EN EN
EUROPEAN
COMMISSION
Brussels, XXX
Revised L oc&Pas TSI
[…](2013) XXX draft
COMMISSION REGULATION (EU) No …/..
of XXX
concerning a technical specification for interoperability relating to the 'rolling stock -
locomotives and passenger rolling stock' subsystem of the rail system in the European 
Union
(Text with EEA relevance)EN 2 ENCOMMISSION REGULATION (EU) No …/..
of XXX
concerning a technical specification for interoperability relating to the 'rolling stock -
locomotives and passenger rolling stock' subsystem of the rail system in the European 
Union
(Text with EEA relevance)
THE EUROPEAN COMMI SSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Directive 2008/57/EC of the European Parliament and of the Council of 
17June 2008 on the interoperability of the rail sy stem within the Community1, and in 
particular Article 6(1) second subparagraph thereof,
Whereas:
(1) Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the 
Council of 29 April 2004 establishing a European Railway Agency (Agency 
Regulation)2requires the Europe an Railway Agency (hereinafter ' 'the Agency '') to 
ensure that the technical specifications for interoperability (hereinafter the "TSIs") are 
adapted to technical progress, market trends and social requirements and to propose to 
the Commission the amendment s to the TSI s which it considers necessary .
(2) ByDecision C(2010) 2576 of 29 April 2010, the Commission gave the Agency a 
mandate to develop and review the TSI's with a view to extending their scope to the 
whole rail s ystem in the Union. Under the terms of t hat mandate, the Agency was 
requested to extend the scope of the TSI relating to the subs ystem ' rolling stock -
locomotives and passenger rolling stock' ,to the whole rail sy stem in the Union.
(3) On 12 December 2012 , the Agency  issued a recommendation on the revised TSI
relating to the subs ystem 'rolling stock –locomotives and passenger rolling stock '.
(4) In order to follow technological evolution and encourage moderni sation, innovative 
solutions should be promoted and their implementation should, under certain 
conditions, be allowed. Where an innovative solution is proposed, the manufacturer or 
his authori sed representative should state how they deviate from or how they 
complement to the relevant section of the TSI, and the innovative solution should be 
assessed bythe Commission. I f this assessment is positive, the Agency should define 
the appropriate functional and interface specifications of the innovative solution and 
develop the relevant assessment methods.
(5) The TSI  on rolling stock established bythis Regula tiondoes not deal with all essential 
requirements. In accordance with Article 5(6) of Directive 2008/57/EC, technical 
aspects which are not covered byit should be identified as "open points " governed b y 
national rules applicable in each Member State .
  
1OJ L 191, 18.7.2008, p. 1.
2OJ L 164, 30.4.2004, p. 1.EN 3 EN(6) In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify 
the Commission and other Member States the technical rules, the conformity 
assessment and verification procedures to be used for the specific cases, andthe bodies 
responsib le for carry ing out these procedures. The same obligation should be provided 
as regards toopen points.
(7) Rolling stock currently operates under existing national, bilateral, multinational or 
international agreements. I t is important that these agreements do not hinder current 
and future progress towards interoperability .The Member States should therefore 
notify such agreements to the Commission.
(8) In accordance with Article 11(5) of Directive 2008/57/EC, the TSI on rolling stock 
should allow, for a limited pe riod of time, for interoperability constituents to be 
incorporated into subs ystems without certification if certain conditions are met. 
(9) Commission Decisions 2008/232/EC of 21 February 2008 concerning a TSIrelating to 
the rolling stock sub -system of the t rans-European high speed rail sy stem3and 
2011/291/EU of 26 April 2011 concerning a TSI relating to the rolling stock 
subsy stem –"Locomotives and passenger rolling stock" of the trans -European 
conventional rail s ystem4should therefore be repealed.
(10) The me asures provided for in this Regulation are in accordance with the opinion of the
Committee established in accordance with Article 29(1) of Directive 2008/57/EC ,
HAS ADOPTED THIS REGULATION:
Article 1
The technical specification for interoperability (TSI) r elating to the ‘rolling stock –
locomotives and passengers rolling stock' subs ystem of the rail sy stem in the entire European 
Union , as set out in the Annex, is hereby adopted.
Article 2
1. The TSI shall apply to the ‘rolling stock' subs ystem as described in point 2.7 of 
Annex II to Directive 2008/57/EC which is, or is intended to be, operated on the rail 
network defined in point 1.2 of the Annex and which falls under one of the following 
types:
(a) self-propelling thermal or electric trains;
(b) thermal or electric t raction units;
(c) passenger carriages;
(d) mobile railway infrastructure construction and maintenance equipment .
2. The TSI shall appl y to the rolling stock referred to in paragraph s1which is intended 
to be operated on one or more of the following nominal track ga uges: 1435 mm, 
1520 mm, 1524 mm, 1600 and 1668 mm, as stated in section 2.3.2 of the Annex.
  
3OJ L 84, 26.3.2008, p. 132.
4OJ L 139, 26.5.2011, p. 1.EN 4 ENArticle 3
1. Without prejudice to Articles 8 and 9 ,and point 7.1.1 of the Annex ,the TSI shall 
apply to all new rolling stock of the rail sy stem in the Union, defined in Article 2 (1), 
which is placed in service from 1 January 2014.
2. The TSI shall not apply to existing rolling stock of the rail s ystem in the European
Union which is already placed in service on all or part of the network of any Member 
State on 1 January  2014, except when it is subject to renewal or upgrading in 
accordance with Art icle 20 of Directive 2008/57/EC and Section 7.1.2 of the Annex .
3. The technical and geographical scope of this Regulation is set out in Sections 1.1 and 
1.2of the Annex.
Article 4
1. With regard to the aspects classified as 'o pen points 'set out in Appendix I ofthe 
Annex to this Regulation , the conditions to be complied with for verify ingthe 
interoperabilit y pursuant to Article 1 7(2) of Directive 200 8/57/EC shall be those 
national rules applicable in the Member State which authorise sthe placing in service 
of the subsy stem covered by this Regulation .
2. Within six months of the entry into force of this Regulation, each Member State shall 
send to the other Member States and the Commissio n the following information, 
unless such information has alread y been sent to them under Commission Decision s
2008/232/ECor 2011/291/EU :
(a) the national rules referred to in paragraph 1;
(b) the conformit y assessment and verification procedures to be carried out to 
apply the national rules referred to in paragraph 1;
(c) thebodies designated in accordance with Article 17, paragraph 3, of Directive 
2008/57/EC to carry out theconformity assessment and verification procedures
with respect to the open points .
Article 5
1. With regard to specific cases listed in Section 7.3of the Annex to this Regulation , 
the conditions to be met for the verification of interoperability pursuant to Article 
17(2) of Directive 2008/57/EC shall be the national rules applicable in the Member 
State which authorise the placing in service of the subsy stem covered by this 
Regulation.
2. Within six months of the entry into force of this Regulation, each Member State shall 
notify the other Member States and to the Commission with :
(a) the national rules r eferred to in paragraph 1;
(b) the conformit y assessment and verification procedures to be carried out to 
apply the national rules referred to in paragraph 1;
(c) the bodies appointed in accordance with Article 17, paragraph 3, of Directive 
2008/57/EC to carry out the conformity assessment and verification procedures 
inthe specific cases set out in chapter 7 .3of the Annex .EN 5 ENArticle 6
1. Without prejudice to the agreements which have alread y been notified under 
Commission Decision 200 8/232 /EC,andshall not be notifie d again ,Member States 
shall notify the Commission, within six months of the entry into force of this 
Regulation, an y existing national, bilateral, multilateral or international agreements 
under which the rolling stock within the scope of this Regulation isoperated.
2. Member States shall forthwith notify the Commission with anyfuture agreements or 
modifications of existing agreements. 
Article 7
Inaccordance with Article 9(3) of Directive 2008/57/EC ,each Member State shall 
communicate to the Commission wi thin one y ear of the entry into force of this Regulation the 
list of projects being implemented within its territory and are at an advanced stage of 
development.
Article 8
1. An 'EC'certificate of verification for a subsystem that contains interoperability 
constituents which do not have an 'EC'declaration of conformity or suitability for 
use may be issued during a transition alperiod of sixyears starting on 1 January 2014
provided the provisions laid down in Section 6.3 of the Annex are met.
2. The production or upgrade/renewal of the subsy stem using non -certified 
interoperabilit y constituents shall be completed within the transition alperiod set out 
in paragraph 1, including the placing in service.
3. During the transition alperiod set out in paragraph 1:
(a) the rea sons for non -certification of any interoperability constituents shall be 
properl y identified bythe notified body  before granting the 'EC'certificate
pursuant to Article 18 of Directive 2008/57/EC ;
(b) the national safety authorities , pursuant to Article 16(2 )(c) of Directive 
2004/49/EC, shall report on the use of non -certified interoperability
constituents in the context of authorisation procedures in their annual report 
referred to in Article 18 of Directive 2004/49/EC of the European Parliament 
and of the C ouncil5.
4. After one year from the entry into force of this Regulation, newly produce d 
interoperabilit y constituents shall be covered b y the 'EC'declaration of conformity or 
suitability for use.
Article 9
The declaration of verification of a subs ystem refer red to in Articles 16 to 18 of Directive 
2008/57/EC and/or the declaration of conformity totypeof a new vehicle referred to in 
Article 26 of Directive 2008/57/EC established in accordance with Decision 2008/232/EC or 
Decision 2011/291/EU shall be conside red valid until the Members States decide that the type 
or design certificate needs to be renewed as stated in those Decisions .
  
5OJ L 164, 30.4.2004, p. 44. EN 6 ENArticle 10
1. Inorder to keep pace with technological progress , innovative solutions may be 
required, which do not comply with the specifications set out in the Annex and/or for 
which the assessment methods set out in the Annex cannot be applied. In thatcase, 
new specifications and/or new assessment methods associated with those innovative 
solution sshall be developed.
2. Innovative so lutions may  be related to the rolling stock subsy stem, its parts and its 
interoperabilit y constituents.
3. If an innovative solution is proposed, the manufacturer or his authorised 
representative established within the Union shall declare how it deviates from or 
complements to the relevant provision sof this TSI and submit the deviations to the 
Commission for analy sis. The Commission may  request theopinion of the European 
Railway  Agency  (the Agency ) on the proposed innovative solution.
4. The Commission delivers an opinion on the innovative solution proposed. If this 
opinion is positive ,the appropriate functional and interface specifications andthe 
assessment method which need to be included in the TSI in order to allow the use of 
this constituent shall be deve loped and subsequently integrated in the TSI during the 
revision process pursuant to Article 6 of Directive 2008/57/EC . If the opinion is 
negative, the innovative solution proposed cannot be applied.
5. Pending the review of the TSI , the positive opinion deli vered b y the Commission 
shall be considered as acceptable means of compliance with the essential 
requirements of Directive 2008/57/EC and may therefore be used for the assessment 
of the subsy stem.
Article 11
1. Commission Decisions 2008/232/EC and 2011/291/EU are repealed with effect from 
1 July 2014.
They shall however continue to apply  to:
(a) subsy stems authorised in accordance with th eseDecision s;
(b) cases referred to in Article 9 of this Regulation;
(c) projects for new, renewed or upgraded subs ystems which , at the date of 
publication of this Regulation, are at an advanced stage of development , are of 
an existing design or are the subject of a contract which is being carried out , as 
referred to in point 7.1.1.2 of the Annex to this Regulation.
2. Commission Decision 2008/232/EC continues to appl y for noise and crosswin d
requirements under the conditions set out in point 7.1.1.6 and 7.1.1.7 of the Annex to 
this Regulation.
Article 12
This Regulation shall enter into force on the twentieth d ayfollowing that of its public ation in 
the Official Journal of the European Union.
It shall appl y from 1 July2014. However, an authorisation for placing in service may be 
granted in accordance with the TSI as set out i n the Annex to this Regulation ,before 1 July
2014.EN 7 ENThis Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 
For the Commission
The President
José Manuel BARROSOEN 8 ENANNEX
TABLE OF CONTENTS
1. Introduction ................................ ................................ ................................ ................. 13
1.1. Technic al Scope ................................ ................................ ................................ .......... 13
1.2. Geographical Scope ................................ ................................ ................................ ....13
1.3. Content of this TSI ................................ ................................ ................................ ......14
2. Rolling stock subsy stem and functions ................................ ................................ .......14
2.1. The rolling stock subs ystem as part of the Union rail sy stem ................................ ....14
2.2. Definitions related to rolling stock ................................ ................................ ............. 15
2.3. Rolling stoc k in the scope of this TSI ................................ ................................ ......... 16
2.3.1. Types of rolling stock ................................ ................................ ................................ .16
2.3.2. Track gauge ................................ ................................ ................................ ................. 18
2.3.3. Maximum speed ................................ ................................ ................................ .......... 18
3. Essential requirements ................................ ................................ ................................ 18
3.1. Elements of the rolling stock subsy stem corresponding to the essential requirements
................................ ................................ ................................ ................................ ....18
3.2. Essenti al requirements not covered b y this TSI ................................ .......................... 23
3.2.1. General requirements, requirements related to maintenance and operation ............... 23
3.2.2. Requirements specific to other sub systems ................................ ................................ 24
4. Characterisation of the rolling stock subsy stem ................................ ......................... 24
4.1. Introduction ................................ ................................ ................................ ................. 24
4.1.1. General ................................ ................................ ................................ ........................ 24
4.1.2. Description of the Rolling stock subject to the application of this TSI ...................... 25
4.1.3. Main categorisation of the rolling stock for application of TSI requirements ............ 25
4.1.4. Categorisation of the rolling stock for fire safet y................................ ....................... 26
4.2. Functional and technical specification of the sub -system ................................ .......... 27
4.2.1. General ................................ ................................ ................................ ........................ 27
4.2.2. Structure and mechanical parts ................................ ................................ ................... 28
4.2.3. Track interaction and gauging ................................ ................................ .................... 36
4.2.4. Braking ................................ ................................ ................................ ........................ 47
4.2.5. Passenger related items ................................ ................................ ............................... 61
4.2.6. Environmental conditions and aerod ynamic effects ................................ ................... 70
4.2.7. External lights & visible and aud ible warning devices ................................ ............... 75
4.2.8. Traction and electrical equipment ................................ ................................ ............... 77
4.2.9. Driver’s Cab and driver -machine interface ................................ ................................ 85EN 9 EN4.2.10. Fire safet y and evacuation ................................ ................................ .......................... 93
4.2.11. Servicing ................................ ................................ ................................ ..................... 97
4.2.12. Documentation for operation and maintenance ................................ .......................... 99
4.3. Functional and technical specification of the interfaces ................................ ........... 102
4.3.1. Interface with Energy subsy stem ................................ ................................ .............. 102
4.3.2. Interface with Infrastructure subs ystem................................ ................................ ....104
4.3.3. Interface with Operation subsy stem ................................ ................................ ......... 106
4.3.4. Interface with the Control, command and signalling subs ystem.............................. 107
4.3.5. Interface with the Telematic application for passengers subsy stem ......................... 108
4.4. Operating rules ................................ ................................ ................................ .......... 108
4.5. Maintenance rules ................................ ................................ ................................ .....109
4.6. Professional competencies ................................ ................................ ........................ 109
4.7. Health and safet y conditions ................................ ................................ ..................... 109
4.8. European register of authorised ty pes of vehicles ................................ .................... 110
5. Interoperability constituents ................................ ................................ ..................... 110
5.1. Definition ................................ ................................ ................................ .................. 110
5.2. Interoperability constituent specification ................................ ................................ ..111
5.2.1. Automatic centre buffer coupler ................................ ................................ ............... 111
5.2.2. Manual end coupling ................................ ................................ ................................ 111
5.2.3. Rescue couplers ................................ ................................ ................................ ........ 111
5.2.4. Wheels ................................ ................................ ................................ ...................... 112
5.2.5. WSP (wheel slide protection sy stem) ................................ ................................ .......112
5.2.6. Head lamps ................................ ................................ ................................ ............... 112
5.2.7. Marker lamps ................................ ................................ ................................ ............ 112
5.2.8. Tail lamps ................................ ................................ ................................ ................. 112
5.2.9. Horns ................................ ................................ ................................ ......................... 113
5.2.10. Pantograph ................................ ................................ ................................ ................ 113
5.2.11. Contact strips ................................ ................................ ................................ ............ 113
5.2.12. Main circuit breaker ................................ ................................ ................................ ..114
5.2.13. Driver’s seat ................................ ................................ ................................ .............. 114
5.2.14. Toilet discharge connection ................................ ................................ ...................... 114
5.2.15. Inlet connection for water tanks ................................ ................................ ................ 114
6. Assessment of conformity or suitability for use and 'ec' verification ....................... 114
6.1. Interoperability constituents ................................ ................................ ..................... 114
6.1.1. Conformity assessment ................................ ................................ ............................. 114EN 10 EN6.1.2. Application of modules ................................ ................................ ............................. 114
6.1.3. Particular assessment procedures for interoperability co nstituents .......................... 117
6.1.4. Project phases where assessment is required ................................ ............................ 120
6.1.5. Assessment of suitability for use ................................ ................................ .............. 120
6.2. Rolling stock subsy stem ................................ ................................ ........................... 121
6.2.1. EC verification (general) ................................ ................................ .......................... 121
6.2.2. Application of modules ................................ ................................ ............................. 121
6.2.3. Particular asses sment procedures for subs ystems ................................ ..................... 121
6.2.4. Project phases where assessment is required ................................ ............................ 131
6.2.5. Assessment of documentation requested for operation and maintenance ................ 132
6.2.6. Assessment of units intended to be used in general operation ................................ .132
6.2.7. Assessment of units intended to be used in pre -defined formation(s) ...................... 133
6.2.8. Particular case: Assessment of units intended to be included in an existing fixed 
formation ................................ ................................ ................................ ................... 133
6.3. Subsy stem containing Interoperability constituents not holding an EC declaration 134
6.3.1. Conditions ................................ ................................ ................................ ................. 134
6.3.2. Documentation ................................ ................................ ................................ .......... 134
6.3.3. Maintenance of the subsy stems certified according t o point 6.3.1 ........................... 134
7. Implementation ................................ ................................ ................................ ......... 135
7.1. General rules for implementation ................................ ................................ ............. 135
7.1.1. Application to newly built rolli ng stock ................................ ................................ ...135
7.1.2. Renewal and upgrade of existing rolling stock ................................ ......................... 138
7.1.3. Rules related to the t ype or design examination certificates ................................ ....139
7.2. Compatibility with other subsy stems ................................ ................................ ........ 140
7.3. Specific cases ................................ ................................ ................................ ............ 140
7.3.1. General ................................ ................................ ................................ ...................... 140
7.3.2. List of specific cases ................................ ................................ ................................ .141
7.4. Specific environmental conditions ................................ ................................ ............ 154
APPENDIX A ................................ ................................ ......Buffers and screw coupling s ystem
................................ ................................ ................................ ................................ ................. 159
APPENDI X A................................ ................................ ............ Structures and mechanical parts
................................ ................................ ................................ ................................ ................. 161
APPENDIX B ................................ ................................ ................... 1520 mm sy stem gauge “t”
................................ ................................ ................................ ................................ ................. 163EN 11 ENAPPENDIX C ................................ ................. Special provisions for on track machines (OTM)
................................ ................................ ................................ ................................ ................. 165
APPENDIX D ................................ ................................ .On-board energy measurement sy stem
................................ ................................ ................................ ................................ ................. 167
APPENDIX E ................................ ........................ Anthropometric measurements of the driver
................................ ................................ ................................ ................................ ................. 171
APPENDIX F ................................ ................................ ................................ ........ Front visibility
................................ ................................ ................................ ................................ ................. 172
APPENDIX G ................................ ................................ ................................ ............... Servicing
................................ ................................ ................................ ................................ ................. 174
APPENDIX H ................................ ........................... Assessment of the rolling stock subsy stem
................................ ................................ ................................ ................................ ................. 178
APPENDIX I ........ Aspects for which the technical sp ecification is not available (open points)
................................ ................................ ................................ ................................ ................. 184
APPENDIX J ................................ ..................... Technical specifications referred to in this TSI
................................ ................................ ................................ ................................ ................. 186EN 12 ENEN 13 EN1. INTRODUCTION
1.1. Technical Scope
This technical specific ation for interoperability (TSI) is a specification by which a particular 
subsy stem is addressed in order to meet the essential requirements and ensure the 
interoperabilit y of the Union 'srail s ystem as described in Article 1 of Directive 2008/57/EC6. 
Theparticular subs ystem is the rolling stock of the Union 'srail sy stem referred to in Annex I I
section 2.7of Directive 2008/57/EC . 
This TSI is applicable to rolling stock: 
– which is (or is intended to be) operated on the rail network defined in the sectio n 1.2 
“Geographical scope” of this TSI ,
and 
– which is of one of the following types (as defined in Annex I sections 1.2 and 2.2 of 
Directive 2008/57/EC):
• Self-propelling thermal or electric trains;
• Thermal or electric traction units;
• Passenger carriages;
• Mobile railway infrastructure construction and maintenance equipment. [if 
alternative 1 is used in Article 2, this should be moved to Article 2]
Rolling stock of the t ypes mentioned in Article 1(3) of Directive 2008/57/EC are excluded 
from the scope of this TSI: 
• Metros, tram , and other light rail vehicles ;
• Vehicles for the operation of local, urban or suburban passenger services on 
networks that are functionally separate from the rest of the railway system; 
• Vehicles exclusively used on privately owned railw ayinfrastructure that exist solely  
for use b y the owner for its own freight operations;
• Vehicles reserved for a strictly local, historical or touristic use.
The detailed definition of the rolling stock in the scope of this TSI is given in Chapter 2. 
1.2. Geog raphical Scope
The geographical scope of this TSI is the network of the whole rail sy stem, composed of: 
• The trans -European conventional rail s ystem network (TEN) as described in A nnex I 
section 1.1 “Network” of Directive 2008/57/EC 
• The trans -European high-speed rail s ystem network (TEN) as described in A nnex I 
section 2.1 “Network” of Directive 2008/57/EC 
  
6Directive 2 008/57/EC of the European Parliament and of the Council of 17 June 2008 on the 
interoperability of the rail system within the Community (OJ L 191, 18.07.2008, p.1.)EN 14 EN• Other parts of the network of the whole rail system, following the extension of the 
scope as described in Annex I section 4 of Directive 2008/57/EC, 
and exclu desthe cases referred to in Article 1(3) of Directive 2008/57/EC.
