb etween pantograph and overhead contact line  
[41.1]  Pantograph – dynamic behaviour  6.1.3.7 (3)  5, 6, 7, 8, 9, 10, 
11  
[41.2]  Pantograph – arrangement of 
pantographs  6.2.3.21 (2)  5, 6, 7, 8, 9, 10, 
11 
[42] EN 50317:2012/AC:2012+A1:2022  
Railway applications -  Current collection systems -  Requirements for and 
validation of measurements of the dynamic interaction between 
pantograph and overhead contact line  
[42.1]  Pantograph – interaction characteristics  6.1.3.7 (3)  3, 4, 5, 6, 7, 8, 9  
[42.2]  Current collection dynamic behaviour – 
dynamic tests  6.2.3.20 (1)  3, 4, 5, 6, 7, 8, 9  EN 132  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
[42.3]  Arrangement of pantographs  6.2.3.21 (2)  3, 4, 5, 6, 7, 8, 9  
[43] EN 50405:2015+A1:2016  
Railway applications -Current collection systems -Pantographs, testing 
methods for contact strips  
[43.1]  Contact strips – verification method  6.1.3.8 (1)  7.2, 7.3  
7.4, 7.6  
7.7 
[44] EN 13674 -1:2011 +A1:2017  
Railway applications - Track - Rail - Part 1: Vignole railway rails 46 kg/m 
and above  
[44.1]  Equivalent conicity – rail section 
definitions  6.2.3.6 - tables 
12, 14 and 16   figures A.15, 
A.23 and A.24  
[45] EN 13715:2020  
Railway applications - Wheelsets and bogies - Wheels - Tread profile  
[45.1]  Equivalent conicity – wheel profile 
definitions  6.2.3.6 (1), (2) 
and (3)  Annex  B and 
Annex C  
[46] EN 13260:2020  
Railway applications - Wheelsets and bogies - Wheelsets - Product 
requirements  
[46.1]  Wheelset – assembly  6.2.3.7 (1)  4.2.1  
[47] EN 13103 -1:2017  
Railway applications - Wheelsets and bogies - Part 1: Design method for 
axles with external journals  
[47.1]  Wheelset – Powered and non -powered 
axles, method of verification  6.2.3.7 (2)  5, 6, 7  
[47.2]  Wheelset – Powered and non -powered 
axles, decision criteria  6.2.3.7 (2)  8 
[48] EN 12082:2017+A1:2021  
Railway applications – Axle  boxes - Performance testing  
[48.1]  Axle boxes/bearings  6.2.3.7 (6)  7 
[49] EN 14067 -4:2013+A1:2018  EN 133  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
Railway applications - Aerodynamics - Part 4: Requirements and test 
procedures for aerodynamics on open track  
[49.1]  Slipstream effect – full scale tests 6.2.3.13 (1)  6.2.2.1  
[49.2]  Slipstream effect – simplified assessment  6.2.3.13 (2)  4.2.4 and limits 
in table 7  
[49.3]  Head pressure pulse – method of 
verification  6.2.3.14 (1)  6.1.2.1  
[49.4]  Head pressure pulse – CFD  6.2.3.14 (1)  6.1.2.4  
[49.5]  Head pressure pulse – moving model  6.2.3.14 (1)  6.1.2.2  
[49.6]  Head pressure pulse – simplified 
assessment method  6.2.3.14 (2)  4.1.4 and limits 
in table 4  
[49.7]  Slipstream effects – Definition of 
measurement points  4.2.6.2.1 (1)  4.2.2.1, Table 5  
[49.8]  Reference train for fixed/predefined 
formations  4.2.6.2.1 (3)  4.2.2.2  
[49.9]  Formation for single units fitted with a 
driver cab  4.2.6.2.1 (3)  4.2.2.3  
[49.10]  Reference train for units for general 
operation  4.2.6.2.1 (3)  4.2.2.4  
[49.11]  Head pressure pulse – Maximum peak -
to-peak pressure  4.2.6.2.2 (2)  Table 2  
[49.12]  Head pressure pulse – Measurement 
positions  4.2.6.2.2 (2)  4.1.2  
[50] EN 14067 -5:2021  
Railway applications - Aerodynamics - Part 5: Requirements and test 
procedures for aerodynamics in tunnels  
[50.1]  pressure variations in tunnels : general  4.2.6.2.3(1)  5.1 
[50.2]  Unit assessed in fixed or predefined 
formation  4.2.6.2.3(2)  5.1.2.2  
[50.3]  Unit assessed for general operation and 
fitted with a driver's cab  4.2.6.2.3(2)  5.1.2.3  EN 134  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
[50.4]  coaches for general operation  4.2.6.2.3(2)  5.1.2.4  
[50.5]  conformity assessment procedure  6.2.3.15  5.1.4, 7.2.2, 
7.2.3, 7.3  
[51] EN 12663 -2:2010  
Railway applications - Structural requirements of railway vehicle bodies - 
Part 2: Freight wagons  
[51.1]  Structural strength  Appendix C  
Point C.1  5.2.1 to 5.2.4  
[52] CLC/TS 50534:2010  
Railway applications - Generic system architectures for onboard electric 
auxiliary power systems  
[52.1]  ‘Single pole’ power supply line  4.2.11.6 (2)  Annex A  
[53] IEC 61375 -1:2012  
Electronic railway equipment –Train communication network (TCN) –
Part 1: General architecture  
[53.1]  Communication protocols  4.2.12.2 (3a)  5, 6 
 
[53.1]  Coaches intended to be used in general 
operation - Communication networks  7.1.1.5.2 (12)  5, 6 
[54] EN 16286 -1:2013  
Railway applications - Gangway systems between vehicles - Part 1: Main 
applications  
[54.1]  Gangways -Flange intercommunication 
connections  7.1.1. 5.2 (6) Annexes A and B  
[55] EN 50463 -3:2017  
Railway applications - Energy measurement on board trains - Part 3: Data 
handling  
[55.1]  On-board location function -
Requirements  4.2.8.2.8.1 (7)  4.4 
[55.2]  The compiling and handling of data 
within the data handing system -
Assessment methodology  6.2.3.19a (2)  5.4.8.3, 5.4.8.5 
and 5.4.8.6  EN 135  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
[56] EN 50463 -2:2017/AC  :2018 -10 
Railway applications - Energy measurement on board trains - Part 2: 
Energy measuring  
[56.1]  Energy measurement function – 
accuracy for active energy measurement:  4.2.8.2.8.2 (3)  4.2.3.1 to 4.2.3.4  
[56.2]  Energy measurement function – Class 
designations  4.2.8.2.8.2 (4)  4.3.3.4, 4.3.4.3 
and 4.4.4.2  
[56.3]  Energy measurement function — 
Assessment of the accuracy of devices  6.2.3.19a (1)  5.4.3.4.1, 
5.4.3.4.2, 
5.4.4.3.1  
[56.4]  Energy measurement function — values 
for input quantity and power factor range  6.2.3.19a (1)  Table 3,  
[56.5]  Energy measurement function — effects 
of temperature on accuracy  6.2.3.19a (1)  5.4.3.4.3.1 and 
5.4.4.3.2.1  
[56.6]  Energy measurement function: m ean 
temperature coefficient of each device — 
Assessment methodology  6.2.3.19a (1)  5.4.3.4.3.2 and 
5.4.4.3.2.2  
[57] EN 50463 -1:2017  
Railway applications - Energy measurement on board trains - Part 1: 
General  
[57.1]  Energy measurement function: 
consumption  point identification — 
Definition  4.2.8.2.8.3 (4)  4.2.5.2  
[58] EN 50463 -4:2017  
Railway applications - Energy measurement on board trains - Part 4: 
Communication  
[58.1]  Data exchange between EMS and DCS - 
application services (service layer) of the 
EMS  4.2.8.2.8.4 (1)  4.3.3.1,  
[58.2]  Data exchange between EMS and DCS – 
User access rights  4.2.8.2.8.4 (2)  4.3.3.3  
[58.3]  Data exchange between EMS and DCS - 
XML schema for structure (data layer)  4.2.8.2.8.4 (3)  4.3.4  
[58.4]  Data exchange between EMS and DCS – 4.2.8.2.8.4 (4)  4.3.5  EN 136  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
Methods and XML schema for message 
mechanism (message layer)  
[58.5]  Data exchange between EMS and DCS – 
Application protocols for supporting the 
message mechanism  4.2.8.2.8.4 (5)  4.3.6  
[58.6]  Data exchange between EMS and DCS – 
EMS communication architecture  4.2.8.2.8.4 (6)  4.3.7  
[59] EN 50463 -5:2017  
Railway applications - Energy measurement on board trains - Part 5: 
Conformity assessment  
[59.1]  On-board energy measurement system -
Tests  6.2.3.19a (3)  5.3.3 and 5.5.4  
[60] Reserved  
[61] IRS UIC 50558:2017  
Railway Application -Rolling Stock -Remote control and data cables 
interfaces -Standard technical features  
[61.1]  Physical interface between units for the 
signal transmission  7.1.1. 5.2 (8) 7.1.1  
[62] EN 16186 -1:2014+A1  :2018  
Railway applications - Driver's cab - Part 1: Anthropometric data and 
visibility  
[62.1]  Anthropometric measurements of the 
driver  Appendix E  4 
[62.2]  Front visibility  F.1 Annex A.  
[62.3]  Front visibility  F.2, F.3, F.4  5.2.1.  
[63] EN 14363:2005  
Railway applications - Testing for the acceptance of running 
characteristics of railway vehicles – Testing for running behaviour and 
stationary tests  
[63.1]  Vehicles conformity with rail inclination  7.1.2 Table 17a 
note (1) 5 
[64] UIC 518:2009  
Testing and approval of railway vehicles from the point of view of their EN 137  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
dynamic behaviour - Safety - Track fatigue - Running behaviour  
[64.1]  Vehicles conformity with rail inclination  7.1.2 Table 17a 
note (1)  5 to 11  
[65] EN 16834:2019  
Railway applications - Braking - Brake performance  
[65.1]  Braked weight percentage  4.2.4.5.2 (4)  8.1 
[66] EN 14478:2017  
Railway applications - Braking - Generic vocabulary  
[66.1]  Emergency braking performance  6.2.3.8 (1)  4.6.3  
[66.2]  Service braking performance  6.2.3.9 (1)  4.6.3  
[67] EN 15328:2020  
Railway applications - Braking - Brake pads  
[67.1]  Emergency braking performance – 
friction coefficient  4.2.4.5.2 (5)  5.2 
[68] EN 16452:2015+A1:2019  
Railway applications - Braking - Brake blocks  
[68.1]  Emergency braking performance – 
friction coefficient  4.2.4.5.2 (5)  5.3.1, 5.3.3  
[69] EN 50163:2004+A1:2007+A2:2020+A3:2022  
Railway applications - Supply voltages of traction systems  
[69.1]  Operation within range of voltages and 
frequencies  4.2.8.2.2.(1)  4 
[70] UIC 541 -6:2010 -10 
Brakes - Electropneumatic brake (ep brake) and Passenger alarm signal 
(PAS) for vehicles used in hauled consists  
[70.1]  Coaches intended to be used in general 
operation  7.1.1.5.2 (3)  3, 7 
[71] EN 17065:2018:2010 -10 
Railway applications - Braking - Passenger coach test procedure  
[71.1]  Coaches intended to be used in 7.1.1.5.1 (13)  5, 6 EN 138  EN Index  Characteristics to be assessed  TSI point  Mandatory 
standards point  
predefined formations  
[71.2]  Coaches intended to be used in general 
operation  7.1.1.5.2 (3)  5, 6 
[72] EN/IEC 62625 -1:2013+A11:2017  
Electronic railway equipment - On board driving data recording system -
Part 2: Conformity testing  
[72.1]  Recording device  4.2.9.6(3)  Clauses 5, 6  
 