1.3. Content of this TSI
In accordance with Article 5(3) of Directive 2008/57/EC this TSI :
(a) indicates its intended scope (Chapter 2);
(b) lays down essential requirements for the subsystemrolling stock 'Locomotives and 
passenger rolling stock' and its interfaces vis-à-visother subsy stems ( Chapter 3);
(c) establishes the functional and technical specifications to be met by the subsy stem and 
its interfaces vis-à-visother subs ystems ( Chapter 4);
(d) determines the interoperability constituents and interfaces which must be covered b y 
European specifications, including European standards, which are necessary to 
achieve interoperability within theEuropean Union's rail sy stem ( Chapter 5);
(e) states, in each case under consideration, which procedures are to be used in order to 
assess the conformity or the suitability for use of the interoperability constituents, on 
the one hand, or the “EC” verification of the subsystems, on the other hand 
(Chapter 6);
(f) indicat es the strategy for implementing this TSI (Chapter 7);
(g) indicates for the staff concerned, the professional qualifications and health and safet y 
conditions at work required for the operation and maintenance of the subsystem, as 
well as for the implementatio n of this TSI (Chapter 4).
In accordance with Article 5(5) of Directive 2008/57/EC , provision may be made for specific 
cases for each TSI; such specific cases are indicated in Chapter 7.
2. ROLLING STOCK SUBSYST EM AND FUNCTIONS 
2.1. The rolling stock subsystem as part of the Union 'srail system
The Union 'srail sy stem has been broken down into the following subsy stems as defined in 
Annex II (section 1) ofDirective 2008/57/EC .
(a) Structural areas:
• infrastructure;
• energy ;
• trackside control -command and signalling;
• on-board control -command and signalling;
• rolling stock;
(b) Functional areas:
• Operation and traffic management;
• maintenance; 
• telematics applications for passenger and freight services.
With the exception of maintenance, each sub -system is dealt with in specific TSI(s). EN 15 ENThe rolling stock subsy stem dealt with in this TSI (as defined in Section 1.1) has interfaces 
with all other subsy stems of the Union rail system mentioned above; these interfaces are 
considered within the frame of an integrated s ystem, compliant w ith all therelevant TSIs.
Additionally , there are two TSI s describing specific aspects of the railway system and 
concerning several subsystems, the rolling stock subsy stem being one of them:
(a) safet y in railway tunnels (TSI SRT);
(b) accessibility for people wi th reduced mobility (TSIPRM) ;
andtwo TSI s concerning particular aspects of the rolling stock subs ystem:
(c) noise (TSINoise) ; 
(d) freight wagons.
The requirements concerning the rolling stock subsystem expressed in these four TSI s are not 
repeated in th e prese ntTSI. These four TSI s apply also for the rolling stock subsystem 
according to their respective scopes and implementation rules.
2.2. Definitions related to rolling stock
For the purpose of this TSI , the following definitions apply :
2.2.1. Train formation : 
(a) A Unit is the generic term used to name the rolling stock which is subject to the 
application of this TSI , and therefore subject to ’EC’verification.
(b) AUnit may be composed of several Vehicles , as defined in Directive 2008/57/EC, 
Article 2(c); considering t he scope of this TSI , the use of the term “vehicle” in this 
TSIis limited to the rolling stock subs ystem as defined in Chapter 1. 
(c) ATrain is an operational formation consisting of one or more units.
(d) A Passenger train is an operational formation accessibl e to passengers (a train 
composed of Passenger vehicles but not accessible to passengers is not considered as 
a Passenger train).
(e) A “Fixed formation ” is a train formation that can onl y be reconfigured within a 
workshop environment
(f) A “Predefined formation(s )”is a train formation(s) of several units coupled 
together, which is defined at design stage and can be reconfigured during operation.
(g) “Multiple operation ”: is an operational formation consisting of more than one unit:
– Trainsets ,are designed so that sev eral of them (of the t ype under assessment) 
are capable of being coupled together to operate as a single train controlled 
from 1 driver’s cab. 
– Locomotives designed so that several of them (of the ty pe under assessment) 
are capable of being included in a s ingle train controlled from 1 driver’s cab.
(h) “General operation”: A unit is designed for general operation when the unit is 
intended to be coupled with other unit(s) in a train formation which is not defined at 
design stage.
2.2.2. Rolling stock : 
Definitio ns below are classified in four groups as defined in the section 1.2 of Annex I to
Directive 2008/57/EC.EN 16 EN2.2.2.1. Self-propelling thermal and/or electric trains:
(a) ATrainset is a fixed formation that can operate as a train; it is by definition not 
intended to be reconfigured, except within a workshop environment. It is composed 
of only motored or of motored and non -motored vehicles.
(b) An Electric and/or Diesel Multiple Unit is a trainset in which all vehicles are 
capable of carry ing a payload ( passengers or lu ggage / mail or freight) .
(c) A Railcar is a vehicle that can operate autonomously and is capable of carry ing a 
payload ( passengers or luggage/mail or freight) .
2.2.2.2 .Thermal and/ or electric traction units: [please continue with the renumbering]
ALocomotiv e is a traction vehicle (or combination of several vehicles) that is not intended to 
carry a pa yload and has the ability to be uncouple din normal operation from a train and to 
operate independentl y.
A Shunter is a traction unit designed for use onl y on shunting yards, stations and depots.
Traction in a train can also be provided by a powered vehicle with or without driving cab, 
which is not intended to be uncoupled during normal operation. Such a vehicle is called a 
Power Unit (or power car) in general or a Power Head when located at one end of the 
trainset and fitted with a driving cab.
C) Passenger carriages and other related cars:
ACoach is a vehicle without traction in a fixed or variable formation capable of carry ing 
passengers (b y extension, requirem ents specified to apply to coaches in this TSI are deemed 
to apply also to restaurant cars, sleeping cars, couchettes cars, etc.).
A Van is a vehicle without traction capable of carrying payload other than passengers, e.g. 
luggage or mail, intended to be i ntegrated into a fixed or variable formation which is intended 
to transport passengers. 
A Driving Trailer is a non -traction vehicle equipped with a driving cab.
A coach may be equipped with a driver's cab; such a coach is then named a Driving Coach .
A van maybe fitted with a driver's cab and as such is known as a Driving Van.
A Car carrier is a non -traction vehicle capable of carry ing passenger motor cars without 
their passengers and which is intended to be integrated in a passenger train. 
A Fixed Rake o f Coaches is a non -traction formation of several coaches “semi -permanently ” 
coupled together, or which can be reconfigured only when it is out of service.
D) Mobile railway infrastructure construction & maintenance equipment 
On track Machines (OTMs) are v ehicles specially designed for construction and 
maintenance of the track and infrastructure. OTMs are used in different modes: working 
mode, transport mode as self -propelling vehicle, transport mode as a hauled vehicle.
Infrastructure inspection vehicles are utilised to monitor the condition of the infrastructure.
They are operated in the same way as freight or passenger trains, with no distinction between 
transport and working modes.
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 four groups as defined in the 
Annex I section 1.2 of Directive 2008/57/EC , is detailed as follows :EN 17 ENA) Self-propelling thermal and/ or electric trains:
This ty pe includes any train in fixed or pre -defined f ormation , composed of vehicles 
passenger carry ing and/or vehicles not carry ingpassengers .
Thermal or electric traction equipment is installed in some vehicles of the train, and the train 
is fitted with a driver’s cab.
Exclusion from the scope:
– Railcars or Electric and/or Diesel Multiple Units intended to operate on explicitly  
identified local , urban or suburban networks functionally separate from the rest of the 
railway system are not in the scope of this TSI .
– Rolling stock which isdesigned to operate primarily on urban metro, tramway or 
other light rail networks is not in the scope of this TSI .
These t ypes of rolling stock may be authorised to operate on particular sections of the Union 
railway network that are identified for this purpose (due to the loca l configuration of the 
railway network) byreference to the Register of Infrastructure.
In that case, and provided that they are not explicitly excluded from the scope of Directive 
2008/57/EC, Articles 24 and 25 of Directive 2008/57/EC (referring to nation al rules) are 
applicable.
B) Thermal and/ or electric traction units:
This ty pe includes traction vehicles that are not capable of carry ing a pay load, such as thermal 
or electric locomotives or power units .
The concerned traction vehicles are intended for f reight or/and passenger transport.
Exclusion from the scope:
Shunters (as defined in Section 2.2) are not in the scope of this TSI ; when they are intended to 
operate on the Union railway network (movement between shunting y ards, stations and 
depots ), Artic les 24 and 25 of Directive 2008/57/EC (referring to national rules) are 
applicable.
C) Passenger carriages and other related cars:
• Passenger carriages:
This ty pe includes vehicles without traction carry ing 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 carry ing vehicles included in a passenger train:
This ty pe include vehicles without trac tionincluded in passenger trains (e.g. luggage 
or postal vans, car carriers, vehicles for service...); they are in the scope of this TSI , 
as vehicles related to transport of passengers .
Exclusion from the scope of this TSI :
– -Freight wagons are not in the scope of this TSI; they are covered by the “freight 
wagons” TSI even when they are included in a passenger train (the train composition 
is in this case an operational issue). 
– -Vehicles intended to carry road motor vehicles (with persons on -board these r oad 
motor vehicles) are not in the scope of this TSI; w hen they are intended to operate on EN 18 ENthe Union railway network, Articles 24 and 25 of Directive 2008/57/EC (referring to 
national rules) are applicable.
D) Mobile railway infrastructure construction and maintenance equipment
This ty pe of rolling stock is in the scope of the TSI onl y wh en:
• It is running on its own rail wheels and
• It is designed and intended to be detected b y a track based train detection system for 
traffic management and
• In case of OTMs, it is in transport (running) configuration ,self-propelled or hauled.
Exclusion from the scope of this TSI :
In case of OTMs, working configuration is outside the scope of this TSI.
2.3.2. Track gauge
This TSI is applicable to rolling stock which is intended to be operated on networks of track 
gauge 1435 mm , or on one of the following nominal track gauges: 1520 mm, 1524 mm 
system, 1600 mm sy stem and 1668 mm sy stem.
2.3.3. Maximum speed
Considering the integrated railway system composed of several subs ystems (in particular
fixed installations; see Section 2.1), the maximum design speed of rolling stock is deemed to 
be lower or equal to 350km/h. 
In case of maximum design speed higher than 350km/h, this technical specification applies, 
but has to be complemented for the sp eed range above 350km/h (or maximum speed related 
to a particular parameter, where specified 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 11 .
3. ESSENTIAL REQUIREMENTS
3.1. Elements of the rolling stock subsystem corresponding to the essential 
requirements
The following table indicates the essential requirements, as set out and numbered in Annex III 
of Directive 2008/57/EC , taken into account bythe specification s set out in Chapter 4 of this 
TSI.
Rolling stock elements corresponding to essential requirements
Note :only points in section 4.2 which contain requirements are listed.
Ref. Point Element of the rolling 
stock sub -systemSafety Reliability -
AvailabilityHealth Environmen
tal 
protectionTechnical 
compatibility
4.2.2.2.2 Inner coupling 1.1.3
2.4.1
4.2.2.2.3 End coupling 1.1.3
2.4.1
4.2.2.2.4 Rescue coupling 2.4.2 2.5.3EN 19 ENRef. Point Element of the rolling 
stock sub -systemSafety Reliability -
AvailabilityHealth Environmen
tal 
protectionTechnical 
compatibility
4.2.2.2.5 Staff access for 
coupling and 
uncoupling1.1.5 2.5.1 2.5.3
4.2.2.3 Gangway s 1.1.5
4.2.2.4 Strength of vehicle 
structure1.1.3
2.4.1
4.2.2.5 Passive safet y 2.4.1
4.2.2.6 Lifting and jacking 2.5.3
4.2.2.7 Fixing of devices to 
carbod y structure1.1.3
4.2.2.8 Staff and freight access 
doors1.1.5
2.4.1
4.2.2.9 Mechanical 
characteristics of glass2.4.1
4.2.2.10 Load conditions and 
weighted mass1.1.3
4.2.3.1 Gaug ing 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 
characterist ics for 
compatibility with train 
detection sy stems1.1.1 2.4.3
2.3.2
4.2.3.3.2 Axle bearing condition 
monitoring1.1.1 1.2
4.2.3.4.1 Safety against 
derailment running on 
twisted track1.1.1
1.1.22.4.3
4.2.3.4.2 Running d ynamic 
behaviour1.1.1
1.1.22.4.3
4.2.3.4.2.1 Limit values for 
running safet y1.1.1
1.1.22.4.3
4.2.3.4.2.2 Track loading limit 
values2.4.3
4.2.3.4.3 Equivalent conicity 1.1.1
1.1.22.4.3
4.2.3.4.3.1 Design values for new 
wheel profiles1.1.1
1.1.22.4.3
4.2.3.4.3.2 In-service values of 
wheelset equivalent 
conicity1.1.2 1.2 2.4.3
4.2.3.5.1 Structural design of 
bogie frame1.1.1
1.1.2EN 20 ENRef. Point Element of the rolling 
stock sub -systemSafety Reliability -
AvailabilityHealth Environmen
tal 
protectionTechnical 
compatibility
4.2.3.5.2.1 Mechanical and 
geometrical 
characteristics of 
wheelsets1.1.1
1.1.22.4.3
4.2.3.5.2.2 Mechanical and
geometrical 
characteristics of 
wheels1.1.1
1.1.2
4.2.3.5.2.3 Variable gauge 
wheelsets1.1.1
1.1.2
4.2.3.6 Minimum curve radius 1.1.1
1.1.22.4.3
4.2.3.7 Life guards 1.1.1
4.2.4.2.1 Braking -Functional 
requirements1.1.1
2.4.12.4.2 1.5
4.2.4.2.2 Braking -Safet y 
requirements1.1.1 1.2
2.4.2
4.2.4.3 Type of brake s ystem 2.4.3
4.2.4.4.1 Emergency braking 
command2.4.1 2.4.3
4.2.4.4.2 Service braking 
command2.4.3
4.2.4.4.3 Direct braking 
command2.4.3
4.2.4.4.4 Dynamic braking 
command1.1.3
4.2.4.4.5 Parking braking 
command2.4.3
4.2.4.5.1 Braking performance -
General requirements1.1.1
2.4.12.4.2 1.5
4.2.4.5.2 Emergency braking 1.1.2
2.4.12.4.3
4.2.4.5.3 Service braking 2.4.3
4.2.4.5.4 Calculations related to 
thermal capacit y2.4.1 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 profile2.4.1 1.2
2.4.2
4.2.4.6.2 Wheel slide protection 
system2.4.1 1.2
2.4.2
4.2.4.7 Dynamic brake -
Braking s ystems linked 
to traction sy stem2.4.1 1.2
2.4.2EN 21 ENRef. Point Element of the rolling 
stock sub -systemSafety Reliability -
AvailabilityHealth Environmen
tal 
protectionTechnical 
compatibility
4.2.4.8.1. Braking s ystem 
independent of 
adhesion conditions –
General2.4.1 1.2
2.4.2
4.2.4.8.2. Magnetic track brake 2.4.3
4.2.4.8.3 Eddy current track 
brake2.4.3
4.2.4.9 Brake state and fault 
indication1.1.1 1.2
2.4.2
4.2.4.10 Brake requirements for 
rescue purposes2.4.2
4.2.5.1 Sanitary systems 1.4.1
4.2.5.2 Public address sy stem: 
audible communication 
system2.4.1
4.2.5.3 Passenger alarm 2.4.1
4.2.5. 4 Communicat ion 
devices for passengers2.4.1
4.2.5. 5 Exterior doors: access 
to and egress from 
Rolling stock2.4.1
4.2.5. 6 Exterior doors: sy stem 
construction1.1.3
2.4.1
4.2.5. 7 inter-unit doors 1.1.5
4.2.5. 8 Internal air quality 1.3.2
4.2.5. 9 body side windows 1.1.5
4.2.6.1 Environmental 
conditions2.4.2
4.2.6.2.1 Slipstream effects on 
passengers on platform
and on workers at track 
side1.1.1 1.3.1
4.2.6.2. 2 Head pressure pulse 2.4.3
4.2.6.2. 3 Maximum pressure 
variations in tunnels2.4.3
4.2.6.2. 4 Cross wind 1.1.1
4.2.7.1.1 Head lights 2.4.3
4.2.7.1.2 Marker lights 1.1.1 2.4.3
4.2.7.1.3 Tail lights 1.1.1 2.4.3
4.2.7.1.4 Lamp controls 2.4.3
4.2.7.2.1 Horn –General 1.1.1 2.4.3
2.6.3
4.2.7.2.2 Warning horn sound 
pressure levels1.1.1 1.3.1
4.2.7.2.3 Protection 2.4.3
4.2.7.2.4 Horn control 1.1.1 2.4.3EN 22 ENRef. Point Element of the rolling 
stock sub -systemSafety Reliability -
AvailabilityHealth Environmen
tal 
protectionTechnical 
compatibility
4.2.8.1 Traction performance 2.4.3
2.6.3
4.2.8.2
4.2.8.2.1 to 
4.2.8.2.9Power supply 1.5
2.4.3
2.2.3
4.2.8.2.10 Electrica l protection of 
the train2.4.1
4.2.8.3 Diesel and other 
thermal traction s ystem2.4.1 1.4.1
4.2.8.4 Protection against 
electrical hazards2.4.1
4.2.9.1.1 Driver’s cab –General - - - - -
4.2.9.1.2 Access and egress 1.1.5 2.4.3
4.2.9.1.3 External visibility 1.1.1 2.4.3
4.2.9.1.4 Interior lay out 1.1.5
4.2.9.1.5 Driver's seat 1.3.1
4.2.9.1.6 Driver's desk -
Ergonomics1.1.5 1.3.1
4.2.9.1.7 Climate control and air 
quality1.3.1
4.2.9.1.8 Internal lighting 2.6.3
4.2.9.2.1 Windscreen -
Mechanical 
characteristics2.4.1
4.2.9.2.2 Windscreen -Optical 
characteristics2.4.3
4.2.9.2.3 Windscreen –
Equipment2.4.3
4.2.9.3.1 Driver´s activity 
control function1.1.1 2.6.3
4.2.9.3.2 Speed indication 1.1.5
4.2.9.3.3 Driver display unit and 
screens1.1.5
4.2.9.3.4 Controls and indicators 1.1.5
4.2.9.3.5 Labelling 2.6.3
4.2.9.3.6 Radio r emote control 
function bystaff for 
shunting operation1.1.1
4.2.9.4 Onboard tools and 
portable equipm ent2.4.1 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
4.2.10.2 Fire safet y –Measures 
to prevent fire1.1.4 1.3.2 1.4.2EN 23 ENRef. Point Element of the rolling 
stock sub -systemSafety Reliability -
AvailabilityHealth Environmen
tal 
protectionTechnical 
compatibility
4.2.10.3 Measures to 
detect/control fire1.1.4
4.2.10.4 Requirements related 
to emergency situations2.4.1
4.2.10. 5 Requirements related 
to evacuation2.4.1
4.2.11.2 Train exterior cleaning 1.5
4.2.11.3 Connection to t oilet 
discharge s ystem1.5
4.2.11.4 Water refilling 
equipment1.3.1
4.2.11.5 Interface for water 
refilling1.5
4.2.11.6 Special requirements 
for stabling of trains1.5
4.2.11.7 Refuelling equipment 1.5
4.2.11.8 Train interior cleaning 
–power suppl y 2.5.3
4.2.12.2 General documentation 1.5
4.2.12.3 Documentation related 
to maintenance1.1.1 2.5.1
2.5.2
2.6.1
2.6.2
4.2.12.4 Operating 
documentation1.1.1 2.4.2
2.6.1
2.6.2
4.2.12.5 Lifting diagram and 
instructions2.5.3
4.2.12.6 Rescue related 
descriptions2.4.2 2.5.3
3.2. Essential require ments not covered by this TSI
Some of the essential requirements classified as “general requirements” or “specific to other 
subsy stems” in Annex III toDirective 2008/57/EC have an impact on the rolling stock 
subsy stem ; those that are not covered, or are c overed with limitations within the scope of this 
TSI,are identified below
3.2.1. General requirements, requirements related to maintenance and operation
The numbering of the paragraphs and the essential requirements hereunder are those set out in 
Annex III toDirective 2008/57/EC .
The essential requirements that are not covered within the scope of this TSI are the following:
1.4. E nvironmental protectionEN 24 EN1.4.1. “The environmental impact of establishment and operation of the rail system must be 
assessed and taken into account at the design stage of the system in accordance with the 
Community provisions in force.”
This essential requirement is covered b y the relevant European provisions in force.
1.4.3. “The rolling stock and energy -supply systems must be designed and manufactured in 
such a way as to be electromagnetically compatible with the installations, equipment and 
public or private networks with which they might interfere.”
This essential requirement is covered b y the relevant European provisions in force.
1.4.4. “Operation of the rail system must respect existing regulations on noise pollution.”
This essential requirement is covered by the relevant European provisions in force (in 
particular Noise TSI , and HS RST TSI 2008 until all rolling stock are covered b y the Noise 
TSI).
1.4.5. “Operation of the rail system must not give rise to an inadmissible level of ground 
vibrations for the activities and areas close to the infrastructure and in a normal state of 
maintenance.”
This essential requirement is in the sco pe of the Infrastructure.
2.5Maintenance
These essential requirements are relevant within the scope of this TSI according to Section 3.2 
of this TSI onl y for the technical maintenance documentation related to the rolling stock 
subsy stem; they are not cove red within the scope of this TSI regarding maintenance 
installations. 
2.6Operation
These essential requirements are relevant within the scope of this TSI according to Section 3.2 
of this TSI for the operating documentation related to the rolling stock su bsystem (essential 
requirements 2.6.1 and 2.6.2), and for technical compatibility of the rolling stock with 
operating rules (essential requirements 2.6.3).
3.2.2. Requirements specific to other subsystems
Requirements on the relevant other sub -systems are necessa ryto fulfil these essential 
requirements for the whole railway system .
The requirements on the rolling stock subs ystem which contribute to the fulfilment of these 
essential requirements are mentioned in the section 3.2 of this TSI ; corresponding essential
requirements are those set out in sections 2.2.3 and 2.3.2 of Annex III to Directive 
2008/57/EC.
Other essential requirements are not covered within the scope of this TSI .
4. CHARACTERISATION OF T HE ROLLING STOCK SUB SYSTEM
4.1. Introduction
4.1.1. General
(1) The Union 'srail system, to which Directive 2008/57/EC applies and of which the 
rolling stock subsy stem is a part, is an integrated sy stem whose consistency needs to 
be verified. This consistency  must be checked in particular with regard to the 
specifications of the rol ling stock subs ystem, its interfaces with the other subsy stems EN 25 ENof the Union 'srail system in which it is integrated, as well as the operating and 
maintenance rules.
(2) The basic parameters of the rolling stock sub -system are defined in the present 
Chapter 4 of this TSI .