J-2 Technical documents (available on ERA website)  
 
Index  Characteristics to be assessed  TSI point  Mandatory 
technical 
document point  
[A] ERA/ERTMS/033281 - V 5.0  
Interfaces between Control -Command and Signalling Trackside and other 
Subsystems  
Appendix A of TSI  CCS , table A 2.1, index 77  
 Rolling stock characteristics for 
compatibility with train detection 
system based on track circuits  4.2.3.3.1.1   
[A.1]  Maximum distance between 2 
consecutive axles  4.2.3.3.1.1 (1)  3.1.2.1  
[A.2]  Maximum distance between buffer end 
and first axle  4.2.3.3.1.1 (2)  3.1.2.4  
3.1.2.5  
[A.3]  Minimum distance between end axles of 
a unit  4.2.3.3.1.1 (3)  3.1.2.3  
[A.4]  Minimum axle load in all load conditions  4.2.3.3.1.1 (4)  3.1.7.1  
[A.5]  Electrical resistance between the running 
surfaces of the opposite wheels of a 
wheelset  4.2.3.3.1.1 (5)  3.1.9  
[A.6]  For electric units e quipped with a 
pantograph, the minimum impedance 
between pantograph and each wheel of 4.2.3.3.1.1 (6)  3.2.2.1  EN 139  EN the train  
[A.7]  use of shunt assisting devices  4.2.3.3.1.1 (7)  3.1.8  
[A.8]  use of sanding equipment  4.2.3.3.1.1 (8)  3.1.4  
[A.9]  limitations of use of composite brake 
blocks  4.2.3.3.1.1 (9)  3.1.6  
[A.10]  Requirements for flange lubricators  4.2.3.3.1.1 (10)  3.1.5  
[A.11]  requirements related to electromagnetic 
compatibility  4.2.3.3.1.1 (11)  3.2.2  
 Rolling stock characteristics for 
compatibility with train detection 
system based on axle counters  4.2.3.3.1.2   
[A.12]  maximum distance between 2 
consecutive axles  4.2.3.3.1.2 (1)  3.1.2.1  
[A.13]  minimum distance between 2 consecutive 
axles of the train  4.2.3.3.1.2 (2)  3.1.2.2  
[A.14]  minimum distance between end and first 
axle of the unit  4.2.3.3.1.2 (3)  3.1.2.2  
[A.15]  maximum distance between end and first 
axle 4.2.3.3.1.2 (4)  3.1.2.4  
3.1.2.6  
[A.16]  wheel geometry  4.2.3.3.1.2 (5)  3.1.3.1 to 3.1.3.4  
[A.17]  metal -free space around wheels  4.2.3.3.1.2 (6) 3.1.3.5  
[A.18]  characteristics of the wheel material 
regarding magnetic field  4.2.3.3.1.2 (7)  3.1.3.6  
[A.19]  requirements related to electromagnetic 
compatibility  4.2.3.3.1.2 (8)  3.2.1  
[A.20]  electromagnetic interference limit levels 
rising from the  use of eddy current or 
magnetic track brakes  4.2.3.3.1.2 (9)  3.2.3  
 Rolling stock characteristics for 
compatibility with loop equipment  4.2.3.3.1.3   
[A.21]  vehicle metal construction  4.2.3.3.1.3 (1)  3.1.7.2  
 Conditions for unique authorisation  7.1.1.5   EN 140  EN [A.22]   unit equipped with flange lubricators  7.1.1.5 .1 (10) 3.1.4 
[A.23]  unit equipped with eddy current track 
brake  7.1.1.5.1 ( 11) 3.2.3  
[A.24]  unit equipped with magnetic track brake  7.1.1.5.1 ( 12) 3.2.3  
[A.25]  Design of the unit  7.1.1.5.1 (15)  3.1 
[A.26]  Bands of the frequency management  7.1.1.5.1 (16)  3.2 
[B] SUBSET -034 
Train Interface FIS  
Appendix A of TSI  CCS , table A 2.1, index 7  
[B.1]  Status of the tilting system  4.2.3.4.2  2.6.2.4.3, 2.9 and 
3 
[B.2]  Brake pressure  4.2.4.3  2.3.2, 2.9 and 3  
[B.3]  Special brake status ‘Electro Pneumatic 
(EP) brake’.  2.3.6, 2.9 and 3  
[B.4]  Emergency brake command  4.2.4.4.1  2.3.3, 2.9 and 3  
[B.5]  Service brake command  4.2.4.4.2  2.3.1, 2.9 and 3  
[B.6]  Special brake inhibition area – Trackside 
orders: regenerative brake  4.2.4.4.4  2.3.4, 2.9 and 3  
[B.7]  Special brake inhibit – STM Orders : 
regenerative brake  2.3.5, 2.9 and 3  
[B.8]  Special brake status: regenerative brake  2.3.6, 2.9 and 3  
[B.9]  Special brake inhibition area – Trackside 
orders: Magnetic track brake  4.2.4.8.2  
 2.3.4, 2.9 and 3  
[B.10]  Special brake inhibit – STM Orders: 
Magnetic track brake  2.3.5, 2.9 and 3  
[B.11]  Special brake status: Magnetic track 
brake  2.3.6, 2.9 and 3  
[B.12]  Special brake inhibition area – Trackside 
orders: Eddy current track brake  4.2.4.8.3  2.3.4, 2.9 and 3  
[B.13]  Special brake inhibit – STM Orders : 
Eddy current track brake  2.3.5, 2.9 and 3  
[B.14]  Special brake status: Eddy current track 2.3.6, 2.9 and 3  EN 141  EN brake  
[B.15]  Station platform  4.2.5.5.6  2.4.6, 2.9 and 3  
[B.16]  Traction cut off  4.2.8.1.2  2.4.9, 2.9 and 3  
[B.1]  Change of allowed current consumption  4.2.8.2.4  2.4.10, 2.9 and 3  
[B.17]  Change of traction system  4.2.8.2.9.8  
4.2.8.2.9.8  2.4.1, 2.9 and 3  
[B.18]  Powerless section with pantograph to be 
lowered – Trackside orders  2.4.2, 2.9 and 3  
[B.19]  Powerless section with main power 
switch to be switched off – Trackside 
orders  2.4.7, 2.9 and 3  
[B.20]  Main Power Switch – STM orders  2.4.8, 2.9 and 3  
[B.21]  Pantograph – STM orders  2.4.3, 2.9 and 3  
[B.22]  Cab Status  4.2.9.1.6  2.5.1, 2.9 and 3  
[B.23]  Direction controller  2.5.2, 2.9 and 3  
[B.24]  Remote shunting  4.2.9.3.6  2.5.5, 2.9 and 3  
[B.25]  Sleeping  4.2.9.3.7.1  2.2.1, 2.9 and 3  
[B.26]  Passive shunting  4.2.9.3.7.2  2.2.2, 2.9 and 3  
[B.27]  Non leading  4.2.9.3.7.3  2.2.3, 2.9 and 3  
[B.28]  Traction status  4.2.9.3.8  2.5.4, 2.9 and 3  
[B.29]  Air tightness area – Trackside orders  4.2.10.4.2  
 2.4.4, 2.9 and 3  
[B.30]  Air tightness – STM orders  2.4.5, 2.9 and 3  
[B.31]  On-Board ATO functionality  4.2.13  2.2.5, 2.9 and 3  
”; 
(h) the following Appendix K is added:  
“Appendix K  
Validation process for new end pieces of Magnetic Track Brake (MTB)  
The aim of the validation process is to check the compatibility of the MTB with the 
track elements. Any new end piece or a geometrical modified end pieces shall be 
tested with the following parameters:  EN 142  EN – The tangents of the fixed crossings of the switches s hall be in 
the range between 0,034 and 0,056 and in the range between 
0,08 and 0,12 (see Table  1).  
– For the test, the switches shall be crossed three times in each 
of the four possible directions with activated MTB with every 
following constant velocity ( see Table  1).  
 