(3) Except where this is strictly necessary for the interoperability of the Union 'srail 
system , the functional and technical specifications of the subs ystem and its interfaces 
described in Sections 4.2 and 4.3, do not impose the use of specific te chnologies or 
technical solutions.
(4) Some of the rolling stock characteristics that are mandated to be recorded in the 
“European register of authorised t ypes of vehicles” (according to the relevant 
Commission Decision) are described in Sections 4.2 and 6.2 o f this TSI .
Additionally , these characteristics are required to be provided in the rolling stock 
technical documentation described in point 4.2.12 of this TSI.
4.1.2. Description of the Rolling stock subject to the application of this TSI
(1) Rolling stock subject to the application of this TSI (designated as a unit in the 
context of this TSI ) shall be described in the certificate of ‘EC’verification, using  
one of the following characteristics:
• Trainset in fixed formation and, when required, predefined formation(s) o f 
several trainsets of the t ype under assessment for multiple operation.
• Single vehicle or fixed rakes of vehicles intended for predefined formation(s) .
• Single vehicle or fixed rakes of vehicles intended for general operation and 
when required, predefined formation(s) of several vehicles (locomotives) of the 
type under assessment for multiple operation.
Note: Multiple operation of the unit under assessment with other ty pes of rolling 
stock i snot in the scope of this TSI .
(2) Definitions related to train format ion and units are given in Section 2.2 of this TSI .
(3) When a unit intended for use in fixed or predefined formation(s) is assessed, the 
formation (s)for which such assessment is valid shall be defined by the party asking 
for assessment, and stated in the cer tificate of "EC" verification. The definition of 
each formation shall include the t ype designation of each vehicle (or of vehicle 
bodies and wheelsets in case of articulated fixed formation) , and their arrangement in 
the formation. Additional d etails are g iven in clauses 6.2.8 & 9.
(4) Some characteristics or some assessments of a unit intended to be used in general 
operation, will require defined limits regarding the train formations. These limits are 
laid down in Section 4.2 and in clause 6.2. 7.
4.1.3. Main categori sation of the rolling stock for application of TSI requirements
(1) A rolling stock technical categorisation sy stem is used in the following clauses of 
this TSI to define relevant requirements applicable to a unit.
(2) The technical category (ies) relevant for the unit subject to the application of this TSI 
shall be identified by the party asking for assessment. This categorisation shall be 
used by the notified body in charge of the assessment, in order to assess the 
applicable requirements from this TSI , and shall be stated in the certificate of "EC" 
verification.EN 26 EN(3) The technical categories of rolling stock are the following:
• Unit designed to carry passengers
• Unit designed to carry passenger -related load (luggage, cars, etc.)
• Unit designed to carry other pay load (mai l, freight, etc.) in self -propelling 
trains
• Unit fitted with a driver’s cab
• Unit fitted with traction equipment 
• Electric unit, defined as a unit supplied with electric energy byelectrification 
system (s)specified in the Energy TSI.
• Thermal traction unit
• Freight locomotive: Unit designed to haul freight wagons
• Passenger locomotive: Unit designed to haul passenger carriages
• OTMs
• Infrastructure inspection vehicles .
A unit is characterised b y one or several of the categories above.
(4) Unless stated otherwise in the clauses of Section 4.2, requirements specified in this 
TSIapply to all technical categories of rolling stock defined above. 
(5) The unit operational configuration shall also be considered when it is assessed; a 
distinction shall be made between:
• A unit t hat can be operated as a train.
• A unit that cannot be operated alone, and that has to be coupled with other 
unit(s) to be operated as a train (see also clauses 4.1.2, 6.2. 7and 6.2. 8).
(6) The maximum design speed of the unit subject to the application of this TSIshall be 
declared bythe party asking for assessment ; it shall be a multiple of 5 km/h (see also 
clause 4.2.8.1.2) when its value is higher than 60 km/h; it shall be used b y the 
notified body in charge of the assessment, in order to assess the applica ble 
requirements from this TSI , and shall be stated in the certificate of "EC" verification.
4.1.4. Categorisation of the rolling stock for fire safety
(1) In respect of fire safet y requirements, four categories of rolling stock are defined and 
specified in the TSISRT. 
• Category A passenger rolling stock (including passenger locomotive), 
• Category B passenger rolling stock (including passenger locomotive), 
• Freight locomotive, and self-propelling unit designed to carry other payload 
than passenger (mail, freight, infrastructure inspection vehicle, etc.),
• OTMs.
(2) The compatibility between the categor y of the unit and its operation in tunnels is set 
out in the TSI SRT. 
(3) For units designed to carry passenger s or haul passenger carriages, and subject to the 
application of this TSI ,category A is the minimum category to be selected bythe EN 27 ENparty asking for assessment ; the criteria for selecting category B are given in the TSI  
SRT. 
(4) This categorisation shall be used b y the notified body in charge of the assessment, in 
order to assess the applicable requirements from th e clause 4.2.10 of this TSI,and 
shall be stated in the certificate of "EC" verification.
4.2. Functional and technical specification of the sub -system
4.2.1. General
4.2.1.1. Breakdown
(1) The functional and technical specifications of t he rolling stock subsystem are 
grouped and sorted out in the following clauses of this section:
• Structures and mechanical parts
• Track interaction and gauging
• Braking
• Passenger related items
• Environmental conditions
• External lights & audible and visible war ning devices
• Traction and electrical equipment
• Driver’s cab and driver -machine interface 
• Fire safet y and evacuation
• Servicing
• Documentation for operation and maintenance
(2) For particular technical aspects specified in chapters 4, 5 and 6 , the functional and
technical specification makes an explicit reference to a clause of an EN standard or 
other technical document, as allowed by Article 5(8) of Directive 2008/57/EC; these 
references are listed in the Appendix J of this TSI .
(3) Information needed on board for t he train staff to be aware of the operational state of 
the train (normal state, equipment out of order, degraded situation ...) are described 
in the clause dealing with the relevant function, and in clause 4.2.12 “documentation 
for the operation and mainte nance”.
4.2.1.2. Open points
(1) When, for a particular technical aspect, the functional and technical specification 
necessary to meet the essential requirements has not been yetdeveloped , and 
therefore is not included in this TSI , this aspect is identified as an open point in the 
relevant clause; Appendix Iof this TSI lists all open points, as required in Article 
5(6) of Directive 2008/57/EC .
The Appendix I mentions also if the open points relate to technical compatibility  
with the network; for this purpose, the Appe ndix I is split in 2 parts:
– Open points that relate to technical compatibility between the vehicle and the 
network.EN 28 EN– Open points that do not relate to technical compatibility between the vehicle 
and the network.
(2) As required in Article s 5(6) and 17(3) ofDirective 2008/57/EC, open points shall be 
addressed b y the application of national technical rules.
4.2.1.3. Safety aspects
(1) The functions that are essential to safet y are identified in Section 3.2 of this TSI by 
their link to the essential requirements “safet y”.
(2) Safetyrequirements related to these functions are covered b y the technical 
specifications expressed in the corresponding clause of Section 4.2 (e.g. “passive 
safet y”, “wheels” ...).
(3) Where these technical specifications need to be complemented by requirements 
expressed in terms of safety requirements (severity level) , they are also specified in 
the corresponding clause of Section 4.2.
(4) Electronic devices and s oftware ,which areused to fulfil functions essential to safet y 
shall be developed and assessed accordin g to a methodology adequate for safety 
related electronic devices and software. 
4.2.2. Structure and mechanical parts
4.2.2.1. General 
(1) This part addresses requirements relating to the design of vehicle structural body 
(strength of vehicle structure) and of the mechanica l links (mechanical interfaces) 
between vehicles or between units. 
(2) Most of these requirements aim at ensuring the train’s mechanical integrity in 
operation and rescue operation as well as protecting passenger and staff 
compartments in the event of collisi on or derailment.
4.2.2.2. Mechanical interfaces
4.2.2.2.1. General and definitions 
In order to form a train (as defined in section 2.2) vehicles are coupled together in a way that 
enables them to be operated together. The coupling is the mechanical interface that enables 
this. There are several t ypes of couplings:
(1) “Inner” coupling (also called “intermediate” coupling) is the coupling device 
between vehicles in order to form a unit composed of several vehicles (e.g. a fixed 
rake of coaches or a trainset) 
(2) End coupl ing(“external” coupling) of units is the coupling device used to couple 
together two (or several) units to form a train. 
An end coupling can be ‘automatic’, ‘semi -automatic’ or ‘manual’.
An end coupling can be used for rescue purpose (see clause 4.2.2.2. 4).
Inthe context of this TSI , a ’Manual ’ coupling is an end coupling system which 
requires (one or several) person(s) to stand between the units to be coupled or 
uncoupled for the mechanical coupling of these units.
(3) Rescue coupling is the coupling device that enables a unit to be rescued by a 
recovery power unit equipped with a ’standard’ manual coupling as per clause 
4.2.2.2.3 where the unit to be rescued is equipped with a different coupling sy stem or 
is not equipped with any coupling s ystem.EN 29 EN4.2.2.2.2 Inner coupling 
(1) Inner couplings between the different vehicles (fully supported by their own wheels) 
of a unit shall incorporate a s ystem capable of withstanding the forces due to the 
intended operating conditions.
(2) Where the inner coupling s ystem between v ehicles has a lower longitudinal strength 
than the end coupling(s) of the unit, provisions shall be made to rescue the unit in 
case of breakage of an y such inner coupling; these provisions shall be described in 
the documentation required in clause 4.2.12.6 .
(3) In case of articulated units, the joint between two vehicles sharing the same running 
gear, shall comply with the requirements of the specification referenced in 
Appendix J-1, index 1 .
4.2.2.2.3 End coupling 
a) General Requirements
a-1) requirements on characteristics of end coupling
(1) Where an end coupling is provided at an y end of a unit, the following requirements 
apply to all t ypes of end coupling (automatic, semi -automatic or manual): 
– End couplings shall incorporate a resilient coupling s ystem, capab le of 
withstanding the forces due to the intended operational and rescue conditions .
– The ty pe of mechanical end coupling together with its nominal maximum 
design values of tensile and compressive forces and the height above rail level 
of its centre line (unit in working order with new wheels) shall be recorded in 
the technical documentation described in clause 4.2.12 .
(2) Where there is no coupling at an y end of a unit, a device to allow a rescue coupling 
shall be provided at such end of the unit.
a-2) requirem ents on type of end coupling
(1) Units assessed in fixed or predefined formation, and of maximum design speed 
higher or equal to 250 km/h, shall be equipped at each end of the formation with an 
automatic centre buffer coupler geometrically and functionall y com patible with a 
“Type 10 latch s ystem automatic centre buffer coupler” (as defined in clause 5.3.1 ); 
the height above rail of its coupling centre line shall be 1025 mm + 15 mm / -5 mm 
(measured with new wheels in load condition “design mass in working order ”).
(2) Units designed and assessed for general operation and designed to be operated solel y
on the 1520 mm sy stem shall be fitted with a centre buffer coupler geometrically and 
functionally compatible with a “SA3 coupling ”; the height above rail of its coupli ng 
centre line shall be between 980 to 1080 mm (for all wheel and load conditions).
b) Requirements on “Manual” coupling system
b-1) Provisions to units
(1) The following provisions apply specificall y to units fitted with a “Manual” coupling 
system:
– The coupli ng system shall be designed so that no human presence between the 
units to be coupled / uncoupled is required whilst either one is moving.EN 30 EN– For u nits designed and assessed to be operated in ‘general operation’ or in 
‘predefined formation’, and fitted with a manual coupling system , this coupling 
system shall be of UIC type (as defined in clause 5.3.2 ).
(2) These units shall comply with the additional requirements of point b-2) below. 
b-2)Compatibility between units
On units equipped with manual coupling system o f UICtype (as described in clause 5.3.2)
and pneumatic brake system compatible with UIC ty pe (as described in clause 4.2.4.3) , the 
following requirements apply :
(1) The buffers and the screw coupling shall be installed according to clauses A.1 to A.3 
of Appe ndix A.
(2) The dimensions and lay out of brake pipes and hoses, couplings and cocks shall meet 
the following requirements: 
– The interface of the brake pipe and main reservoir pipe shall be as set out in the 
specification referenced in Appendix J-1, index 2.
– The opening of the automatic air brake coupling head shall face the left when 
looking at the end of the vehicle. 
– The opening of the main reservoir coupling head shall face the right when 
looking at the end of the unit. 
– The end cocks shall be in accordance with the specification referenced in 
Appendix J-1, index 3.
– The lateral location of brake pipes and cocks shall be compatible with the 
requirements of the specification referenced in Appendix J-1, index 4.
4.2.2.2.4 Rescue coupling
(1) Provisions shall be mad e to enable the recovery of the line in case of breakdown by 
hauling or propelling the unit to be rescued. 
(2) Where the unit to be rescued is fitted with an end coupling , rescue shall be possible
by means of a power unit equipped with the same type of end co upling s ystem
(including compatible height above rail level of its centre line) .
(3) For all units, rescue shall be possible b y means of a recovery unit i.e. a power unit 
featuring at each of its ends intended to be used for rescue purposes:
(a) On 1435 mm , 1524 m mor 1600 mm system s:
– A manual coupling s ystem of UI C type (as described in clauses 4.2.2.2.3 
and 5 .3.2) and pneumatic brake s ystem of UIC ty pe (as described in 
clause 4.2.4.3),
– Lateral location of brake pipes and cocks according to the specification 
refer enced in Appendix J-1, index 5,
– A free space of 395 mm above the centre line of the hook to allow the 
fitting of the rescue adaptor as described below.
(b) On 1520 mm sy stem:
– A centre buffer coupler geometricall y and functionally compatible with a 
“SA3 couplin g”; the height above rail of its coupling centre line being 
between 980 to 1080 mm (for all wheel and load conditions). EN 31 ENThis is achieved either by means of a permanently installed compatible coupling 
system or through a rescue coupler (also called rescue adaptor). In the latter case, the 
unit assessed against this TSI shall be designed so that it is possible to carry the 
rescue coupler on -board.
(4) The rescue coupler (as defined in clause 5.3.3) shall comply with the following 
requirements :
– To be designed to allow the rescue at a speed of at least 30km/h;
– To b esecured after mounting onto the recovery unit in a way that prevents it 
coming off during the rescue operation;
– To w ithstand the forces due to the intended rescuing conditions;
– To b edesigned such that it does not require any human presence between the 
recovery unit and the unit to be rescued whilst either one is moving;
– Neither the rescue coupler nor an y braking hose shall limit the lateral 
movement of the hook when fitted onto the recovery unit.
(5) The b rake requirement for rescue purpose is covered b y the clause 4.2.4.10 of this 
TSI.
4.2.2.2.5 Staff access for coupling and uncoupling
(1) Units and end coupling -systems shall be designed so that staff isnot exposed to 
undue risk during coupling and uncoupling , or rescue operations.
(2) To comply with this requirement, units fitted with manual coupling s ystems of UI C 
type as per clause 4.2.2.2.3 b) shall comply with the following requirements (the 
‘Bern rectangle’):
– On units equipped with screw couplers and side bu ffers, the space for staff 
operation shall be in accordance to the specification referenced in Appendix J-
1, index 6.
– 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.
– There shall be a handrail under each buffer. The handrails shall withsta nd a 
force of 1.5 kN .
(3) The operating and rescue documentation specified in clauses 4.2.12.4 and 4.2.12.6 
shall describe measures that are necessary to meet this requirement.
4.2.2.3. Gangway s
(1) Where a gangway is provided as a means for passengers to circulate from one coach 
or one trainset to another, it shall accommodate all relative movements of vehicles in 
normal operation withou t exposing passengers to undue risk.
(2) Where operation with the gangway not being connected is foreseen, it shall be 
possible to prevent access by passengers to the gangway . 
(3) Requirements related to the gangway door when the gangway is not in use are 
specifi ed in clause 4.2.5. 7“Passenger related items –Inter-unit doors”. 
(4) Additional requirements are expressed in the TSI PRM.EN 32 EN(5) These requirements of this clause do not appl y to the end of vehicles where this area 
is not intended for regular use b y passengers.
4.2.2.4. Strength of vehicle structure
(1) This clause applies to all units except OTMs .
(2) For OTMs, alternative requirements to those expressed in this clause for static load, 
category and acceleration are set out in Appendix C, clause C.1.
(3) The static and d ynamic strengt h (fatigue) of vehicle bodies is relevant to ensure the 
safet y required for the occupants and the structural integrit y 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, inde x 7. The rolling 
stock categories to be taken into account shall correspond to category L for 
locomotives and power units and categories PI or PII for all other types of vehicle 
within the scope of this TSI , as defined in the specification referenced in Appendix
J-1, inde x 7, clause 5.2.
(4) Proof of the strength of the vehicle body maybe demonstrated b y cal culations and/or 
bytesting, according to the conditions set up in the specification referenced in 
Appendix J-1, index 7 ,clause 9.2 .
(5) In case of a unit designed for higher compressive force than those of the categories 
(required above as a minimum) in the specification referenced in Appendix J-1, 
index 7, thisspecification does not cover the proposed technical so lution; it is then 
permissible to use for compressive force other normative documents that are publicl y 
available . 
Inthat case it shall be verified b y the notified body  that the alternative normative 
documents form part of a technically consistent set of rules applicable to the design, 
construction and testing of the vehicle structure. 
The value of compressive force shall be recorded in the technical documentation 
defined in clause 4.2.12.
(6) The load conditions considered shall be consistent with those de fined in clause 
4.2.2.10 of this TSI .
(7) The assumptions for aerody namic loading shall be those described in clause 4.2.6.2. 2
of this TSI  (passing of 2 trains) .
(8) Joining techniques are covered by the above requirements. A verification procedure 
shall exist to ensure at the production phase that defects that may decrease the 
mechanical characteristics of the structure are controlled .
4.2.2.5. Passive safet y
(1) The requirements specified in this clause apply to all units, e xcept tounits not 
intended to carry passengers or s taff during operation and except toOTMs.
(2) For u nits designed to be operated on the 1520 mm sy stem , the requirements on 
passive safet y described in this clause are of voluntary application. If the Applicant 
chooses to appl y the requirements on passive safet y described in this clause , this 
shall be recognised by Member States. Member States may also require application 
of those requirements.
(3) For locomotives designed to be operated on the 1524 mm s ystem, the requirements 
on passive safety described in this cla use are of voluntary application. I f the EN 33 ENApplicant chooses to apply the requirements on passive safet y described in this 
clause, this shall be recognised b y Member States.
(4) Units which cannot operate up to the collision speeds specified under any of the 
collision scenarios below are exempted from the provisions related to that collision 
scenario.
(5) Passive safet y is aimed at complementing active safet y when all other measures have 
failed. For this purpose, the mechanical structure of vehicles shall provide pro tection 
of the occupants in the event of a collision by providing means of:
– limiting deceleration
– maintaining survival space and structural integrity of the occupied areas
– reducing the risk of overriding
– reducing the risk of derailment
– limiting the consequ ences of hitting a track obstruction.
To meet these functional requirements, units shall compl y with the detailed 
requirements specified in the specification referenced in Appendix J-1, index 8 
related to crashworthiness design category C-I (as per the spe cification referenced in 
Appendix J-1, index 8 ,Table 1 section 4) , unless specified otherwise below.
The following four reference collision scenarios shall be considered:
– scenario 1: A front end impact between two identical units;
– scenario 2: A front end i mpact with a freight wagon;
– scenario 3: An impact of the unit with a large road vehicle on a level crossing;
– scenario 4: An impact of the unit into a low obstacle (e.g. car on a level 
crossing, animal, rock etc.)
These scenarios are described in the specif ication referenced in Appendix J-1, 
index 8, Table 2 of section 5 .
(6) Within the scope of the present TSI , ‘Table 2 application rules ’ in the specification 
referenced in point (5) above are completed b y the following :the application of 
requirements related to scenarios 1 and 2 to locomotives:
– fitted with automatic end centre buffer couplers, 
– and capable of a traction effort higher than 300 kN 
is an open point.
Note: such high traction effort is required for heavy haul freight locomotives.
(7) Due to their spec ific architecture, it is permitted for locomotives with single “central 
cab” as an alternative method to demonstrate compliance against the requirement of 
scenario 3 b y demonstrating compliance with following criteria: 
– the frame of the locomotive is desig ned according to the specification 
referenced in Appendix J-1, index 8cat L (as alread y specified in clause 
4.2.2.4 of this TSI ).
– the distance between buffers and windscreen cab is at least 2,5 m.
(8) The present TSI specifies crashworthiness requirements app licable within its scope; 
therefore, the Annex A of the specification referenced in Appendix J-1, index 8 shall EN 34 ENnot apply .The requirements of the specification referenced in Appendix J-1, index 8 
section 6 shall be applied in relation to the above given re ference collision scenarios.
(9) To limit the consequences of hitting a track obstruction, the leading ends of 
locomotives, power heads, driving coaches and trainsets shall be equipped with an 
obstacle deflector. The requirements with which obstacle deflectors shall comply are 
defined in the specification referenced in Appendix J-1, index 8,table 3 of section 5 
and section 6.5 .
4.2.2.6. Lifting and jacking
(1) This clause applies to all units.
(2) Additional p rovisions concerning the lifting and jacking of OTMs are specified in 
Appendix C, clause C.2. 
(3) It shall be possible to safely lift or jack each vehicle composing the unit, for recovery 
purposes (following derailment or other accident or incident), and for maintenance 
purposes. To this purpose, s uitable vehicle body interf aces (lifting/jacking points) 
shall be provided, which permit the application of vertical or quasi -vertical forces. 
The vehicle shall be designed for complete lifting or jacking, including the running 
gear (e.g. by securing/attaching the bogies to the vehi cle bod y).It shall also be 
possible to lift or jack any end of the vehicle (including its running gear) with the 
other end resting on the remaining running gear(s).
(4) It is recommended to design jacking points so that they can be used as lifting points 
with all the running gears of the vehicle linked to the underframe of the vehicle.
(5) Jacking/L ifting points shall be located such as to enable the safe and stable lifting of 
the vehicle; sufficient space shall be provided underneath and around each jacking 
point to allow an easy installation of rescue devices . Jacking/L ifting points shall be 
designed such that staff is not exposed to any undue risk under normal operation or 
when using the rescue equipments.
(6) When the lower structure of the body shell does not allow the provision of permanent 
built-in jacking/lifting points, this structure shall be provided with fixtures which 
permit the fixation of removable jacking/lifting points during the re -railing operation.
(7) The geometry of permanent built -in jacking/lifting po ints shall be compliant with the 
specification referenced in Appendix J-1, index 9, clause 5.3; t he geometry of 
removable jacking/lifting points shall be compliant with the specification referenced 
in Appendix J-1, index 9, clause 5.4.