Table  1 — Parameters for testing  
 
NOTE For the testing, it might be necessary to adapt the control system of the MTB.  
– The test shall be performed under dry conditions.  
– The test shall be performed in new and worn conditions of 
the pole shoes and end pieces.  
– The test in worn conditions shall be performed at the 
maximum allowed hollow wear of the friction surface or the 
pole shoe respectively, defined by the specification (see 
Figure 1).  
 
Figure 1 — Maximum hollow wear  
 
Key  
X   maximum allowed hollow wear expressed in mm  
 
Test possibility 1:  
This test applies for changes of end pieces listed in the specification referenced in 
Appendix J -1, index [16]  . Only deviations o f maximum 10% for no more than 5 
dimensions are allowed.  
EN 143  EN During the test optical check shall be performed by video of all end pieces. The 
lateral surfaces of all end pieces and pole shoes of the MTB shall be pale painted.  
Acceptance criteria:  
No mechanical  damage of any part of the MTB;  
No evidence of a permanent derailment of the MTB;  
NOTE  Sparks are allowed during braking.  
– No evidence of a contact at the lateral side of the MTB 
outside of 55 mm in the vertical direction from the top of rail.  
Test possib ility 2:  
This test applies for new designed end pieces. In addition to test possibility 1, the 
lateral and longitudinal forces (see Figure 2) between MTB and the bogie shall be 
measured.  
 