(8) Marking of lifting p oints shall be made b y signs compliant with the specification 
referenced in Appendix J-1, index 10.
(9) The structure shall be designed with consideration of the loads specified in the 
specification referenced in Appendix J-1, index 11, clauses 6.3.2 and 6.3. 3;proof of 
the strength of the vehicle body maybe demonstrated b y calculations or by testing, 
according to the conditions set up in the specification referenced in Appendix J-1, 
index 11, clause 9.2 .
Alternative normative documents may be used under the same conditions as defined 
in clause 4.2.2.4 above.
(10) For each vehicle of the unit , a jacking and lifting diagram and corresponding 
instructions shall be provided in the documentation as described in clause s4.2.12 .5 
and 4.2.12.6 of this TSI .Instructions s hall be given as far as feasible b y pictograms. EN 35 EN4.2.2.7. Fixing of devices to carbody structure 
(1) This clause applies to all units , except toOTMs.
(2) Provisions concerning the structural strength of OTMs are specified in Appendix C, 
clause C.1.
(3) Fixed devices includin g those inside the passenger areas, shall be attached to the car 
body structure in a way that prevents these fixed devices becoming loose and 
presenting a risk of passenger injuries or lead to a derailment. To this aim, 
attachments of these devices shall b e designed according to the specification 
referenced in Appendix J-1, index 12, considering category L for locomotives and 
category P-I or P-II for passenger rolling stock.
Alternative normative documents may be used under the same conditions as defined 
inclause 4.2.2.4 above.
4.2.2.8. Staff and freight Access doors 
(1) The doors for use of passengers are covered by the clause 4.2.5 of this TSI : 
“Passenger related items”. Cab doors are addressed in clause 4.2.9 of this TSI .This 
clause addresses doors for freight use and for use of train crew other than cab doors. 
(2) Vehicles fitted with a compartment dedicated to train crew or freight shall be 
equipped with a device to close and lock the doors. The doors shall remain closed 
and locked until they are intentionally releas ed.
4.2.2.9. Mechanical characteristics of glass (other than windscreens)
(1) Where glass is used in glazing (including mirrors), it shall be either laminated or 
toughened glass w hich is in accordance with one of the relevant publicly available
standard s suitable for r ailway application with regard to the quality and area of use, 
thereb y minimising the risk to passenger and staff being injured b y breaking glass.
4.2.2.10. Load conditions and weighed mass 
(1) The following load conditions defined in the specification referenced in Appendix
J-1, index 13, clause 2.1 shall be determined:
• Design mass under exceptional pay load
• Design mass under normal pay load
• Design mass in working order
(2) The hy pothesis taken for arriving at the load conditions above shall be justified and 
documented in t he general documentation described in clause 4.2.12.2 of this TSI .
These h ypothesis shall be based on a rolling stock categorisation (high speed and 
long distance train, other) and on a payload description (passengers, payload per m² 
in standing and servic e areas) consistent with the specification referenced in 
Appendix J-1, index 13; values for the different parameters may deviate from this 
standard provided that they are justified.
(3) For OTMs, different load conditions (minimum mass, maximum mass) may be us ed, 
in order to take into account optional on -board equipment. 
(4) The conformit y assessment procedure is described in clause 6.2. 3.1of this TSI .
(5) For each load condition defined above, the following information shall be provided 
in the technical documentatio n described in clause 4.2.12:EN 36 EN• Total vehicle mass (for each vehicle of the unit)
• Mass per axle (for each axle) 
• Mass per wheel (for each wheel) .
Note: for units equipped with independentl y rotating wheels, “axle” shall be 
interpreted as a geometric notion, and not as a phy sical component; this is valid to 
the whole TSI, unless stated otherwise.
4.2.3. Track interaction and gauging 
4.2.3.1. Gauging
(1) This clause concerns the rules for calculation and verification intended for sizing the 
rolling stock to run on one or several infrastructures without interference risk.
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 clause 4.2.12 of this TSI.
(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 14.
(4) Incase the unit is declared as compliant with one or several of the reference contours 
G1, GA, GB, GC or DE3, including those related to the lower part GI C1, GI C2 or 
GIC3, as set out in the specification referenced in Appendix J-1, index 14, 
complianc e shall be established by the kinematic method as set out in the 
specification referenced in Appendix J-1, index 14. 
The compliance to those reference contour(s) shall be recorded in the technical 
documentation defined in clause 4. 2.12 of this TSI.
(5) For el ectric units, the pantograph gauge shall be verified b y cal culation according to 
the specification referenced in Appendix J-1, index 14, clause A.3.12 to ensure that 
the pantograph envelope complies with the mechanical kinematic pantograph gauge 
which in i tself is determined according to Appendix D of TSI ENE ,anddepends on 
the choice made for the pantograph head geometry : the two permitted possibilities 
are defined in clause 4.2.8.2.9.2 of this TSI .
The voltage of the power supply is considered in the inf rastructure gauge in order to 
ensure the proper insulation distances between the pantograph and fixed installations.
(6) The pantograph sway as specified in clause 4.2.10 of TSI ENE and used for the 
mechanical kinematic gauge calculation shall be justified by  calculations or 
measurements as set out in the specification referenced in Appendix J-1, index 14.
For units designed to be operated on track gauge of1520 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 b y calculation to ensure that 
the pantograph envelope complies with the mechanical static pantograph gaug e 
which is de fined in Appendix D of TSI ENE ; the choice made for the pantograph 
head geometry shall be taken into account : the permitted possibilities are defined in 
clause 4.2.8.2.9.2 of this TSI .EN 37 EN4.2.3.2. Axle load and wheel load
4.2.3.2.1 . Axle load parameter
(1) The axle load is an interface parameter between the unit and the infrastructure. The 
axle load is a performance parameter of the infrastructure specified in clause 4.2.1 of 
the INF TSI and depends on the traffic code of the line. I t has to be considered in 
combination with the axle spacing, with the train length and with the maximum 
allowed speed for the unit on the considered line.
(2) The following characteristics to be used as an interface to the infrastructure shall be 
part of the general documentation produc ed when the unit is assessed, and described 
in clause 4.2.12.2 of this TSI :
• The mass per axle (for each axle) for the three load conditions (as defined and 
required to be part of the documentation in clause 4.2.2.10 of this TSI ).
• The position of the axles along the unit (axle spacing). 
• The length of the unit. 
• The maximum design speed (as required to be part of the documentation in 
clause 4.2.8.1.2 of this TSI ).
(3) Use of this information at operational level for compatibility check between rolling 
stock and infrastructure (outside the scope of this TSI ):
The axle load of each individual axle of the unit to be used as interface parameter to 
the infrastructure has to be defined b y the railway  undertaking as required in clause 
4.2.2.5 of the TSI OPE , considering the expected load for the intended service (not 
defined when the unit is assessed). The axle load in load condition “design mass 
under exceptional pay load” represents the maximum possible value of the axle load 
mentioned above. The maximum load considered for the design of the brake system 
defined in clause 4.2.4.5.2 has also to be considered.
4.2.3.2.2 . Wheel load
(1) The ratio of wheel load difference per axle Δqj= (Ql -Qr)/(Ql+Qr) , shall be evaluated 
bywheel load measurement, considering the load condition “design mass in working 
order”. Wheel load difference higher than 5% of the axle load for that wheelset are 
allowed onl y if demonstrated as acceptable by the test to prove safety against 
derailment on twisted track specified in the clause 4.2.3.4.1 of this TSI.
(2) The conformit y assessment procedure is described in clause 6.2.3.2 of this TSI .
(3) For units with axle load in design mass under normal payload lower or equal to 22.5 
tons and a worn wheel diameter higher than or equal to 470 mm, the wheel load over 
thewheel diameter (Q/D) shall be lower or equal to 0.15 kN/mm, as measured for a 
minimum worn wheel diameter and design mass under normal payload.
4.2.3.3. Rolling Stock parameters which influence ground based s ystems
4.2.3.3.1 Rolling Stock characteristics for the c ompatibility with train detection s ystems
(1) The set of rolling stock characteristics for compatibility with train detection target 
systems are given in clauses 4.2.3.3.1.1, 4.2.3.3.1.2 and 4.2.3.3.1.3. 
Reference is made to clauses of the specification refer enced in Appendix J-2, index 1 
of this TSI (also referenced in Annex A, Index 77 of CCS TSI ).EN 38 EN(2) The set of characteristics the rolling stock is compatible with shall be recorded in the 
technical documentation described in clause 4.2.12 of this TSI .
4.2.3.3.1 .1 Rolling stock characteristics for compatibility with train detection sy stem 
based on track circuits
– Vehicle geometry
(1) The maximum distance between 2 consecutive axles is specified in the 
specification referenced in Appendix J-2, index 1, clause 3.1.2. 1.(distance a 1
in Figure 1).
(2) The maximum distance between buffer end and first axle is specified in the 
specification referenced in Appendix J-2, index 1 ,clause s3.1.2 .5. & 6.
(distance b1 in Figure 1).
(3) The minimum distance between end axles of a unit is sp ecified in the 
specification referenced in Appendix J-2, index 1, clause 3.1.2.4.
– Vehicle design
(4) The minimum axle load in all load conditions is specified in the specification 
referenced in Appendix J-2, index 1 ,clause 3.1.7.
(5) The electrical resistance bet ween the running surfaces of the opposite wheels 
of a wheelset is specified in the specification referenced in Appendix J-2, index 
1,clause 3.1.9 and the method to measure is specified in the same clause.
(6) For electric units equipped with a pantograph, the minimum impedance 
between pantograph and each wheel of the train is specified in the specification 
referenced in Appendix J-2, index 1 ,clause 3.2.2. 1.
– Isolating emissions 
(7) The limitations of use of sanding equipment are given in the specification 
referen ced in Appendix J-2, index 1, clause 3.1.4; “sand characteristics” is part 
ofin this specification.
In case where an automatic sanding function is provided, it shall be possible for 
the driver to suspend its use on particular points of the track identifie d in 
operating rules as non -compatible with sanding.
(8) The limitations of use of composite brake blocks are given in the specification 
referenced in Appendix J-2, index 1, clause 3.1.6.
– EMC
(9) The requirements related to electromagnetic compatibility are specif iedin the 
specification referenced in Appendix J-2, index 1 ,clauses 3.2.1.and 3.2.2.
(10) The electromagnetic interference limit levels rising from traction currents are 
specified in the specification referenced in Appendix J-2, index 1 ,clause 3.2.2.
4.2.3.3 .1.2 Rolling stock characteristics for compatibility with train detection sy stem 
based on axle counters
– Vehicle geometry
(1) The maximum distance between 2 consecutive axles is specified in the 
specification referenced in Appendix J-2, index 1 ,clause 3.1.2. 1.EN 39 EN(2) The minimum distance between 2 consecutive axles of the train is specified in 
the specification referenced in Appendix J-2, index 1 ,clause 3.1.2. 2.
(3) At the end of a unit intended to be coupled, the minimum distance between end 
and first axle of the unit i s half of the value specified in the specification 
referenced in Appendix J-2, index 1 ,clause 3.1.2. 2.
(4) The maximum distance between end and first axle is specified in the 
specification referenced in Appendix J-2, index 1 ,clause 3.1.2 .5 & 6 (distance 
b1 in Figure 1).
– Wheel geometry
(5) Wheel geometry is specified in the clause 4.2.3.5.2.2 of the present TSI .
(6) The minimum wheel diameter (speed dependant) is specified in the 
specification referenced in Appendix J-2, index 1 ,clause 3.1.3
– Vehicle design
(7) The metal -free space around wheels is specified in the specification referenced 
in Appendix J-2, index 1 ,clause 3.1.3.5.
(8) The characteristics of the wheel material regarding magnetic field is specified 
in the specification referenced in Appendix J-2, index 1 ,clause 3.1.3.6.
– EMC
(9) The requirements related to electromagnetic compatibility are specified in 
specification referenced in Appendix J-2, index 1 ,clauses 3.2.1.and 3.2.2. 
(10) The electromagnetic interference limit levels rising from the use of eddy 
current or magne tic track brakes are specified in the specification referenced in 
Appendix J-2, index 1 ,clause 3.2.3.
4.2.3.3.1.3 Rolling stock characteristics for compatibility with loop equipment
– Vehicle design
(1) The vehicle metal con struction is specified in the specifi cation referenced in 
Appendix J-2, index 1 ,clause 3.1.7.2.
4.2.3.3.2 Axle bearing condition monitoring
(1) Axle bearing condition monitoring objective is to detect deficient axle box 
bearings.
(2) For units of maximum design speed higher than or equal to 250 km/h , on board 
detection equipment shall be provided.
(3) For units of maximum design speed lower than 250 km/h, and designed to be 
operated on others track gauge s ystems than the 1520 mm sy stem, axle bearing 
condition monitoring shall be provided and be achieved either by on board 
equipment (according to specification in clause 4.2.3.3.2.1) or by using track 
side equipment (according to specification in clause 4.2.3.3.2.2) .
(4) The fitment of on board sy stem or/and the compatibility with track side 
equipment shall be recorded in the technical documentation described in clause 
4.2.12 of this TSI .EN 40 EN4.2.3.3.2.1 .Requirements applicable to on board detection equipment
(1) This equipment shall be able to detect a deterioration of any of the axle box bearings 
of the unit.
(2) The bea ring condition shall be evaluated either by monitoring its temperature, or its 
dynamic frequencies or some other suitable bearing condition characteristic.
(3) The detection sy stem shall be located entirel y on board the unit, and diagnosis 
messages shall be ma de available on board.
(4) The diagnosis messages delivered shall be described, and shall be taken into account 
in the operating documentation described in clause 4.2.12.4 of this TSI, and in the 
maintenance documentation described in clause 4.2.12.3 of this T SI.
4.2.3.3.2. 2.Rolling stock requirements for compatibility with trackside equipment
(1) For units designed to be operated on the 1435 mm sy stem, t he zone visible to the 
trackside equipment on rolling stock shall be the area as defined in the specification 
referenced in Appendix J-1, index 15.
(2) For units designed to be operated on other track gauges a specific case is declared 
where relevant (harmonised rule available for the concerned network).
4.2.3.4. Rolling stock dy namic behaviour
4.2.3.4.1 . Safety against derailm ent running on twisted track
(1) The unit shall be designed to ensure safe running on twisted track, taking into 
account specifically the transition phase between canted and level track and cross 
level deviations.
(2) The conformit y assessment procedure is describ ed in clause 6.2.3.3 of this TSI .
This conformity assessment procedure is applicable for axle loads in the range of 
those mentioned in the clause 4.2.1 of the TSI INF and in the specification 
referenced in Annex J -1, index 16. 
It is not applicable to veh icle designed for higher axle load, such cases may be 
covered b y national rules or by the procedure for innovative solution described in 
clause 4.1.1 and Chapter 6 of this TSI .
4.2.3.4.2. Running d ynamic behaviour
(1) This clause 4.2.3.4.2 is applicable to uni ts designed fo r a speed higher than 60 km/h, 
except to OTMs for which the requirements are set out in Appendix C, clause C.3
and except to unit designed to be operated on the 1520 mm track gauge for which the 
corresponding requirements are an open point.
(2) The dy namic behaviour of a vehicle has a strong influence on running safet y and 
track loading. I t is a function essential to safet y, which is covered b y the 
requirements of this clause .
a) Technical requirements 
(3) The unit shall run safely and produce an acc eptable level of track loading when 
operated within the limits defined b y the combination(s) of speed and cant deficiency  
under the reference conditions set out in the technical document referenced in 
Appendix J-2, index 2.EN 41 ENThis shall be assessed by verify ing that limit values specified below in clauses 
4.2.3.4.2.1 and 4.2.3.4.2.2 of this TSI are respected; the conformity assessment 
procedure is described in clause 6.2.3.4 of this TSI. 
(4) The limit values and conformity assessment mentioned above in point 3 a re 
applicable for axle loads in the range of those mentioned in the clause 4.2.1 of the 
TSIINFand in the specification referenced in Annex J -1, index 16 .
They are not applicable to vehicle designed for higher axle load, as harmonized track 
loading limits values are not defined; such cases may be covered by national rules or 
bythe procedure for innovative solution described in clause 4.1.1 and Chapter 6 of 
this TSI .
(5) The running d ynamic behaviour test report (including limits of use and track loading 
param eters) shall be stated in the technical documentation described in clause 4.2.12 
of this TSI .
Track loading parameters (including the additional ones Y max, B maxand the B qst
where relevant) to be recorded are defined in the specification referenced in 
Appe ndix J-1, index 16 with the modifications as set out in the technical document 
referenced in Appendix J-2, index 2.
b) Additional requirements when an active system is used 
(6) When active s ystems (based on software or programmable controller controlling 
actuators) are used, the functional failure has typical credible potential to lead 
directly  to “fatalities” for both of the following scenarios:
1/failure in the active system leading to anon-compliance with limit values for 
running safet y(defined in accord ance with clauses 4.2.3.4.2.1 and 4.2.3.4.2.2) .
2/failure in the active s ystem leading to a vehicle outside of the kinematic reference 
contour of the carbod y and pantograph ,due to tilting angle (sway ) leading to non-
compl iance with the values assumed as set out in clause 4.2.3.1 .
Considering this severity of the failure consequence it shall be demonstrated that the 
risk is controlled to an acceptable level. 
The demonstration of compliance (conformity assessment procedure) is described in 
clause 6.2.3.5 o f this TSI.
c) Additional r equirements when an instability detection system is installed (option)
(7) The instability detection sy stem shall provide information regarding the need to take 
operative measures (such as reduction of speed etc.) , and it shall be de scribed in the 
technical documentation. T he operative measures shall be described in the operating
documentation set out in clause 4.2.12 .4of this TSI.
4.2.3.4. 2.1.Limit values for running safet y
(1) The limit values for running safety which the unit shall m eet are specified in the 
specification referenced in Appendix J-1, index 17, and additionally for trains 
intended to be operated with a cant deficiencies > 165 mm in the specification 
referenced in Appendix J-1, index 18, with the modifications as set out in the 
technical document referenced in Appendix J-2, index 2 .
4.2.3.4.2 .2.Track loading limit values
(1) The limit values for track loading which the unit shall meet (when assessing with the 
normal method) are specified in the specification referenced in Appendix J-1, index EN 42 EN19with the modifications as set out in the t echnical document referenced in 
Appendix J-2, index 2 .
(2) In case the estimated values exceed the limit values expressed above, the operational 
conditions for the rolling stock (e.g. maximum speed, cant deficiency ) may be 
adjusted taking into account track characteristics (e.g. curve radius, cross section of 
the rail, sleeper spacing, track maintenance intervals).
4.2.3.4.3 . Equivalent conicity
4.2.3.4.3.1. Design values for new wheel profiles
(1) Theclause 4.2.3.4. 3is applicable to all units, except for unit designed to be operated 
on the 1520 mm track gauge for which the corresponding requirements are an open 
point.
(2) Anew wheel profile and the distance between active faces of the wheels shall be
checked in respect of target equivalent conicities using the calculation scenarios 
provided in clause 6.2.3.6 of this TSI in order to establish the suitab ilityof the new 
proposed wheel profile for infrastructure in accordance with the TSI INF.
(3) Units equipped with independentl y rotating wheels are exempt from the se
requirements.
4.2.3.4.3.2 In-service values of wheelset equivalent conicit y
(1) The combined equivalent conicities the vehicle is designed for, as verified by the 
demonstration of conformity of the runni ng dy namic behaviour specified in clause 
6.2.3.4 of this TSI, shall be specified for in -service conditions in the maintenance 
documentation as set out in point 4.2.12.3.2, taking into account the contributions of 
wheel and rail profiles.
(2) If ride instabilit y is reported, the railway undertaking and the I nfrastructure Manager 
shall localise the section of the line in a joint investigation.
(3) The railway undertaking shall measure the wheel profiles and the front -to-front 
distance (distance of active faces) of th e wheelsets in question . The equivalent 
conicity shall be calculated using the calculation scenarios provided in clause 6.2.3.6 
in order to check ifcompliance with the maximum equivalent conicity  the vehicle 
was designed and tested for is met .If it is no t the case, the wheel profiles have to be 
corrected.
(4) If the wheelset conicity complies with the maximum equivalent conicity the vehicle 
was designed and tested for , a joint investigation by the railway undertaking and the 
infrastructure manager shall be u ndertaken to determine the characteristics reason for 
the instability .
(5) Units equipped with independentl y rotating wheels are exempt from the se
requirements.
4.2.3.5. Running gear
4.2.3.5.1. Structural design of bogie frame
(1) For units which include a bogie frame, th e integrit y of the structure of thebogie 
frame , axle box housing and all attached equipment shall be demonstrated based on 
methods as set out in the specification referenced in Appendix J-1, index 20. 
(2) Thebody to bogie connection shall compl y with the re quirements of the specification 
referenced in Appendix J-1, index 21.EN 43 EN(3) The h ypothesis taken to evaluate the loads due to bogie running (formulas and 
coefficients) in line with the specification referenced in Appendix J-1, index 20shall 
be justified and doc umented in the technical do cumentation described in 
clause 4.2.12 of this TSI.
4.2.3.5.2. Wheelsets
(1) For the purpose of this TSI , wheelsets are defined to include main parts ensuring the 
mechanical interface with the track (wheels and connecting elements: e .g. transverse 
axle, independent wheel axle) and accessories parts (axle bearings, axle boxes, 
gearboxes and brake discs). 
(2) The wheelset shall be designed and manufactured with a consistent methodology 
using a set of load cases consistent with load conditi ons defined in clause 4.2.2.10 of 
this TSI .
4.2.3.5.2.1. Mechanical and geometric characteristics of wheelsets
Mechanical behaviour of wheelsets
(1) The mechanical characteristics of the wheelsets shall ensure the safe movement of 
rolling stock.
The mechanical characteristics cover: 
– assembly  
– mechanical resistance and fatigue characteristics 
The conformit y assessment procedure is described in clause 6.2.3.7 of this TSI .
Mechanical behaviour of axles
(2) The characteristics of the axle shall ensure the transmissio n of forces and torque.
The conformit y assessment procedure is described in clause 6.2.3.7 of this TSI .
Case of units equipped with independently rotating wheels
(3) The characteristics of the end of axle (interface between wheel and running gear) 
shall ensur e the transmission of forces and torque.
The conformity assessment procedure shall be in accordance with point (7) of clause 
6.2.3.7 of this TSI .
Mechanical behaviour of the axle boxes
(4) The axle box shall be designed with consideration of mechanical resista nce and 
fatigue characteristics. 
The conformit y assessment procedure is described in clause 6.2.3.7 of this TSI .
(5) Temperature limits shall be defined b y testing and recorded in the technical 
documentation described in clause 4.2.12 of this TSI . 
Axle beari ng condition monitoring is defined in clause 4.2.3.3.2 of this TSI .
Geometrical dimensions of wheelsets
(6) The geometric dimensions of the wheelsets (as defined in Figure 1 )shall be 
compliant with limit values specified in table 1for the relevant track gauge . 
These limit values shall be taken as design values (new wheelset) and as in -service 
limit values (to be used for maintenance purposes; see also clause 4.5 of this TSI ).EN 44 ENDesignationWheel diam.
D [mm]Minimum 
value[mm]Maximum 
value [mm]1435 mmFront -to-front dimension (S R)
SR = A R+Sd,left+Sd, right330  D  760 1415
1426 760 < D  840 1412
D > 840 1410
Back to back distance (A R)330  D  760 1359
1363 760 < D  840 1358
D > 840 13571524 mmFront -to-front dimension (S R)
SR = A R+Sd,left+Sd, right400  D < 725 1506 1509
D  725 1487 1514
Back to back distance (AR)400  D < 725 1444 1446
D  725 1442 14481520 mmFront -to-front dimension (S R)
SR = A R+Sd,left+Sd, right400 D 1220 1487 1509
Back to back distance ( AR) 400 D 1220 1437 14431600 mmFront -to-front dimension (S R)
SR = A R+Sd,left+Sd, right690  D  1016 1573 1592
Back to back distance (A R) 690  D  1016 1521 15261668 mmFront -to-front dimension (S R)
SR = A R+Sd,left+Sd, right690  D  1016 1573 1592
690  D  1016 1521 1526
Back to back distance (A R)330  D < 840 1592 1596
840  D  1250 1590 1596
Table 1. In service limits of the geometric dimensions of wheelsetsEN 45 ENThe dimension A Ris measured at the height of t he top of rail. The dimensions A R
and S Rshall be complied with in laden and tare conditions. Smaller tolerances within 
the above limits may be specified b y the manufacturer in the maintenance 
documentation for in -service values. The dimensions S Ris measu red at 10mm above 
tread datum (as shown in Figure 2).
Figure 1. Symbols for wheelsets
4.2.3.5.2.2 Mechanical and geometrical characteristics of wheels
Mechanical behaviour of wheels
(1) The characteristics of the wheels shall ensure the safe movement of rolling stock and 
contribute to the guidance of the rolling stock.
The conformit y assessment procedure is described in clause 6.1.3.1 of this TSI .
Geometrical dimensions of wheels
(2) The geometrical dimensions of the wheels (as defined i n Figure 2 )shall be compliant 
with limit values specified in Table 2. These limit values shall be taken as design 
values (new wheel) and as in -service limit values (to be used for maintenance 
purposes; see also cl ause 4.5).EN 46 ENDesignationWheel diameter
D (mm)Minimum 
value (mm)Maximum 
value (mm)
Width of the rim (B R+Burr) D  330 133 145
Thickness of the flange (S d)D > 840 22
33760 < D  840 25
330  D  760 27,5
Height of the flange (S h)D > 760 27,5
36
630 < D  760 29,5
330  D  630 31,5
Face of flange (q R)  330 6.5
Table 2. In-service limits of the geometric dimensions of wheel
Flange 
angleCham ferReverse 
slope
(Taper
Figure 2. Symbols for wheels
(3) Units equipped with independentl yrotating wheels shall, in addition to the 
requirements in this clause dealing with wheels, meet the requirements in this TSI for 
geometrical characteristics of wheelsets defined in clause 4.2.3.5.2.1.
4.2.3.5.2.3 Variable gauge wheelsets
(1) This requirement is applicable to units equipped with variable gauge wheelsets with 
changeover between the track gauge 1435 mm and another track gauge in the scope 
of this TSI .EN 47 EN(2) The changeover mechanism of the wheelset shall ensure the safe locking in the 
correct intended a xial position of the wheel. 
(3) External visual verification of the state of the locking s ystem (locked or unlocked) 
shall be possible.
(4) If the wheelset is equipped with brake equipment, the position and locking in the 
correct position of this equipment shall be ensured.
(5) The conformity assessment procedure of the requirements specified in this clause is 
an open point.
4.2.3.6. Minimum curve radius 
(1) The minimum curve radius to be negotiated shall be 150 m for all units .
4.2.3.7. Life guards 
(1) This requirement applies to units fitt ed with a driving cab.
(2) The wheels shall be protected against damages caused b y minor items on the rails. 
This requirement can be met by life guards in front of the wheels of the leading axle.
(3) The height of the lower end of the life guard above the plain ra il shall be:
– 30 mm minimum in all conditions 
– 130 mm maximum in all conditions 
taking into account in particular wheel wear and suspension compression.
(4) If an obstacle deflector specified in clause 4.2.2.5 has its lower edge at less than 130 
mm above the p lain rail in all conditions, it fulfils the functional requirement of the 
life guards and therefore it is permissible not to fit life guards.
(5) A life guard shall be designed to withstand a minimum longitudinal static force 
without permanent deformation of 2 0 kN. This requirement shall be verified by a 
calculation.
(6) A life guard shall be designed so that, during plastic deformation, it does not foul the 
track or running gear and that contact with the wheel tread, if it occurs, does not pose 
a risk of derailmen t.
4.2.4. Braking
4.2.4.1. General
(1) The purpose of the train braking s ystem is to ensure that the train’s speed can be 
reduced or maintained on a slope, or that the train can be stopped within the 
maximum allowable braking distance. Braking also ensures the immobilisation of a 
train.
(2) The primary factors that influence the braking performance are the braking power 
(braking force production), the train mass, the train rolling resistance, the speed, the 
available adhesion.
(3) Individual unit performance for units operated in vari ous train formations is defined 
so that the overall braking performance of the train can be derived.
(4) The braking performance is determined by deceleration profiles 
(deceleration=F(speed ) and equivalent response time).EN 48 ENStopping distance, brake weight perce ntage (also called “lambda” or “braked mass 
percentage”), braked mass mayalso be used, and can be derived (directly or via 
stopping distance) from deceleration profiles b y acalculation. 
The braking performance could vary with the mass of the train or ve hicle.
(5) The minimum train braking performance required to operate a train on a line at an 
intended speed is dependent on the line characteristics (signalling s ystem, maximum 
speed, gradients, line safety margin) and is a characteristic of the infrastructure .
The train or vehicle main data characterising the braking performance is defined in 
the clause 4.2.4.5 of this TSI .
4.2.4.2. Main functional and safety requirements
4.2.4.2.1 . Functional requirements
The following requirements apply to all units. 
Units shall be equipped with:
(1) a main brake function used during operation for service and emergency braking. 
(2) a parking brake function used when the train is parked, allowing the application of a 
brake force without any available energy on board for an unlimited period o f time. 
The main brake function of a train shall be:
(3) continuous: the brake application signal is transmitted from a central command to the 
whole train b y a control line.
(4) automatic: an inadvertent disruption (loss of integrit y, line de -energized… ) of the 
control line leads to brake activation on all vehicles of the train.
(5) It is permitted to complement t he main brake function by additional brake sy stems 
described in clause 4.2.4.7 (d ynamic brake –braking s ystem linked to traction 
system) and/or clause 4.2. 4.8 (braking s ystem independent of adhesion conditions).
(6) The dissipation of the braking energy shall be considered in the design of the braking 
system, and shall not cause any damage to the components of the braking s ystem in 
normal operation conditions; t his shall be verified by a calculation as specified in 
clause 4.2.4.5.4 of this TSI .
The temperature reached around the brake components shall also be considered in 
the design of the rolling stock. 
(7) The design of the brake sy stem shall include means for mo nitoring and tests as 
specified in clause 4.2.4.9 of this TSI .
The requirements below in this clause 4.2.4.2.1 apply at train level to units for which 
the operating formation(s) is (are) defined at design stage (i.e. unit assessed in fixed 
formation, unit assessed in predefined formation(s), locomotive operated alone) .
(8) The braking performance shall be consisten twith safety requirements expressed in 
clause 4.2.4.2.2 in case of inadvertent disruption of the brake control line, and in the 
event of the braking energy suppl y being disrupted, the power suppl y failing or other 
energy source failure.
(9) In particular, there shall be sufficient braking energy available on board the train 
(stored energy ), distributed along the train consistent with the design of the bra ke 
system, to ensure the application of the required brake forces.EN 49 EN(10) Successive applications and releases of the brake shall be considered in the design of 
the brak ing s ystem (inexhaustibility ).
(11) In case of unintentional train separation, the two parts of the train shall be brought to 
a standstill; the braking performances on the two parts of the train are not required to 
be identical to the braking performance in normal mode.
(12) In the event of the braking energy suppl y being disrupted or the power supply failin g, 
it shall be possible to hold in a stationary position a unit with maximum braking load 
(as defined in clause 4.2.4.5.2) on a 40 ‰ gradient by using the friction brake of the 
main brake s ystem alone, for at least two hours. 
(13) The unit braking control sy stem shall have three control modes: 
• emergency braking: application of a predefined brake force in a predefined 
maximum response time in order to stop the train with a defined level of brake 
performance.
• service braking: application of an adjustable brake f orce in order to control the 
speed of the train, including stop and temporary immobilisation.
• parking braking: application of a brake force to maintain the train (or the 
vehicle) in permanent immobilisation in a stationary position, without an y 
available e nergy on board.
(14) A brake application command, whatever its control mode, shall take control of the 
brake s ystem, even in case of active brake release command; this requirement is 
permitted not to apply when intentional suppression of the brake application 
command is given b y the driver (e.g. passenger alarm overri de, uncoupling...).
(15) For speeds higher than 5 km/h, the maximum jerk due to the use of brakes shall be 
lower than 4 m/s 3.The jerk behaviour may be derived from the calculation and from 
the evaluation of the deceleration behaviour as measured during the brake tests (as 
described in the clauses 6.2.3.8 and 6.2.3.9).
4.2.4.2.2. Safety requirements
(1) The braking sy stem is the means to stop a train, and therefore contributes to the 
safet y level of the railwa y system.
The functional requirements expressed in clause 4.2.4.2.1 contribute to ensure safe 
functioning of the braking s ystem; nevertheless, a risk based analy sis is necessary to 
evaluate the braking performance, as man y components are involved. 
(2) For t hehazard ous scenarios considered, the corresponding safet y requirements shall 
be met , as defined in the table 3below .
Where a severity is specified within this table, it shall be demonstrated that the 
corresponding risk is controlled to an acceptable level , considering the functional 
failure with their t ypical credible potential to lead directl y to that severit y as defined 
within the table . EN 50 ENSafety requirement to be met
Fonctional failure with its 
hazard ous scenarioAssociated 
severity / 
Consequence 
to be 
preventedMinimum allowable 
number of 
combinations of 
failures
No.1
Applies to units fitted with a cab (brake command)
After activation of an 
emergency brake command 
no deceleration of the train 
due to failure in the brake 
system (complete and 
perm anent loss of the brake 
force).
Note: activation by the driver 
or by the CCS sy stem to be 
considered. Activation by 
passengers (alarm) not 
relevant for the present 
scenario .Fatalities 2 (no single fai lure is 
accepted)
No.2
Applies to units equipped w ith traction equipment
After activation of an 
emergency brake command, 
no deceleration of the train 
due to failure in the traction 
system (Traction force  
Brake force).Fatalities 2 (no single failure is 
accepted) 
No.3
Applies to all units 
After activation of an 
emergency brake command, 
the stopping distance is 
longer than the one in normal 
mode due to failure(s) in the 
brake s ystem.
Note: the perfo rmance in the 
normal mode is defined in 
clause 4.2.4.5.2.NA single point(s) failure(s) 
leading to the longest 
calculated stopping distance 
shall be identified, and the 
increase of the stopping 
distance compared to the 
normal mode (no failure) 
shall be de termined.EN 51 ENNo.4
Applies to all units
After activation of a parking 
brake command, no parking 
brake force applied (complete 
and permanent loss of the 
parking brake force).NA 2 (no single failure is 
accepted)
Table 3. braking sy stem -safety requirements
Additional brake s ystems shall be considered in the safet y studyunder the conditions 
specified in clauses 4.2.4.7 and 4.2.4.8.
The demonstration of compliance (conformit y assessment procedure) is described in clause 
6.2.3.5 of this TSI .
4.2.4.3. Type of brake s ystem
(1) Units designed and assessed to be operated in general operation (various formations 
of vehicles from different origins; train formation not defined at design stage) on 
other track gauge systems than the 1520 mm system shall b e fitted with a brake 
system with a brake pipe compatible with the UIC brake s ystem. To this end, the 
specification referenced in Appendix J-1, index 22. "Requirements for the brake 
system of trains hauled by a locomotive" specifies the principles to be ap plied.
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 ty pe of brake sy stem for units (trainsets or vehicles) 
assessed in fixed or predefined for mation.
4.2.4.4. Brake command
4.2.4.4.1 . Emergency braking command
(1) This clause applies to units fitted with a driver’s cab.
(2) At least two independent emergency brake command devices shall be available, 
allowing the activation of the emergency brake by a simple and single action from 
the driver in his normal driving position, using one hand.
The sequential activation of these two devices may be considered in the 
demonstration of compliance to the safet y requirement N°1 of table 3 of clause 
4.2.4.2.2.
One of these dev ices shall be a red punch button (mushroom push button).
The emergency brake position of these two devices when activated shall be self 
locking b y a mechanical device; unlocking this position shall be possible only b y an 
intentional action.
(3) The activation of the emergency brake shall also be possible by the Control -
Command and signalling on -board s ystem, as defined in the TSI CCS.
(4) Unless the command is cancelled, the emergency brake activation shall lead 
permanentl y, automatically to the following actions:EN 52 EN• transmission of an emergency brake command along the train b y the brake 
control line.
• cut-off of all tractive effort in less than 2 seconds; this cut -off shall not be able 
to be reset until the traction command is cancelled by the driver.
• an inhibition of all “release brake” commands or actions. 
4.2.4.4.2 Service braking command
(1) This clause applies to units fitted with a driver’s cab.
(2) The service brake function shall allow the driver to adjust (by application or release) 
the brake force between a minimum a nd a maximum value in a range of at least 7 
steps (including brake release and maximum brake force), in order to control the 
speed of the train.
(3) Theservice braking command shall be active only in one location in a train. To meet 
this requirement, it shall be possible to isolate the service braking function of the 
other service braking command(s) of the unit(s) part of a train formation, as defined 
for fixed and predefined formations.
(4) When the speed of the train is higher than 15 km/h, the service brake act ivation by 
the driver shall lead automatically to the cut -off of all tractive effort; this cut -off shall 
not be reset until the traction command is cancelled by the driver.
Notes:
– in case of service brake and traction controlled by  automatic speed regulati on, the 
traction cut -off is not required to be cancelled by the driver.
– a friction brake may be used intentionally at speed higher than 15 km/h with traction 
for specific purpose (de -icing, cleaning of brake components...); it shall not be 
possible to use these particular functionalities in case of emergency or service brake 
activation. 
4.2.4.4.3 Direct braking command
(1) Locomotives (units designed to haul freight wagons or passenger carriages) assessed 
for general operation shall be fitted with a direct bra ke system.
(2) The direct brake s ystem shall allow the application of a brake force on the concerned 
unit(s) independentl y of the main brake command , with other unit(s) of the train 
remaining without brake applied.
4.2.4.4.4 Dynamic braking command
If a unit i s equipped with a dy namic brake s ystem:
(1) It shall be possible to prevent the use of regenerative braking on electric units so that 
there is no return of energy to the overhead contact line when driving on a line which 
does not allow that .
See also clause 4. 2.8.2.3 for regenerative brake.
(2) It is permitted to use a dynamic brake independently from other brake systems, or 
together with other brake sy stems (blending).
4.2.4.4.5 Parking braking command 
(1) This clause applies to all units.EN 53 EN(2) The parking braking command shall lead to the application of a defined brake force 
for an unlimited period of time, during which a lack of any energy on board may 
occur.
(3) It shall be possible to release the parking brake at standstill, including for rescue 
purposes.
(4) For units assesse d in fixed or pre -defined formations, and for locomotives assessed 
for general operation, the parking brake command shall be activated automatically 
when the unit is switched off. For other units, the parking brake command shall be 
either activated manuall y, or activated automatically when the unit is switched off.
Note: the application of the parking brake force may depend on the status of the main brake 
function ; it shall be effective when the energy on board to apply the main brake function is is 
lost oris going to increase or decrease (after having switched on or off the unit) .
4.2.4.5. Braking performance
4.2.4.5.1 General requirements
(1) The unit (trainset or vehicle) braking performance (deceleration=F(speed ) and 
equivalent response time) shall be determined b y calculation as defined in the 
specification referenced in Appendix J-1, index 23, considering a level track.
Each calculation shall be performed for wheel sdiameters corresponding to new, 
half-worn and worn for all wheels of the unit , and shall include t he calculation of the 
required wheel rail adhesion level (see clause 4.2.4.6.1).
(2) The friction coefficients used by friction brake equipment and considered in the 
calculation shall be justified (see the specification referenced in Appendix J-1, 
index 24).
(3) The braking performance calculation shall be performed for the two control modes: 
emergency brake and maximum service brake.
(4) The braking performance calculation shall be performed at design stage, and shall be 
revised (correction of parameters) after the ph ysical tests required in the clauses 
6.2.3.8 and 6.2.3.9, in order to be consistent with test results.
The final braking performance calculation (consistent with test results) shall be part 
of the technical documentation specified in clause 4.2.12.
(5) The max imum average deceleration developed with all brakes in use, including the 
brake independent of wheel/rail adhesion, shall be lower than 2.5 m/s²; this 
requirement is linked to the longitudinal resistance of the track (interface with 
infrastructure; see TSIINF clause 4.2.7.2).
4.2.4.5.2 Emergency braking
Response time:
(1) For units assessed in fixed formation(s) or pre -defined 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:
• Equivalent response time: 
3 seconds for units of maximum design speed higher or equal to 250 km/h
5 seconds for other unitsEN 54 EN• Delay time: 2 seconds
(2) For units designed and assessed for general operation, the response time shall be as 
specified for the UI C brake sy stem (see also clause 4.2.4.3: the brake sy stem shall be 
compatible with the UIC brake s ystem).
(*): to be evaluated on the total brake force, or on pressure in brake cylinders in case of 
pneumatic brake s ystem; definition according to the specification referenced in Appendix J-1, 
index 25, clause 5.3.3.
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, index 26; the 
deceleration profile and stopping distances at the following initial speeds (if lower 
than the maximum design speed of the unit) shall be determined: 30 km/h; 100 km/h; 
120 km/h; 140 km/h; 1 60 km/h; 200 km/h; 230 km/h; 300 km/h; maximum design 
speed of the unit. 
(4) For units designed and assessed for general operation, the brake weight percentage 
(lambda) shall also be determined.
The specification referenced in Appendix J-1, index 25,clause 5 .12specifies how 
other parameters (brake weight percentage (lambda), braked mass) can be derived 
from the calculation of the deceleration or from the stopping distance of the unit .
(5) The emergency braking performance calculation shall be performed with a br ake 
system in two different modes, and considering degraded conditions:
• Normal mode: no failure in the brake sy stem and nominal value of the friction 
coefficients (corresponding to dry conditions) used b y friction brake 
equipment . This calculation provides the braking performance normal mode . 
• Degraded mode: corresponding to the failures considered in clause 4.2.4.2.2, 
hazard no. 3, and nominal value of the friction coefficients used b y friction 
brake equipment . Degraded mode shall consider possible single failures; to that 
end, 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 clearl y identified (component involved and 
failure mode, failure rate if available) .
• Degraded conditions: in addition, the emergency braking performance 
calculation shall be performed with reduced values of the friction coefficient, 
with consideration of limit values for temperature and humidity (see the 
specification referenced in Appendix J-1, index 27,clause 5.3.1.4 ).
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:
• minimum load: “design mass in working order” (as described in 
clause 4.2.2.10 )
• normal load: “design mass under normal payload” (as des cribed in 
clause 4.2.2.10 )EN 55 EN• maximum braking load: load condition lower or equal to “design mass under 
exceptional pay load” (as described in clause 4.2.2.10)
In case this load condition is lower than “design mass under exceptional 
payload, it shall be justif ied and documented in the general do cumentation 
described in clause 4.2.12.2.
(7) Tests shall be performed to validate the emergency braking calculation, according to 
the conformit y assessment procedure specified in clause 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 
recorded in the technical document ation defined in clause 4.2.12.2 of this TSI . 
(9) Additionally , for units assessed in fixed or predefined formation of design maximum 
speed higher than or or equal to 250 km/h, the stopping distance in case of 
"emergency braking performance in normal mode" sh all not exceed the following 
values for the load condition “normal load”:
• 5360 m from the speed of 350 km/h (if <= design maximum speed).
• 3650 m from the speed 300 km/h (if <= design maximum speed).
• 2430 m from the speed 250 km/h.
• 1500 m from the speed 20 0 km/h.
4.2.4.5.3 . Service braking
Calculation of the deceleration:
(1) For all units, t he maximum service braking performance calculation shall be 
performed in accordance with the specification referenced in Appendix J-1, index 28
with a brake s ystem in norma l mode, with nominal value of the friction coefficients 
used b y 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 clause 6.2.3.9.
Maximum service braking performance :
(3) When the service braking has higher design performance capability than the 
emergency braking, it shall be possible to limit the maximum service braking 
performance (b y design of the braking control system, or as a maintenance activity) 
at a level lower than the emergency braking performance. 
Note:
A Member State may ask the emergency braking performance to be at a higher level than the 
maximum s ervice braking performance for safet y reasons, but in an y cas e it cannot prevent 
the access to a railway undertaking using a higher maximum service braking performance, 
unless that Member State is able to demonstrate that the national safety level is endan gered.
4.2.4.5.4 Calculations related to thermal capacit y
(1) This clause applies to all units. 
(2) For OTMs, it is allowed to verify this requirement by temperature measurements on 
wheels and brake equipment.EN 56 EN(3) The brake energy capacity shall be verified by calcul ation showing that the braking  
system in normal mode is designed to withstand the dissipation of the braking 
energy . The reference values used in this calculation for the components of the 
braking s ystem that dissipate energy shall either be validated b y athermal test or by 
previous experience.
This calculation shall include the scenario consisting of 2 successive emergency  
brake applications from the maximum speed (time interval corresponding to the time 
needed to accelerate the train up to the maximum sp eed) on level track for the load 
condition “maximum braking load ” .
Incase of unit that cannot be operated alone as a train, the time interval between 2 
successive emergency brake applications used in the calculation shall be reported.