Figure 2 — Overview of transmission of force  
 
Key  
1 interface forces with bogie frame F BZ   
2  attractive force F HZ   
3  longitudinal force F B,x   
4  brake force F x   
5  lateral force F Q   
6  top of the rail  
7  interface forces  
Acceptance criteria:  
Acceptance criteria for test possibility 1:  
– Lateral force FQ and longitudinal force FB,x when running over 
switches and crossings in inside direction  : Action of a lateral force equal 
to 0,18 times the magnetic attractive force in inside direction (toward the 
track centre) in the vicinity of the end pieces with a simultaneous 
EN 144  EN longitudinal force of 0,2 times the magnetic attractive force shall be 
respected.  
– Lateral force FQ and longitudinal force FB,x when running over 
switches and crossings in outside direction  : Action of a lateral force 
equal to 0,12 time s the magnetic attractive force in outside direction in the 
vicinity of the end pieces with a simultaneous longitudinal force of 0,2 times 
the magnetic attractive force shall be respected.  
– Exceptional lateral force FQ in inside direction (toward the track  
centre) when running over switches and crossings   : Measurements  so  
far  performed  on  vehicles  have  identified  forces  in  inside  direction  up  
to  about 0,35 times the magnetic attractive force (greatly dependent on the 
wear condition of the swi tch and crossing that has been traversed).  
– Exceptional lateral force FQ in outside direction when running over 
switches and crossings  : Measurements  so  far  performed  on  vehicles  
have  identified  forces  in  outside  direction  up  to  about 0,23 tim es the 
magnetic attractive force (greatly dependent on the wear condition of the 
switch and crossing that has been traversed).  
 
Test possibility 3:  
This test applies for new designed end pieces. Subsequent to test possibility 2, the 
test possibility 3 shal l be performed if the measurement of the displacement of the 
switches is required. It is allowed to perform the possibilities 2 and 3 in one test run.  
Measurement  of  displacement  of  switch:  The  switch  is  equipped  with  sensors  
for  measuring  th e displacement of moving parts identified in red in Figure 3 below 
(zone toe).  
Test sequence: The test sequence consists of performing 3 runs per position A, B, C 
and D at constant speed.  The  speed  of  test  shall  correspond to  the  speed  
inducing t he  maximum  coefficient  of  friction (typically around a speed of 
15 km/h).  
 
Figure 3 — Measurement of Displacement of Switch  
 
Key  
EN 145  EN 4 Switch toe  
2  Switch heel  
3  Zone equipped with sensors  
Acceptance criteria :  
The displacement for runs types A and B from switch toe to switch heel shall not 
exceed 4,0 mm.  
The displacement for runs types C and D from switch heel to switch toe shall not 
exceed 7,0 mm. ”; 
(i) the following Appendix L is added:  
“Appendix L  
Changes of  requirements and transition regimes  
Changes with a generic transition regime:  
For TSI point s listed in table L.1, compliance with the previous TSI does not 
systematically imply compliance with this TSI. However, for projects already in 
design phase when this TSI enters into force, the requirement of the previous TSI can 
still apply for a duration of 7 years from the entry into force of this TSI. Projects in 
production phase and rolling stock in operation are not affected by the TSI 
requirements listed in table L.1  
 