(4) The maximum line g radient, associated length and operating speed for which the 
brake s ystem is designed in relation with brake thermal energy capacity shall also be 
defined b y a calculation for the load condition “ maximum braking load”, with the 
service brake being used to maintain the train at a constant operating speed.
The result (maximum line gradient, associated length and operating speed) shall be 
recorded in the rolling stock documentation defined in clause 4. 2.12 of this TSI .
The following “reference case” for the sl ope to be considered is suggested: maintain 
the speed of 80 km/h on a slope of 21‰ constant gradient over a distance of 46 km. 
If this reference case is used, the documentation may only mention the compliance to 
it.
(5) For units assessed in fixed and predefin ed formation of design maximum speed 
higher than or equal to 250 km/h, they shall additionally be designed to operate with 
braking s ystem in normal mode and load condition “maximum braking load” at 
speed equal to 90% of the maximum operating speed on maxim um descending 
gradient of 25 ‰ during 10 km, and on maximum descending gradient of 35 ‰ 
during 6 km.
4.2.4.5.5 Parking brake
Performance:
(1) A unit (train or vehicle) in load condition “design mass in working order” without 
anypower suppl y available, and sta tionary permanently on a 40‰ gradient, shall be 
kept immobilised. 
(2) Immobilisation shall be achieved by means of the parking brake function, and 
additional means (e.g. scotches) in case where the parking brake is unable to achieve 
the performance on its ow n; the required additional means shall be available on 
board the train.
Calculation :
(3) The unit (train or vehicle) parking brake performance shall be calculated as defined 
in the specification referenced in Appendix J-1, index 29. The result (gradient where 
the unit is kept immobilized by the parking brake alone) shall be recorded in the 
technical documentation defined in clause 4. 2.12 of this TSI .EN 57 EN4.2.4.6. Wheel rail adhesion profile -Wheel slide protection sy stem
4.2.4.6.1 Limit of wheel rail adhesion profile
(1) The b raking sy stem 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 wh eelset in the speed range > 30 km/h and < 250 km/h higher than 0.15 with 
the following exceptions: 
• for units assessed in fixed or pre -defined formation(s) having 7 axles or less, 
the calculated wheel/rail adhesion shall not be higher than 0.13.
• for units assessed in fixed or pre -defined 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 section 4.2.4.6.2 related to the efficiency of the WSP sy stem is performed 
for the load case “minimum load”, and provides posi tive result.
In the speed range > 250 km/h and < = 350km/h, the three limit values above shall 
decline linearl y in order to be reduced by 0.05 at 350km/h.
(2) The above requirement shall also apply for a direct brake command described in 
clause 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 smallest 
wheel diameter, and with the 3 load conditions considered in clause 4.2.4.5. 2.
All values of adhesion shall be rounded to two decimal places.
4.2.4.6.2 . Wheel slide protection system
(1) A wheel slide protection system (WSP) is a sy stem designed to make the best use of 
available adhesion b y acontrolled re duction 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 assumes in the speed range > 30 km/h a calculated wheel/ rail 
adhesion higher than 0.12 shall be fitted with a wheel slide protection sy stem.
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 t han 0. 11 shall be fitted with a wheel slide protection s ystem.
(4) The requirement on the wheel slide protection system above shall appl y to the two 
brake modes: emergency brake and service brake. EN 58 ENIt shall also appl y to the dy namic brake s ystem, which is par t of the service brake, 
and can be part of the emergency brake (see clause 4.2.4.7).
Requirements on the WSP sy stem performance:
(5) For units equipped with a d ynamic braking sy stem, a WSP sy stem (if present 
according to the point above) shall control the d ynamic brake force; when this WSP 
system is not available , the dy namic 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 sy stem shall be designed according to the specific ation 
referenced in Appendix J-1, index 30, clause 4 , and verified according to the 
methodology defined in the specification referenced in Appendix J-1, index 30, 
clauses 5 and 6 ; when reference is made to the specification referenced in Appendix
J-1, ind ex30, clause 6.2 “overview of required test programmes”, onl y the clause 
6.2.3 applies , and it applies to all ty pes of units.
(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 th e 
WSP sy stem (maximum extension of the stopping distance compared to stopping  
distance on dry rail) when integrated in the unit ; the conformity assessment 
procedure is specified in clause 6.2.3.10.
The relevant components of the wheel slide protection sy stem shall be considered in 
the safet y analysis of the emergency brake function required in clause 4.2.4.2.2.
(8) Wheel rotation monitoring s ystem (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 s ystem shall be designed according to the specification 
referenced in Appendix J-1, index 30,clause 4.2.4.3 .
4.2.4.7. Dynamic brake -Braking sy stem linked to traction sy stem
Where the braking performance of the dynamic brake or of braking system linked to the 
traction s ystem is included in the performance of the emergency braking in normal mode 
defined in clause 4.2.4.5.2, the dy namic brake or the braking s ystem linked to traction:
(1) Shall be commanded b y the main brake s ystem control line (see clause 4.2.4.2.1). 
(2) Shall be s ubject toa safet y anal ysis covering the hazard “after activation of an 
emergency command, complete loss of the dy namic brake force”.
This safet y anal ysis shall be considered in the safety analysis required by the safet y 
requirement N°3 set out in clause 4.2.4.2.2 for the emergency brake function.
For electric units, in case the presence on -board the unit of the voltage delivered b y 
the external power supply is a co ndition for the dy namic 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 s ystem), the braking performance of the 
dynamic brake or of braking s ystem linked to the traction s ystem shall not be 
included in the performance of the emergency braking in normal mode defined in 
clause 4.2.4.5.2.EN 59 EN4.2.4.8. Braking s ystem independent of adhesion condi tions
4.2.4.8.1 . General
(1) Brake sy stems able to develop a brake force applied on the rail, independent of the 
wheel/rail adhesion condition, are a means of providing additional braking 
performance when the requested performance is higher than the performanc e 
corresponding to the limit of the available wheel rail adhesion (see clause 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 clause 4.2.4.5 for the 
emergency brake; in such a case, the brake sy stem independent of adhesion 
condition:
(3) Shall be commanded b y the main brake s ystem control line (see clause 4.2.4.2.1).
(4) Shall be su bject of a safet y anal ysis covering the hazard “after activation of an 
emergency command, complete loss of the brake force independent of the wheel/rail 
adhesion”.
This safet y anal ysis shall be considered in the safety analysis required by the safet y 
requirement N°3 set out in clause 4.2.4.2.2 for the emergency brake function.
4.2.4.8 .2 Magnetic track brake 
(1) Requirements on magnetic brakes specified by the CCS subsy stem are referenced in 
clause 4.2.3.3.1 of this TSI . 
(2) A magnetic track brake is allowed to be used as an emergency brake, as mentioned in 
the TSI INF, clause 4.2. 6.2.2.
(3) The geometrical characteristics 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 31.
(4) Magnetic track brake shall not be used at speed higher th an 280 km/h.
4.2.4.8.3 Eddy current track brake 
(1) This clause covers onl y eddy current track brake developing a brake force between 
the rolling stock and the rail.
(2) Requirements on edd y current track brakes specified b y the CCS subsy stem are 
referenced in cl ause 4.2.3.3.1 of this TSI . 
(3) The conditions for use of eddy current track brake are not harmonised (regarding 
their effect on rail heating and vertical force). 
Therefore, requirements to be met by eddy current track brake are an open point.
4.2.4.9. Brake state an d fault indication 
(1) Information available to train staff shall allow the identification of degraded 
conditions concerning the rolling stock ( brake performance lower tha nthe 
performance required) , for which specific operating rules appl y.To that end, it s hall 
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 s ystems, and the status of each part (including one or several actuators) of 
these sy stems that can be controlled and/or isolated independentl y. EN 60 EN(2) If the parking brake always depends directly on the state of main brake system, it is 
not required to have an additional and specific indication for the parking brake 
system.
(3) The phas es that shall be considered during operation are standstill and running.
(4) When at a standstill, train staff shall be able to check from inside and/or outside of 
the train:
• The continuity of the train brake control command line,
• The availability of the braki ng energy suppl y along the train,
• The status of the main brake and parking brake systems and the status of each 
part (including one or several actuators) of these sy stems that can be controlled 
and/or isolated separately (as described above in the first pa ragraph of this 
clause), excepted for dynamic brake and braking s ystem linked to traction 
systems.
(5) When running, the driver shall be able to check from the driving position in the cab:
• The status of the train brake control command line,
• The status of the t rain brake energy suppl y,
• The status of the d ynamic brake and braking s ystem linked to traction sy stem
where they are included in theperformance of the emergency braking in 
normal mode ,
• The status applied or released of at least one part (actuator) of the main brake 
system which is controlled independentl y (e.g. a part which is installed on the 
vehicle fitted with an active cab).
(6) The function providing the information described above to the train staff is a function 
essential to safety , as it is used for t he train staff to evaluate the braking performance 
of the train. 
Where local information is provided by indicators, the use of harmonised indicators 
ensures the required safety level. 
Where a centralised control sy stem 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 o f the 
centralised control s ystem shall be defined and provided in the operating  
documentation described in clause 4.2.12.4.
(7) Applicability to units intended for general operation :
Only functionalities that are relevant to the design characteristics of the u nit (e.g. 
presence of a cab,...) shall be considered. 
The signals transmission required (if an y) between the unit and the other coupled 
unit(s) in a train for the information regarding the brake s ystem to be available at 
train level shall be documented, t aking into account functional aspects. 
This TSI does not impose any technical solution regarding phy sical interfaces 
between units.EN 61 EN4.2.4.10. Brake requirements for rescue purposes 
(1) All brakes (emergency , service, parking) shall be fitted with devices allowing thei r 
release and isolation. These devices shall be accessible and functional whether the 
train or vehicle is: powered, non -powered or immobilised without any available 
energy on board.
(2) For units intended to be operated on other track gauge systems than 1520 m m 
system, it shall be possible , following a failure during operation, to rescue a train 
with no energy available on board by a recovery power unit equipped with a 
pneumatic brake s ystem compatible with the UI C brake s ystem (brake pipe as 
braking control co mmand line).
Note: see clause 4.2.2.2.4 of this TSI for mechanical and pneumatical interfaces of 
the recovery unit.
(3) During the rescue, it shall be possible to have a part of the brake system of the 
rescued train controlled bymeans of an interface device; in order to meet this 
requirement, it is allowed to rel y on low voltage provided by a battery to supply 
control circuits on the rescued train .
(4) The braking performance developed b y the rescued train in this particular operating 
mode shall be evaluated by a calculation, but is not required to be the same as the 
braking performance described in clause 4.2.4.5.2. The calculated braking 
performance and rescue operating conditions shall be part of the technical 
documentation described in clause 4.2.12.
(5) This requi rement does not apply to units which are operated in a train formation of 
less than 200 tons (load condition “design mass in working order”).
4.2.5. Passenger related items
For information purposes only , the following non exhaustive list gives an overview of the 
basic parameters covered by the TSI PRM, which are applicable to units which are intended 
to carry passengers:
• seats, including priority seats
• wheelchair spaces
• exterior doors, including dimensions, passenger interface for controls
• interior doors, includin g dimensions, passenger interface for controls
• toilets 
• clearway s
• lighting
• customer Information
• floor height changes
• handrails
• wheelchair accessible sleeping accommodation
• step position for vehicle access and egress, including steps and boarding aids.
Addi tional requirements are specified below in this clause.EN 62 EN4.2.5.1. Sanitary systems
(1) If a water tap is provided in a unit and unless the water is provided from the tap in 
accordance with Directive 98/83/EC7,a visual sign shall clearl y indicate that the 
water provide d at the tap is not drinkable.
(2) Sanitary systems (toilets, washrooms, bar/restaurant facilities) where fitted shall not 
allow the release of any material that may be detrimental to the health of people or to 
the environment. Released materials ( i.e. treated water ; water with soap directl y 
released from washrooms excluded ) shall be conformant to the applicable European 
regulations under the Water Framework Directive [insert Directive number and OJ 
reference] :
• The bacterial content of water discharged from san itarysystems shall not at 
anytime exceed the bacterial content value for Intestinal enterococci and 
Escherichia coli bacteria specified as ‘good’ for Inland waters in European 
Directive 2006/7/EC8concerning the management of bathing water quality.
• The t reatment processes shall not introduce substances that are identified in 
Annex I of Directive 2006/11/EC9on pollution caused by certain dangerous 
substances discharged into the aquatic environment of the Union .
(3) To limit the dispersion of released liquid o n the trackside, uncontrolled discharge 
from an y source shall take place downwards only , under the bod y frame of the 
vehicle in a distance not greater than 0.7 metres from the longitudinal centre line of 
the vehicle.
(4) The following shall be provided in the technical documentation described in clause 
4.2.12:
• 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 sy stem for released water and the standards against 
which con formit y has been assessed.
4.2.5.2. Audible communication sy stem 
(1) This clause applies to all units designed to carry passengers and units designed to 
haul passenger trains.
(2) Trains shall be equipped as a minimum with a means of audible communication:
• for the train c rew to address the passengers in a train
• for internal communication between the train crew and in particular between 
the driver and staff in the passenger area (if an y).
(3) The equipment shall be able to remain on standby independently of the main energy 
source for at least three hours. During the standby time the equipment shall be able to 
actuall y function at random intervals and periods during an accumulated time of 30 
minutes.
  
7OJ L 330, 05.12.1998, p. 32 
8OJ L 64, 04.03.2006, p.37
9OJ L 64, 04.03.2006, p.52EN 63 EN(4) The communication s ystem shall be designed in such a manner that it continues to
operate at least half (distributed throughout the train) of its loudspeakers in the event 
of a failure in one of its transmission elements or, as an alternative, another means 
shall be available to inform the passengers in the event of a failure.
(5) Provisio ns for passengers to contact train crew are prescribed in clause 4.2.5.3 
(passenger alarm) and in clause 4.2.5. 4(communication devices for passengers)
(6) Applicability to units intended for general operation :
Only functionalities that are relevant to the des ign characteristics of the unit (e.g. 
presence of a cab, of a crew interface s ystem,..) shall be considered. 
The signals transmission required between the unit and the other coupled unit(s) in a 
train for the communication system to be available at train level shall be 
implemented and documented, taking into account functional aspects. 
This TSI does not impose any technical solution regarding phy sical interfaces 
between units.
4.2.5.3. Passenger alarm
4.2.5.3.1 General
(1) This clause is applicable to all units design ed to carry passengers and units designed 
to haul passenger trains.
(2) The passenger alarm function gives to any one in the train the opportunity to advise 
the driver of a potential danger, and has consequences at operating level when 
activated (e.g. braking i nitiation in absence of reaction from the driver); it is a safety  
related function, for which the requirements, including safet y aspects, are set out in 
this clause.
4.2.5.3.2 Requirements for information interfaces
(1) With the exception of toilets and gangw ays, each compartment, each entrance 
vestibule and all other separated areas intended for passengers shall be equipped with 
at least one clearl y visible and indicated alarm device to inform the driver of a
potential danger .
(2) The alarm device shall be design ed so that once activated it cannot be cancelled b y 
passengers.
(3) At the triggering of the passenger alarm, both visual and acoustic signs shall indicate 
to the driver that one or more passenger alarms have been activated.
(4) A device in the cab shall allow the driver to acknowledge his awareness of the alarm. 
The driver’s acknowledgement shall be perceivable at the place where the passenger 
alarm was triggered and shall stop the acoustic signal in the cab.
(5) On the driver’s initiative, the s ystem shall allow a co mmunication link to be 
established between the driver’s cab and the place where the alarm(s) was/were 
triggered for units designed for operation without staff on -board (other than 
driver).For units designed for operation with staff on -board (other than dri ver), it is 
permitted to have this communication link established between the driver’s cab and 
the staff on -board . 
The sy stem shall allow the driver to cancel this communication link on his initiative.
(6) A device shall enable the crew to reset the passenger alarm.EN 64 EN4.2.5.3.3 Requirements for activation of the brake b y the passenger alarm
(1) When the train is stopped at a platform or departing from a platform, activation of a 
passenger alarm shall lead to a direct application of the service brake or the 
emergency brake, resulting in a complete stop. In this case, only after the train has 
come to a complete stop, a system shall allow the driver to cancel an y automatic 
braking action initiated by the passenger alarm; 
(2) In other situations, 10 +/ -1 seconds after activ ation of the (first) passenger alarm, at 
least an automatic service brake shall be initiated unless the passenger alarm is 
acknowledged by the driver within this time. The system shall allow the driver to 
override at an y time an automatic braking action in itiated by the passenger alarm.
4.2.5.3.4 Criteria for a train departing from a platform
(1) A train is deemed to be departing from a platform during the period of time elapsing 
between the moment when door status is changed from ‘released’ to ‘closed and 
locked’ and the moment when the train has partl y left the platform.
(2) This moment shall be detected on -board ( function allowing ph ysical detection of the 
platform or based on speed or distance criteria, or any alternative criteria) .
(3) For u nits intended to operate on lines that are fitted with the ETCS track side sy stem 
for control -command and signaling (including “passenger door” information as 
described in Annex A Index 77 of CCS TSI , Index 7 of TSI CCS), this on -board 
device shall be able to receive from the ETC S system the information related to 
platform. 
4.2.5.3.5 Safety requirements
(1) For the scenario “failure in the passenger alarm sy stem leading to the impossibility  
for a passenger to initiate the activation of brake in order to stop the train when train 
departs from a platform”, it shall be demonstrated that the risk is controlled to an 
acceptable level considering that the functional failure has ty pical credible potential 
to lead directl y to “single fatality and/or severe injury ”.
(2) For the scenario “failure in the passenger alarm sy stem leading to no information 
given to the driver in case of activation of a passenger alarm”, it shall be 
demonstrated that the risk is controlled to an acceptable level considering that the 
functional failure has t ypical credibl e potential to lead directl y to “single fatalit y 
and/or severe injury ”.
(3) The demonstration of conformity  (conformit y assessment procedure) is described in 
clause 6.2.3.5 of this TSI.
4.2.5.3.6 Degraded mode
(1) Units fitted with a driver’s cab shall be fitted with a device which allows authorised 
staff to isolate the passenger alarm sy stem. 
(2) If the passenger alarm sy stem is not functioning, either after intentional isolation by 
staff, due to a technical failure, or by coupling the unit with a non-compatible unit, 
this shall be permanently indicated to the driver in the active driver’s cab , and 
application of the passenger alarm shall result in a direct application of brakes. 
(3) A train with an isolated passenger alarm s ystem does not meet the minimum 
requirements for safet y and interoperability as defined in this TSI and shall therefore 
be regarded to as being in degraded mode .EN 65 EN4.2.5.3.7 Applicability to units intended for general operation
(1) Only functionalities that are relevant to the design characteristics of th e unit (e.g. 
presence of a cab, of a crew interface s ystem,..) shall be considered. 
(2) The signals transmission required between the unit and the other coupled unit(s) in a 
train for the passenger alarm system to be available at train level shall be 
implemen ted and documented, taking into account functional aspects described 
above in this clause . 
(3) This TSI does not impose any technical solution regarding phy sical interfaces 
between units.
4.2.5.4. Communication devices for passengers
(1) This clause applies to all units d esigned to carry passengers and units designed to 
haul passenger trains.
(2) Units designed for operation without staff on -board (other than driver) shall be 
equipped with a ‘c ommunication device ’for passengers to inform a person who can 
take appropriate acti on. 
(3) The requirements to the location of the ‘c ommunication device ’are the ones 
applicable for the passenger alarm as defined in clause 4.2.5.3 ‘Passenger alarm: 
functional requirements’ .
(4) The sy stem shall allow the communication link to be requested on th e initiative of 
the passenger. The system shall allow the person receiving the communication (e.g. 
driver )to cancel this communication link at his initiative.
(5) The ‘communication device’ interface to passengers shall be indicated by a 
harmonised sign, shal l include visual and tactile symbols andshall emit a visual and 
audible indica tion that it has been operated .These elements shall be in accordance 
with the PRM TSI.
(6) Applicability to units intended for general operation :
Only functionalities that are rele vant to the design characteristics of the unit (e.g. 
presence of a cab, of a crew interface s ystem,..) shall be considered. 
The signals transmission required between the unit and the other coupled unit(s) in a 
train for the communication system to be avai lable at train level shall be 
implemented and documented, taking into account functional aspects. 
This TSI does not impose any technical solution regarding phy sical interfaces 
between units.
4.2.5.5. Exterior doors: passenger access to and egress from Rolling Stoc k
4.2.5.5.1. General
(1) This clause applies to all units designed to carry passengers and units designed to 
haul passenger trains.
(2) Doors intended for staff and freight are dealt with in clauses 4.2.2.8 and 4.2.9.1.2 of 
this TSI .
(3) The control of external passen ger access doors is a function essential to safet y; the 
functional and safety  requirements expressed in this clause are necessary to ensure 
the safet y level required.EN 66 EN4.2.5.5.2 Terminology used
(1) In the context of this clause a “door” is an external passenge r access door (with one 
or more leaves) , intended primarily for passengers to enter and leave the unit.
(2) A “locked door” is a door held closed b y a ph ysical door locking device
(3) A “door locked out of service” is a door immobilised in a closed position by a 
manually operated mechanical locking device. 
(4) A door “released” is a door that is able to be opened by operating the local or, central 
door control, (where the latter is available).
(5) For the purpose of this clause, a train is assumed to be at a standstill wh en the speed 
has decreased to 3 km/h or less.
(6) For the purpose of this clause, “train crew” means one member of the on -board staff 
in charge of the checks related to the door s ystem; it ma y be the driver or another 
member of the on -board staff.
4.2.5.5.3. Door closing and locking
(1) The door control device shall allow the train crew to close and lock all the doors 
before the train departs. 
(2) Where a movable step has to be retracted, the closing sequence shall include the 
movement of the step to the retracted pos ition.
(3) When the centralised door closing and locking is activated from a local control, 
adjacent to a door, it is permissible for this door to remain open when the other doors 
close and lock. The door control system shall allow the staff to close and lock this 
door subsequentl y before departure. 
(4) The doors shall be kept closed and locked until they are released in accordance with 
clause 4.2.5.5.6 ‘Door opening’. In the event of loss of power to the door controls, 
the doors shall be kept locked b y the lockin g mechanism.
Note: see clause 4.2.2.4.2 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 ). W here A n obstacle is det ected the doors shall 
automatically stop, and remain free for a limited period of time or reopen. The 
sensitivity of the sy stem shall be such as to detect an obstacle according to the 
specification referenced in Appendix J-1, index 32, clause 5.2.1.4.1, wi th a 
maximum force on the obstacle according to the specification referenced in 
Appendix J-1, index 32 ,clause 5.2.1.4.2.1 .
4.2.5.5.4 Locking a door out of service
(1) A manuall y operated mechanical device shall be provided to enable (the train crew or 
mainten ance staff) to lock a door out of service.
(2) The locking out of service device shall:
• Isolate the door from an y opening command
• Lock the door mechanically in the closed position
• Indicate the status of the isolation deviceEN 67 EN• Permit the door to be by -passed b y the ‘door -closed proving s ystem’
4.2.5.5.5 Information available to the train crew
(1) An appropriate ‘doors -closed proving s ystem’ shall allow the train crew to check at 
anymoment whether or not all the doors are closed and locked.
(2) If one or mo re doors are no t locked, this shall be continuously indicated to the train 
crew . 
(3) An Indicatio n shall be provided to the train crew of an y fault of a door closing and/or 
locking operation. 
(4) Audible and visual alarm signal shall indicate to the train crew , an emergency  
opening of one or more doors.
(5) A “door locked out of service” is permitted to be by -passed b y the ‘doors -closed 
proving s ystem’.
4.2.5.5.6 Door opening
(1) A train shall be provided with door release controls, which allow the train crew or an 
automatic device ass ociated with the stop at a platform, to control the release of 
doors separatel y on each side, allowing them to be opened by passengers or, if 
available, b y a central opening command when the train is at a standstill.
(2) For u nits intended to operate on lines that are fitted with the ETCS track side sy stem 
for control -command and signalling (including “passenger door” information as 
described in Annex A, Index 7 of TSI CCS), this door release control s ystem shall be 
able to receive from the ETCS sy stem the info rmation related to platform. 
(3) At each door, local opening controls or opening devices shall be accessible for 
passengers from both the outside and the inside of the vehicle.
(4) Where a movable step has to be deploy ed, the opening sequence shall include the 
movement of the step to the deplo yed position.
Note: see clause 4.2.2.4.2 of TSI PRM for alert signal when opening a door.
4.2.5.5.7 Door-traction interlock
(1) Traction power shall be applied only when all doors are closed and locked. This shall 
be ensured thro ugh an automatic door -traction interlock s ystem. The door -traction 
interlock sy stem shall prevent traction power being applied when not all of the doors 
are closed and locked.
(2) The traction interlock system shall be provided with a manual override, intended to 
be activated b y the driver in exceptional situations, to apply traction even when not 
all of the doors are closed and locked.
4.2.5.5.8 Safety requirements for clauses 4.2.5.5.2 to 4.2.5.5.7
(1) For the scenario “one door is unlocked (with train crew not c orrectl y informed of this 
door status) or released or opened in inappropriate areas (e.g. wrong side of train) or 
situations (e.g. train running), it shall be demonstrated that the risk is controlled to an 
acceptable level, considering that the functional failure has typical credible potential 
to lead directl y to:
• “single fatality and/or severe injury ” for units in which passengers are not 
supposed to stay in standing position in the door area (long distance) , or to EN 68 EN• “single fatalit y and/or severe injury ” for units in which some passengers stay in 
standing position in the door area in normal operation.
(2) For the scenario “several doors are unlocked (with train crew not correctly informed 
of this door status) or released or opened in inappropriate areas (e.g. w rong side of 
the train) or situations (e.g. train running), it shall be demonstrated that the risk is 
controlled to an acceptable level, considering that the functional failure has typical 
credible direct potential to lead to:
• “fatalit y and/or severe injur y”for units in which passengers are not supposed to 
stayin standing position in the door area (long distance) , or to 
• “fatalities and/or severe injuries” for units in which some passengers sta y in 
standing position in the door area in normal operation.
(3) The demonstration of conformity  (conformit y assessment procedure) is described in 
clause 6.2.3.5 of this TSI.
4.2.5.5.9 Door emergency opening
Internal emergency opening:
(1) Each door shall be provided with an individual internal emergency -opening device 
acces sible to passengers, that shall allow the door to be opened; this device shall be 
active at speeds below 10 km/h ; itis allowed to have this device active at any speed 
(independent of an y speed signal). 
(2) This device shall be operated after a succession of at least two actions.
(3) This device is not required to have an effect on “a door locked out of service”. In 
such a case the door may be unlocked first. 
(4) Safety requirement :
For the scenario “failure in the internal emergency opening s ystem of two adjacent 
doors along a through route (as defined in clause 4.2.10.5 of this TSI) , the emergency  
opening s ystem of other doors remaining available”, it shall be demonstrated that the 
risk i s controlled to an acceptable level, considering that the functional failure h as 
typical credible potential to lead directl y to “single fatality and/or severe injury ”.
The demonstration of compliance (conformity assessment procedure) is described in 
clause 6.2.3.5 of this TSI.
(5) External emergency opening :
Each door shall be provided with an individual external emergency -opening device, 
accessible to rescue staff, to allow that door to be opened for emergency reasons. 
This device is not required to have an effect on “a door locked out of service”. In 
such a case the door shall be unloc ked first.
(6) Manual force to open the door :
For manual opening of the door, the force required to be exerted by a person shall be 
according to the specification referenced in Appendix J-1, index 33.
4.2.5.5.10 Applicability to units intended for general oper ation
(1) Only functionalities that are relevant to the design characteristics of the unit (e.g. 
presence of a cab, of a crew interface s ystemfor door control ,..) shall be considered. EN 69 EN(2) The signals transmission required between the unit and the other coupled u nit(s) in a 
train for the door system to be available at train level shall be implemented and 
documented, taking into account functional aspects. 
(3) This TSI does not impose any technical solution regarding phy sical interfaces 
between units.
4.2.5.6. Exterior door sy stem construction
(1) If a unit is fitted with a door intended to be used by passengers to access or egress the 
train, the following provisions apply :
(2) Doors shall be fitted with transparent windows to allow passengers to identify the 
presence of a platform.
(3) The outside surface of passenger units shall be designed in such a way that they do 
not give the possibility for a person to “train surf” when the doors are closed and 
locked. 
(4) As a measure to prevent “train surfing”, handholds on the outside surface of the door 
system shall be avoided or designed so that they cannot be gripped when the doors 
are closed.
(5) Handrails and handholds shall be fixed so that they can withstand the forces exerted 
on them during operation.
4.2.5.7. Inter -unit doors
(1) This clause is applicable to all units designed to carry passengers.
(2) Where a unit is equipped with inter -unit doors at the end of coaches or at unit -ends, 
theyshall be fitted with a device that allows them to be locked (e.g. where a door is 
not connected b y a gangwa y for use of passe ngers to an adjacent coach or unit, etc.).
4.2.5.8. Internal air quality
(1) The quantit y and quality of air provided inside the area of vehicles occupied by  
passengers and/or staff shall be such that no risk is developed to the health of 
passengers or staff additional to those resulting from the external ambient air quality .
This is achieved b y comply ing to the requirements set up below.
A ventilation sy stem shall maintain an acceptable interior CO2 level under 
operational conditions. 
(2) The CO2 level shall not exceed 50 00 ppm in all operating conditions, excepted in the 
2 cases below :
– In case of interruption of the ventilation, due to an interruption of the main 
power supply or to a breakdown of the system, an emergency provision shall 
ensure the suppl y of outside air in to all passenger and staff areas. 
If this emergency provision is ensured through battery supplied forced 
ventilation, the duration in which the CO2 level will remain below 10000 ppm 
shall be defined, assuming a passenger load derived from the load conditi on 
‘design mass under normal pay load’. 
The conformit y assessment procedure is defined in clause 6.2.3.1 2.
This duration shall not be less than 30 minutes.EN 70 ENThe duration shall be recorded in the technical documentation defined in clause 
4.2.12 of this TSI .
– In case of switch off or closing of all means of external ventilation, or switch 
off of air conditioning s ystem, in order to prevent passengers being exposed to 
environmental fumes that may be present, especially in tunnels, and in the 
event of a fire, as described in clause 4.2.10.4.2.
4.2.5.9. Body side windows
(1) Where body side windows can be opened b y passengers and cannot be locked b y the 
train staff, the size of the opening shall be limited to such dimensions that it is not 
possible to pass a ball shaped object with 10cm diameter through it.
4.2.6. Environmental conditions and aerodynamic effects
4.2.6.1. Environmental conditions -general
(1) Environmental conditions are phy sical, chemical or biological conditions external to 
a product and to which it is subjected to. 
(2) The environ mental conditions to which rolling stock issubjected to influence the 
design of rolling stock, as well as this of its constituents .
(3) The environmental parameters are described in the clauses below; for each 
environmental parameter, a nominal range is defin ed, which is the most commonly  
encountered in Europe, and is the basis for interoperable rolling stock.
(4) For certain environmental parameters, ranges other than the nominal one are defined; 
in that case, a range shall be selected for the design of the rolli ng stock.
For the functions identified in the clauses below, design and/or testing provisions 
taken to ensure that the rolling stock is meeting the TSI requirements in this range 
shall be described in the technical documentation. 
(5) The selected range(s) sha ll be recorded in the technical documentation described in 
clause 4. 2.12 of this TSI, as a characteristic of the rolling stock.
(6) Depending on the ranges selected, and on provisions taken (described in the technical 
documentation), relevant operating rules c ould be necessary to ensure the technical 
compatibility between the rolling stock and environmental conditions that can be met 
on parts of the network.
Inparticular, operating rules are necessary when rolling stock designed for the 
nominal range is operat ed on a particular line where the nominal range is exceeded at 
certain periods of the year.
(7) The ranges, if different than the nominal one, to be selected to avoid an y restrictive 
operating rule(s) linked to a geographical area and climatic conditions, are specified 
bythe M ember States and are listed in the clause 7.4 of this TSI .
4.2.6.1.1 Temperature
(1) Rolling stock shall meet the requirements of this TSI within one (or several) of the 
temperature ranges T1 ( -25°C to +40°C; nominal), or T2 ( -40°C to +35°C) or T3 ( -
25°C to +45°C) as defined in the specification referenced in Appendix J-1, index 34
(2) The selected temperature range (s) shall be recorded in the technical documentation 
described in clause 4.2.12 of this TSI .EN 71 EN(3) The temperature to consider for design p urpose of rolling stock constituents shall 
take into account their integration in the rolling stock.
4.2.6.1.2 Snow, ice and hail
(1) Rolling stock shall meet the requirements of this TSI when subject to snow, ice and 
hail conditions as defined in the specifi cation referenced in Appendix J-1, index 35, 
which correspond to the nominal conditions (range).
(2) The effect of snow, ice and hail to consider for design purpose of rolling stock 
constituents shall take into account their integration in the rolling stock.
(3) Where more severe “snow, ice and hail“ conditions are selected, rolling stock and the 
parts of the subs ystem shall then be designed to meet TSI requirements considering 
the following scenarios: 
• Snowdrift (light snow with low water equivalent content), cove ring the track 
up to 80 cm continuously above top rail level. 
• Powder snow, snowfall of large quantities of light snow with low water 
equivalent content.
• Temperature gradient, temperature and humidity variation during one single 
run causing ice build -ups o n the rolling stock. 
• Combined effect with low temperature according to the temperature zone 
chosen as defined in clause 4.2.6.1. 1.
(4) In relation with clause 4.2.6.1. 1(climatic zone T2) and with the present clause 
4.2.6.1. 2(severe conditions for snow, ice and hail) of this TSI , the provisions taken 
to meet TSI requirements in these severe conditions shall be identified and verified, 
in particular design and/or testing provisions that are required for the following TSI 
requirements :
• Obstacle deflector as de fined in this TSI clause 4.2.2.5: additionally , capability  
to remove snow in front of the train.
Snow shall be considered as an obstacle to be removed b y the obstacle 
defector; the following requirements are defined in clause 4.2.2.5 (b y reference 
to the specification referenced in Appendix J-1, index 36):
“The obstacle deflector needs to be of sufficient size to sweep obstacles clear of the 
path of the bogie. It shall be a continuous structure and shall be designed so as not 
to deflect objects upwards or downwards. Under normal operating conditions, the 
lower edge of the obstacle deflector shall be as close to the track as the vehicle 
movements and gauge line will permit. 
In plan view the deflector should approximate to a ‘V’ profile with an included angl e 
of not more than 160°. It can be designed with a compatible geometry to function 
also as a snow plough”
The forces specified in clause 4.2.2.5 of this TSI are deemed to be sufficient in order 
to remove the snow.
• Running gear as defined in the TSI clause 4.2.3.5: considering snow and ice 
build up and possible consequence on running stability and brake function.
• Brake function and brake power suppl y as defined in the TSI clause 4.2.4.EN 72 EN• Signalling the presence of the train to others as defined in the TSI clau se 
4.2.7.3.
• Providing a view ahead as defined in the TSI clause 4.2.7.3.1.1 (head lights) 
and 4.2.9.1.3.1 (front visibility ), with windscreen’s equipment as defined in 
clause 4.2.9.2 functioning.
• Providing the driver with acceptable climate for working as defined in the TSI 
clause 4.2.9.1.7.
(5) The selected range for “snow, ice and hail” (nominal or severe) and provision 
adopted shall be documented in the technical documentation described in clause 
4.2.12.2 of this TSI .
4.2.6.2. Aerod ynamic effects
(1) The requirements in this clause appl y to all rolling stock except those designed to be 
operated on the 1520 mm or 1524 mm or 1600 mm or 1668 mm track gauge s ystems 
for which the corresponding requirements are an open point. 
(2) The passing of a train causes an unstead y airflow w ith vary ing pressures and flow 
velocities. These pressure and flow velocit y transients have an effect on persons, 
objects an d buildings at the trackside; they have also an effect on the rolling stock 
(e.g. aerod ynamic load on vehicle structure, buffeting o f equipment), and are to be 
taken into account in the design of rolling stock.
(3) The combined effect of train speed and air speed causes an aerod ynamic rolling 
moment that can affect the stability of rolling stock.
4.2.6.2.1 Slipstream effects on passengers on platform and on workers trackside
(1) Units of maximum design speed v tr> 160 km/h, running in the open air at a reference 
speed specified in table 4, shall not cause the air speed to exceed the value u 2as 
indicated in the table 4as measured at a height of 0,2 m and 1.4 m above top of rail 
at a distance of 3,0 m from the track centre, during the passage of the unit . 
Maximum design
speed v tr,max
(km/h)Measurement 
performed at 
height above the 
top of railTrackside 
maximum 
permissible air 
speed, (limit 
values for u 2
(m/s))Reference speed 
vtr,ref(km/h)
160 < v tr,max < 
2500.2 m 20 Maximum design
speed
1.4 m 15.5 200 km/h or the 
maximum design
speed, whichever 
is lower
250  v tr,max 0.2 m 22 300 k m/h or the 
maximum design
speed, whichever 
is lower
1.4 m 15.5 200 km/h
Table 4. Limit criteria
(2) The formation to be tested is specified below for different t ypes of rolling stock:EN 73 EN• Unit assessed in fixed 
The full length of the fi xed formation .
Incase of multiple unit operation at least two units couple dtogether shall be 
tested .
• Units assessed in predefined formation
Train formation including the end vehicle and intermediate vehicles in a rake 
consisting of at least 100 m or the maximum predefined length if shorter than 
100 m.
• Unit assessed for use in general operation (train formation not defined at design 
stage): the unit shall be tested in a train formation consisting of a rake of at 
least 100 m of intermediate coaches. 
• Inthecase of a locomotive or driving cab this vehicle shall be placed in the 
first and in the last position of the train formation. 
• In the case of coaches (passenger carriages) the train formation shall include as 
a minimum a coach formed by the ty pe of unit under assessment running in 
first and last positions of the rake of intermediate coaches
Note : for coaches a conformity assessment is required onl y in case of new 
design that has an impact on the slipstream effect. 
(3) The conformit y assessment procedure is described in clause 6.2.3.13 of this TSI .
4.2.6.2.2 Head pressure pulse 
(1) The passing of two trains generates an aerod ynamic load on each of the two trains. 
The requirement on head pressure pulse in open air allows defining a limit 
aerod ynamic load induced bythe rolling stock in open air assuming a track centre 
distance for the track where the train is intended to be operated. 
The track centre distance depends on the speed and the gauge of the line; minimum 
values of track centre distance depending on spee d and gauge are defined asper the 
INF TSI .
(2) Units with a maximum operating speed higher than 160 km/h and lower than 250 
km/h, running in the open air at their maximum operating speed shall not cause the 
maximum peak -to-peak pressure of changes to exceed avalue of 800 Pa as assessed 
over the range of height between 1,5 m and 3,0 m above the top of rail, and at a 
distance of 2,5 m from the track centre, during the passage of the head.
(3) Units with a maximum operating speed higher or equal to 250 k m/h running in the 
open air at the given reference speed 250 km/h shall not cause the maximum peak -to-
peak pressure of changes to exceed a value of 800 Pa as assessed over the range of 
height between 1,5 m and 3,0 m above the top of rail, and at a distance of 2,5 m fr om 
the track centre, during the passage of the head.
(4) The formation to be verified by a test is specified below for different types of rolling 
stock:
• Unit assessed in fixed or predefined formation .
A single unit of the fixed formation or any configuration of the pre -defined 
formation.EN 74 EN• Unit assessed for use in general operation (train formation not defined at design 
stage)
• Unit fitted with a drivers cab shall be assessed alone.
• Other units: Requirement not applicable.
(5) The conformit y assessment procedure is described in clause 6.2.3.14 of this TSI .
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 
aerod ynamically 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.) a requirement for the characteristic pressure 
variation shall be met. The requirements are given in the Table 5.
Reference case Criteria for t he reference case
Vtr Atu pN pN+pFr pN+pFr+pT
< 250 
km/h200 km/h 53.6 m21750 Pa 3000 Pa 3700 Pa
 250 
km/h250 km/h 63.0 m21600 Pa 3000 Pa 4100 Pa
Table 5. Requirements for units in a solo -run in a non -inclined t ube-like tunnel
Where v tris the train speed and A tuis the tunnel cross sectional area.
(2) The formation to be verified by a test is specified below for different types of rolling 
stock:
• Unit assessed in fixed or predefined formation : assessment shall be m ade with 
the maximum length of the train (including multiple operation of trainsets).
• Unit assessed for general operation (train formation not defined at design 
stage) and fitted with a driver’s cab: two arbitrary train compositions of 
minimum length 150 m ; one with the unit in leading position and one with the 
unit at the end.
• Other units (coaches for general operation) : on the basis of one train formation 
of at least 400 m.
(3) The conformit y assessment procedure , including definition of parameters mentioned
above is described in clause 6.2.3.15 of this TSI .
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 higher than 140 km/h and 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 
37 and subsequentl y recorded in the technical file as per clause 4.2.12.
(3) For units of maximum design speed equal to or hig her than 250 km/h the crosswind 
effects shall be according to one of the following methods : 
(a) determined and complying with the specification of the HS RST TSI 2008 
clause 4.2.6.3,
orEN 75 EN(b) determined b y the assessment method of the specification referenced in 
Appendix J-1, index 37. The resulting characteristic wind curve of the most 
sensitive vehicle of the unit under assessment shall be recorded in the technical 
documentation as per clause 4.2.12.
4.2.7. External lights & visible and audible warning devices
4.2.7.1. External lights
(1) The colour green shall not be used for external light or illumination ; this requirement 
is made to prevent an y confusion with fixed signals.
(2) This requirement is not applicable to lights of intensity not higher than 100 cd/m²
that are included in pus h buttons for the command of passenger doors (not 
continuously lit).
4.2.7.1.1. Head lights
(1) This clause applies to units fitted with a driver’s cab.
(2) Two white headlamps shall be provided at the front end of the train in order to give 
visibility for the tra in driver. 
(3) These h eadlamps shall be located:
– at the same height above the rail level, with their centres between 1 500 and 
2000mm above the rail level .
– symmetrical lycompared to the centre -lineof rails , and with a distance between 
their centres not le ss than 1000mm. 
(4) The colour of head lamps shall be in accordance with thevalues specified in the 
specification referenced in Appendix J-1, index 38,clause 5.3. 34, table 1 . 
(5) Headlamps shall provide 2 luminous intensity levels: “dimmed headlamp” and “ful l-
beam headlamp”.
For “dimmed headlamp”, 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 38,clause 5.3. 4, table 2, first line .
For “full -beam headlamp”, the minimum luminous intensity of headlamps measured 
along the optical axis of the lamp shall be in accordance with the values specified in 
the specification referenced in Appendix J-1, index 38,clause 5.3. 4, table 2 , first 
line.
(6) The installation of head 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 Annex J -1, index 38,clause 5. 3.52,to be used during 
main tenance activities.
(7) Additional head lamps may be provided (e.g. upper head lamps). These additional 
head lamps shall fulfil the requirement on the colour of head lamps specified above 
in this clause.
Note: additional head lamps are not mandatory; their use at operational level may be 
subject to restrictions.
4.2.7.1.2 Marker lights
(1) This clause applies to units fitted with a driver’s cab.EN 76 EN(2) Three white marker lamps shall be provided at the front end of the train in order to 
make the train visible.
(3) Two lower marker lamps shall be located:
– at the same height above the rail level, with their centres between 1 500 and 
2000mm above the rail level .
– symmetrically  compared to the centre -lineof rails , and with a distance between 
their centres not less than 1000mm. 
(4) The third marker lamp shall be located centrall y above the two lower lamps, with a 
vertical separation between their centers equal to or greater than 600mm.
(5) It is permitted to use the same component for both head lights and marker lights.
(6) The colour of marker lamps shall be in accordance with the values specified in the 
specification referenced in Appendix J-1, index 39,clause 5 .4.34.1, table 4. 
(7) The spectral radiation distribution of light from the marker lamps shall be in 
accordance with the values s pecified in the specification referenced in Appendix J-1, 
index 39, clause 5. 4.34.2. 
(8) The luminous intensity of marker lamps shall be in accordance with the specification 
referenced in Appendix J-1, index 39,clause 5.4.5, table 6.
4.2.7.1.3 Tail lights 
(1) Two red tail lamps shall be provided at the rear end of units intended to be operated 
at the rear end of the train in order to make the train visible.
(2) For units without driver’s cab assessed for general operation, the lamps may be 
portable lamps; in that ca se, the t ype of portable lamp to be used shall be in 
accordance with the Appendix E of the “freight wagons” TSI ; the function shall be 
verified b y design examination and t ype test at component level ( interoperability 
constituent “ portable tail lamp ”), but it is not required to provide the portable lamps.
(3) The tail lamps shall be located:
– at the same height above the rail level, with their centres between 1 500 and 
2000mm above the rail level .
– symmetrically  compared to the centre -lineof rails , and with a distance between 
their centres not less than 1000mm. 