Table L.1 – transition regime of 7 y ears 
TSI point(s)  TSI point(s) in previous TSI  Explanation of the TSI change  
4.2.2.5 (7)  4.2.2.5 (7)  Evolution of the specification referenced in 
Appendix J.1 index [3]  
4.2.2.10 (1)  4.2.2.10 (1)  Additional requirements  
4.2.3.2.1 (2)  4.2.3.2.1 (2)  Change of the requirement  
4.2.3.7  4.2.3.7  Change of the requirements  
4.2.4.3  
7.1.1. 5.2 (3) 4.2.4.3  
6.2.7a  Evolution of the specification referenced in 
Appendix J.1 index [12]  
4.2.4.5.1  
4.2.4.5.2  
4.2.4.5.3  
4.2.4.5.5  4.2.4.5.1  
4.2.4.5.2  
4.2.4.5.3  
4.2.4.5.5  Evolution of the specification referenced in 
Appendix J.1 indexes [13] and [14]  
4.2.4.5.2 (4)  4.2.4.5.2 (4)  Evolution of the specification referenced in 
Appendix J.1 (index [13] to index [65])  
4.2.4.5.2 (5) 4.2.4.5.2 (5)  Evolution of the specification referenced in 
Appendix J.1 (index [13] to index [67] or [68])  EN 146  EN 4.2.4.6.2 (6)  
6.1.3.2 (1)  
4.2.4.6.2 (8)  
6.2.3.10 (1)  4.2.4.6.2 (6)  
6.1.3.2 (1)  
4.2.4.6.2 (8)  
6.2.3.10 (1)  Evolution of the specification referenced in 
Appendix J.1 index [15]  
4.2.6.2.4 (3)  4.2.6.2.4 (3)  Updated reference to the standard – removal of the 
reference to the HS TSI 2008  
4.2.5.3.2 (4a)  No requirement  New requirement  
4.2.5.4 (7)  
 No requirement  New requirement to record in the  documentation the 
existence or not of communication devices  
4.2.7.1.4 (3)  4.2.7.1.4 Note  Clear requirement on where it is required to use the 
head lamps in automatic flashing / Blinking mode  
4.2.8.2.5 (1)  4.2.8.2.5 (1)  Extension to AC systems  
4.2.8.2.9.6 (3a) and 
6.2.3.20  n.a New requirement  
4.2.8.2.9.7 (3) and (4) 
and 6.2.3.21  4.2.8.2.9.7 (3) and (4)  Change of parameter  
4.2.9.2.1 and 4.2.9.2.2  4.2.9.2.1 and 4.2.9.2.2  Evolution of the specification referenced in Appendix 
J.1 index [28]  
4.2.9.3.7 and 4.2.9.3.7a  
 No requirement  
 New requirement  
4.2.10.2.1 (2) and 
4.2.10.2.2 (2)  4.2.10.2.1 (2) and 
4.2.10.2.2 (2)  Evolution of the standard referenced  
See also point  7.1.1.4  
4.2.12.2  4.2.12.2  Evolution of the required documentation in relation to 
the evolution of requirements  
7.1.6  No requirement  This case applies to newly developed vehicle design 
where ETCS onboard is not yet installed with the aim 
to have rolling stock subsystem ready when ETCS 
will be installed.  
Point s referring to  
Appendix J.2, Index 
[A] (except point 3.2.2)  Point s referring to 
Appendix J.2, Index 1  ERA/ERTMS/033281 version 5 replaces 
ERA/ERTMS/033281 Version 4, main changes 
concern frequency management for interference 
current limits and closure of open points.  
 
Transition regime is defined in Annex B table B1 of 
the TSI CCS 
 EN 147  EN  
Changes with a specific transition regime:  
For TSI points listed in table L.2, compliance with the previous TSI does not 
systematically imply compliance with this TSI. However, for projects already in 
design phase when this TSI enters into force, the requirement of the previous TSI can 
still apply according to the specific transition regime described in the table. Projects 
in production phase and units in operation are affected by the TSI req uirements listed 
in table L.2 according to the specific transition regime described in the table.  
 
Table L.2 – Specific transition regime  
TSI point (s) TSI point s(s) 
in previous 
version  Explanation on TSI 
change  Transition regime  
Design 
phase 
not 
started  Design 
phase 
started  Production 
phase  units in 
operation  
Points 
referring to 
the 
specification 
referenced in 
Appendix 
J.2, index [B]  4.2.4.4.1, 
4.2.5.3.4, 
4.2.5.5.6, 
4.2.8.2.9.8, 
4.2.10.4.2  Train interface 
functions specified 
between ETCS 
onboard and rolling 
stock are identified 
end to end including 
provisions on EC 
verification  For new train interface functions identified in 
index 7, transition regimes are defined in Annex B 
table B1 – ETCS system version of TSI CCS.  
For train interface functions not modified in index 
7, transition regimes are defined in Annex B table 
B1 – partial fulfilment of TSI CCS  
4.2.13  No 
requirements  Interface 
requirements 
applicable to units 
equipped with ETCS 
onboard and intended 
to be fitted with 
Automatic Train 
Operati on onboard up 
to Grade of 
Automation 2.  Transition regimes for ATO On -Board 
Implementation are defined in Annex B table B1 – 
ATO On -Board Implementation of TSI CCS  
Points 
referring to 
point  3.2.2 of 
Appendix 
J.2, Index 
[A] points  
referring to 
point  3.2.2 of 
Appendix 
J.2, Index 1  ERA/ERTMS/033281 
V5 replaces 
ERA/ERTMS/033281 
V4, main changes 
concern frequency 
management for 
interference current 
limits and closure of 
open points..  Transition regime is defined in Annex B table B1  
of TSI CCS  
”.