(4) The colour of tail lamps shall be in accordance with the specification referenced in 
Appendix J-1, index 40,clause 5.5. 34 , table 7 (values) .
(5) The luminous intensity of tail lamps shall in accordance with the specification 
referenced in Appendix J-1, index 40,clause 5.5. 4, table 8 (value) .
4.2.7.1.4 Lamp controls 
(1) This clause applies to units fitted with a driver’s cab.
(2) It shall be possible for the driver to control :
– the head, marker lamps of the unit from the normal driving position;
– the tail lamps of the unit from the cab.
This control may use independent command or combination of commands. EN 77 ENNote: where it is intended to use lights to inform of an emergency situation (operating rule, 
see TSI OPE), th is should be done onl y by means of head lamps in flashing/blinking mode .
4.2.7.2. Horn (audible warning device)
4.2.7.2.1 General
(1) This clause applies to units fitted with a driving cab.
(2) Trains shall be fitted with warning horns in order to make the train audible.
(3) The notes of the audible warning horns are intended to be recognisable as being from 
a train and not be similar to warning devices used in road transport or as factory or 
other common warning device. The operation of the warning horns shall emit at least 
one of the following separate warning sounds below:
• Sounding 1: the fundamental frequency of the separatel y sounded note shall be 
660 Hz ± 30 Hz (high note).
• Sounding 2: the fundamental frequency of the separatel y sounded note shall be 
370 Hz ± 20 Hz (low no te).
(4) In case additional warning sounds to one of the above (separate or combined) are 
provided on a voluntary basis, their sound pressure level shall not be higher than 
values specified below in the clause 4.2.7.2.2.
Note: their use at operational level ma y be subject to restrictions.
4.2.7.2.2 Warning horn sound pressure levels 
(1) The C weighted sound pressure level produced by each horn sounded separatel y (or 
in a group if designed to sound simultaneously as a chord) when integrated on the 
unitshall be as defined in the specification referenced in Appendix J-1, index 41.
(2) The conformit y assessment procedure is specified in clause 6.2.3.1 7.
4.2.7.2.3 Protection
(1) Warning horns and their control systems shall be designed or protected, so far as is 
practicable, t o maintain their function when impacted b y airborne objects such as 
debris, dust, snow, hail or birds.
4.2.7.2.4 Horn control
(1) It shall be possible for the driver to sound the audible warning device from all 
driving positions specified in clause 4.2.9 of th is TSI .
4.2.8. Traction and electrical equipment
4.2.8.1. Traction performance
4.2.8.1.1. General
(1) The purpose of the train traction system is to ensure that the train is able to be 
operated at various speeds up to its maximum service speed. The primary factors that 
influ ence traction performance are traction power, train composition and mass, 
adhesion, track gradient and train running resistance.
(2) Unit performance for units fitted with traction equipment, and operated in various 
train formations shall be defined so that th e overall traction performance of the train 
can be derived.EN 78 EN(3) The traction performance is characterised b y the maximum service speed and by the 
traction force profile (force at wheel rim =F(speed)) 
(4) The unit is characterised by its running resistance and its mass. 
(5) The maximum service speed, the traction force profile and the running resistance are 
the unit contributions necessary to define a timetable allowing a train to slot into the 
overall traffic pattern on a given line, and are part of the technical doc umentation 
related to the unit described in clause 4.2.12.2 of this TSI .
4.2.8.1.2 Requirements on performance
(1) This clause 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 b y a cal culation for the 
load case “design mass under normal payload”, as defined in clause 4.2.2.10. 
(3) Unit traction force profiles and running resistance shall be recorded in the technical 
docum entation (see clause 4.2.12.2).
(4) The design maximum speed shall be defined from the data above for the load case 
“design mass under normal pay load” 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 still be capable of an acceleration of at least 
0.05 m/s² for the load case “design mass under normal pay load”. This requirement 
maybe verified b y calculat ion 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 clause 4.2.4 of this TSI . 
(7) Requirements regarding availability of t he traction function in case of fire on board 
are defined in the clause 4.2.10.4.4. 
Additional requirement for units assessed in fixed or predefined formation of maximum 
design speed higher than or equal to 250 km/h:
(8) The mean acceleration on a level track , for the load case “design mass under normal 
payload”, shall be of at least of:
– 0.40 m/s² from 0 to 40 km/h
– 0.32 m/s² from 0 to 120 km/h
– 0.17 m/s² from 0 to 160 km/h.
This requirement may be verified b y calculation only or b y testing (acceleration 
measure ment) combined with calculation.
(9) The design of the traction sy stem shall assume a calculated wheel/rail adhesion not 
higher than:
– 0.30 at start up and very low speed
– 0.275 at 100 km/h
– 0.19 at 200 km/h
– 0.10 at 300 km/h. EN 79 EN(10) A single failure of power equipment affecting the traction capability shall not deprive 
the unit of more than 50% of its traction force.
4.2.8.2. Power supply
4.2.8.2.1 General
(1) Requirements applicable to rolling stock, and which interface with the Energy 
subsy stem are dealt with in this clause ; therefore, this clause 4.2.8.2 applies to 
electric units. 
(2) The TSI Energy  specifies the following power sy stems: AC 25 kV 50 Hz system , AC 
15 kV 16.7 Hz system, DC 3 kV system and 1.5 kV s ystem. As a consequence, 
requirements defined below are related to these 4 systems onl y, and references to 
standards are valid for these 4 s ystems only .
4.2.8.2.2 Operation within range of voltages and frequencies
(1) Electric units shall be able to operate within the range of at least one of the systems 
“voltage and frequency ” defined in the TSIEnergy , clause 4.2.3 .
(2) The actual value of the line voltage shall be available in the driver cab in driving 
configuration. 
(3) The s ystems ‘voltage and frequency ’ for which the rolling stock is designed shall be 
recorded in the technical docum entation defined in clause 4. 2.12.2 of this TSI .
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 compl y with the specificati on referenced in 
Appendix J-1, index 42.
(2) It shall be possible to control the use of the regenerative brake .
4.2.8.2.4 Maximum power and current from the overhead contact line
(1) Electric units with power higher than 2 MW (including the declared fixed and 
predefined formations) shall be equipped with power or current limitation function.
(2) Electric units shall be equipped with automatic regulation of the current within 
abnormal operation condition regarding voltage; this regulation shall allow limiting 
the curre nt to the ‘maximum current against voltage’ specified in the specification 
referenced in Appendix J-1, index 43. 
Note: a less restrictive limitation (lower value of coefficient ‘a’) may be used at 
operating level on a particular network or line if agreed bythe Infrastructure 
Manager.
(3) The maximum current assessed here above (rated current) shall be recorded in the 
technical documentation defined in clause 4. 2.12.2 of this TSI .
4.2.8.2.5 Maximum current at standstill for DC sy stems
(1) For DC sy stems, the maxim um current at standstill per pantograph shall be 
calculated and verified bymeasurement.
(2) Limit values are specified in clause 4.2.5 of the TSI Energy .
(3) The value measured and measurement conditions regarding the material of the 
contact wire shall be recorde d in the technical documentation defined in clause 
4.2.12.2 of this TSI .EN 80 EN4.2.8.2.6 Power factor
(1) The power factor des ign data of the train (including multiple operation of several 
units as defined in clause 2.2 of this TSI) shall be subject to a calculation to verify 
acceptance criteria set out in the specification referenced in Appendix J-1, index 44. 
4.2.8.2.7 System energy disturbances for ac s ystems
(1) An Electric unit shall not cause unacceptable overvoltage and other phenomena 
described in the specificat ion referenced in Appendix J-1, index 45, clause 
10.1(harmonics and d ynamic effects) on the overhead contact line.
(2) A compatibility study shall be done in accordance with the methodology defined in 
the specification referenced in Appendix J-1, index 45, clause 10.3. The steps and 
hypothesis described in table 5 of the same specification have to be defined by the 
applicant (column 3 “Concerned party” not applicable) , with input data presented as 
in Annex D of the same specification; the acceptance criteria sh all be as defined in 
clause 10.4 the same specification .
(3) All hy pothesis and data considered for this compatibility study shall be recorded in 
the technical documentation (see clause 4.2.12.2).
4.2.8.2.8 On-board e nergy measur ement sy stem
(1) The on -board energ y measurement s ystem is the sy stem for measurement of electric 
energy taken from or returned (during regenerative braking) to the overhead contact 
line (OCL) b y the electric unit. 
(2) On-board energy measurement sy stem s shall comply with requirements of the 
Appendix D of this TSI .
(3) This sy stem is suitable for billing purposes ; the data provided by it shall be accepted 
for billing in all Member States.
(4) The fitment of an on -board energy measurement sy stem, and of its on -board location 
function shall be recorded i n the technical documentation described in clause 
4.2.12.2 of this TSI ; the description of on -board to ground communication shall be 
part of the documentation .
(5) The maintenance documentation described in clause 4.2.12.3 of this TSI shall 
include any period ic verification procedure, in order to ensure the required accuracy 
level of the on -board energy measurement sy stem during its lifetime. 
4.2.8.2.9 Requirements linked to pantograph
4.2.8.2.9.1 Working range in height of pantograph
4.2.8.2.9.1.1 Height of interaction with contact wires (RST level)
The installation of a pantograph on an Electric unit shall allow mechanical contact from at 
least one of the contact wires at heights between:
(1) 4800 mm and 6500 mm above rail level for tracks designed in accordance with the 
gauge GC.
(2) 4500 mm and 6500 mm above rail level for tracks designed in accordance with the 
gauge GA/GB. 
(3) 5550 mm and 6800 mm above rail level for tracks designed in accordance with the 
gauge T (track gauge s ystem 1520 mm) EN 81 EN(4) 5600 mm and 6600 mm abov e rail level designed in accordance with the gauge FIN1 
(track gauge s ystem 1524 mm).
Note: current collection is verified according to clauses 6.1.3.7 and 6.2.3.21 of this TSI , 
specify ing heights of contact wire for tests; however, current collection at l ow speed is 
assumed to be possible from a contact wire at an y of the heights specified above.
4.2.8.2.9.1.2 Working range in height of pantograph (I C level)
(1) Pantographs shall have a working range of at least 2000 mm. 
(2) The characteristics to be verified sha ll be in accordance with the requirements of the 
specification referenced in Appendix J-1, index 46.
4.2.8.2.9.2 Pantograph head geometry (I C level)
(1) For electric units designed to be operated on other track gauge s ystems than 1520 
mm sy stem, a t least one o f the pantograph(s) to be installed shall have a head 
geometry type compliant with one of the two specifications given in the clauses 
4.2.8.2.9.2.1 and 2 below.
(2) For electric units designed to be operated solel yon the 1520 mm sy stem , at least one 
of the pa ntograph(s) to be installed shall have a head geometry type compliant with 
one of the t hree specifications given in the clauses 4.2.8.9.2.1, 2 and 3 below . 
(3) The t ype(s) of pantograph head geometry that an Electric unit is equipped with shall 
be recorded in the technical documentation defined in clause 4. 2.12.2 of this TSI .
(4) The width of pantograph head shall not exceed 0.65 meters. 
(5) Pantograph heads fitted with contact strips having independent suspensions shall be 
compliant with the specification referenced in Appendix J-1, index 47.
(6) Contact between contact wire and pantograph head is permitted outside the contact 
strips and within the whole conducting range over limited line sections under adverse 
conditions, e.g. coincidence of vehicle sway ing and high wi nds.
Conducting range and the minimum length of contact strip are specified below as 
part of the pantograph head geometry .
4.2.8.2.9.2.1 Pantograph head geometry t ype 1600 mm
(1) The pantograph head geometry  shall be as depicted in the specification referenced in 
Appendix J-1, index 48. 
4.2.8.2.9.2.2 Pantograph head geometry t ype 1950 mm
(1) The pantograph head geometry  shall be as depicted in the specification referenced in 
Appendix J-1, index 49.
(2) Insulated or non -insulated material sfor the horns are both permit ted.
4.2.8.2.9.2. 3Pantograph head geometry t ype 2000/2260 mm
(1) The profile of the pantograph head shall be as depicted below:EN 82 ENFig.  Configuration and dimensions of contact skates320÷ 350
2000 ÷226030º–33º
40º÷44º120÷150
1200 ÷1270R 150 ÷ 300 >R 150
>R10000
4.2.8.2.9.3 Pantograph current capacity (IC level)
(1) Pantographs shall be designed for the rated current (as defined in clause 4.2 .8.2.4) to 
be transmitted to the Electric unit. 
(2) An anal ysis shall demonstrate that the pantograph is able to carry the rated current; 
this analy sis shall include the verification of the requirements of the specification 
referenced in Appendix J-1, index 50.
(3) Pantographs for DC s ystems shall be designed for the maximum current at standstill 
(as defined in clause 4.2.8.2.5 of this TSI ). 
4.2.8.2.9.4 Contact strip (I C level)
(1) Contact strips are the replaceable parts of the pantograph head, which are in direct 
contact with the contact wire .
4.2.8.2.9.4.1 Contact strip geometry
(1) Contact strips shall be geometricall y designed to be fitted to one of the pantograph 
head geometries specified in clause 4.2.8.2.9.2. 
4.2.8.2.9.4.2 Contact strip material
(1) Material used for the contact strips shall be mechanically and electrically compatible 
with the contact wire material (as specified in clause 4.2.14 of the ENE TSI , in order 
to ensure proper current collection and to avoid excessive abrasion of the surface of 
the contact w ires, thereby minimising wear of both contact wires and contact strips.
(2) Plain carbon or impregnated carbon with additive material shall be permitted.
Where a metallic additive material is used, the metallic content of the carbon contact 
strips shall be cop per or copper allo y and shall not exceed a content of 35 % by 
weight where used on AC lines and of 40% where used on DC lines . 
Pantographs assessed against this TSI shall be fitted with contact strips of a material 
mentioned above.EN 83 EN(3) Additionally , contact s trips of other material or higher percentage of metallic 
contents or impregnated carbon with cladded copper are allowed (if permitted in the 
infrastructure register) provided that:
– theyare referenced in recognised standards, with mention of restrictions if any
or
– theyhave been subject to a test of suitability for use (see clause 6.1.3.8).
4.2.8.2.9.5 Pantograph static contact force (IC level)
(1) The static contact force is the vertical contact force exerted upward by the 
pantograph head on the contact wire and caused by the pantograph -raising device, 
when the pantograph is raised and the vehicle is at standstill.
(2) The static contact force exerted by the pantograph on the contact wire, as defined 
above, shall be adjustable within at least the following ranges (consistent with the 
area of use of the pantograph) :
• 60 N to 90 N for AC supply systems, 
• 90 N to 120N for DC 3 kV supply systems,
• 70 N to 140 N for DC 1,5 kV supply systems,
4.2.8.2.9.6 Pantograph contact force and dynamic behaviour
(1) The mean contact forc e F mis the statistical mean value of the pantograph contact 
force, and is formed b y the static and aerody namic components of the contact force 
with dy namic correction. 
(2) The factors which influence the mean contact force are the pantograph itself, its 
position in the train consist, its vertical extension, and the rolling stock on which the 
pantograph is mounted. 
(3) Rolling stock and pantographs fitted on rolling stock are designed to exert a mean 
contact force Fmon the contact wire in a range specified in clause 4.2.12 of the TSI
Energy , 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 d ynamic tests are performed. 
(4) The verification at interoperabili tyconstituent level shall validate the dy namic 
behaviour of the pantograph itself, and its capability to collect current from a TSI 
compliant overhead contact line ; the conformit y assessment procedure specified in 
clause 6.1.3.7 .
(5) The verification at rolli ng stock subs ystem level (integration in a particular vehicle) 
shall allow to adjust the contact force, taking into account aerod ynamic effects due to 
the rolling stock and the position of the pantograph in the unit or train fixed or 
predefined formation(s ); the conformit y assessment procedure specified in clause 
6.2.3.20 .
(6) According to the TSI Energy , the range of mean contact force Fm is not harmonised 
for overhead contact lines designed for speed higher than 320 km/h.
Therefore electric units can only be assessed against this TSI regarding the dy namic 
behaviour of the pantograph up to the speed of 320 km/h.EN 84 ENFor the speed range above 320 km/h up to the maximum speed (if higher than 320 
km/h), the procedure for innovative solutions described described in cla use 4.1.1 and 
Chapter 6 of this TSI shall apply ..
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 overhead contact line equipment. 
(2) The number of pantographs and the ir spacing shall be designed taking into 
consideration the requirements of current collection performance, as defined in 
clause 4.2.8.2.9.6 above.
(3) Where the spacing of 2 consecutive pantographs in fixed or pre -defined formations 
of the assessed unit is les s than the spacing shown in clause 4.2.13 of the TSI Energy 
for the selected OCL design distance ty pe, or where more than 2 pantographs are 
simultaneously in contact with the overhead contact line equipment, it shall be
demonstrated b y testing that the cur rent collection quality as defined in clause 
4.2.8.2.9.6 above is met for the poorest performing pantograph (identified by  
simulations to be performed prior to that test) .
(4) The OCL design distance ty pe (A, B or C as defined in the clause 4.2.13 of the TS I
Energy ) selected (and therefore used for the test) shall be recorded in the technical 
documentation (see clause 4.2.12.2). 
4.2.8.2.9.8 Running through phase or sy stem separation sections (RST level)
(1) Trains shall be designed to be able to move from one powe r supply system and from 
one phase section to an adjacent one (as described in clauses 4.2.15 and 4.2.16 of the 
TSIEnergy ) without bridging either s ystem or phase separation sections.
(2) Electric units designed for several power supply systems shall, when r unning through 
system separation sections, recognise automatically the voltage of the power suppl y 
system at the pantograph.
(3) When running through phase or system separation sections, it shall be possible to 
bring the power consumption of the unit to zero. The infrastructure register gives 
information on the permitted pantographs position: lowered or raised (with permitted 
pantograph arrangements) when running through s ystems or phase separation 
sections.
(4) Electric units of maximum design speed higher than or equal to 250 km/h shall be 
fitted with an on -board TCMS (train control and monitoring s ystem) 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 a nd main circuit breaker 
shall be triggered automatically bythe TCMS of the unit, without intervention of the 
driver.
(5) Units intended to operate on lines that are fitted with the ETCS track side sy stem for 
control -command and signaling shall be fitted with an on -board TCMS (train control 
and monitoring s ystem) able to receive from the ETCS sy stem the information 
related to the location of the separation section as described in Annex A, Index 7 of 
TSICCS ; for units of maximum design speed lower than 250 km/h , the subsequent 
commands are not required to be automatic, but information on section separation 
provided b y ETCS shall be displayed on -board for the intervention of the driver.EN 85 EN4.2.8.2.9.9 Insulation of pantograph from the vehicle (RST level)
(1) The pantogr aphs 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 (R ST level)
(1) Electric units shall be designed to lower the pantograph in a period meeting the 
requirements of the specification referenced in Appendix J-1, index 51,clause 4.7 (3 
seconds) and to the d ynamic insulating distance according to the specification 
referenced in Appendix J-1, index 52either b y 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 bre aker shall previousl y 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 51, clause 4.8 . 
(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 e lectric 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) Electric 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 specifica tion referenced in Appendix J-1, index 53.
4.2.8.3. Diesel and other thermal traction system
(1) Diesel engines are to comply with the Union legislation concerning exhaust 
(composition, limit values).
4.2.8.4. Protection against electrical hazards
(1) Rolling stock and its electric ally live components shall be designed such that direct 
or indirect contact with train staff and passenger is prevented, both in normal cases 
and in cases of equipment failure. Provisions described in the specification 
referenced in Appendix J-1, index 54 shall be applied in order to meet this 
requirement.
4.2.9. Driver’s Cab and driver -machine interface
(1) The requirements specified in this clause appl y to units fitted with a driver’s cab .EN 86 EN4.2.9.1. Driver´s Cab
4.2.9.1.1 General
(1) The driver’s cabs shall be designed to permit operation by a single driver.
(2) The maximum noise level allowed in the cab is specified in the TSI Noise.
4.2.9.1.2 Access and egress
4.2.9.1.2.1 Access and egress in operating conditions
(1) The driver’s cab shall be accessible from both sides of the train from 200 mm below 
top of rail. 
(2) It is permissible for this access to be either directly from the exterior, using a cab 
external door, or through the area at the rear of the cab. In the latter case, 
requirements defined in this clause shall apply to the externa l accesses used for 
access to the cab on either side of the vehicle.
(3) The means for the train crew to access in and to egress out of the cab , such as 
footsteps, handrails or opening handles, shall allow safe and eas y usage by being of 
dimensions (pitch, wi dth, spacing, shape) to be assessed b y reference to recognised 
standards; they shall be designed with consideration of ergonomic criteria in relation 
with their use. Footsteps shall have no sharp edges causing obstacles for the shoes of 
the train crew.
(4) Rolling stock with external walkway s shall be equipped with handrails and foot bars 
(kicking strips) for driver safet y when accessing the cab.
(5) Driver’s cab external doors shall open in such a way that they remain within the 
intended reference profile (see cla use 4.2.3.1 of this TSI )when opened (the unit 
being at standstill).
(6) Driver’s cab external doors shall have a minimum clearance of 1675 x 500 mm when 
accessible by foot-steps, or of 1750 x 500 mm when accessible on floor level.
(7) Interior doors used b y the train crew to access the cab shall have a minimum 
clearance of 1700 x 430 mm.
(8) For both driver’s cab external doors and internal doors, in case they are positioned 
perpendicular to and against the side of the vehicle, it is allowed to have the 
clearance widt h in the upper part reduced (angle on the top -outer side) due to the 
gauge of the vehicle; this reduction shall be strictly limited to the gauge constraint in 
the upper part and shall not lead to a clearance width on top side of the door lower 
than 280 mm.
(9) The driver’s cab and its access shall be designed so that the train crew is able to 
prevent the cab being accessed b y non-authorised persons, whether the cab is 
occupied or not, and so that a cab occupant is able to go outside of a cab without 
having to use an y tool or key .
(10) Access to the driver’s cab shall be possible without any energy suppl y available on 
board. Cab external doors shall not open unintentionally .
4.2.9.1.2.2 Driver’s cab emergency exit
(1) In an emergency situation, evacuation of the train cr ew from the driver’s cab and 
access to the interior of the cab b y the rescue services shall be possible on both sides 
of the cab by using one of the following emergency exit means: cabexternal doors EN 87 EN(access directly from the exterior, as defined in clause 4.2.9.1.2.1 above) or side 
windows or emergency hatches.
(2) In all cases, the emergency exit means shall provide a minimum clearance (free area) 
of 2000 cm² with a minimum inner dimension of 400 mm to allow the release of 
trapped persons.
(3) Front position driv er’s cabs shall have at least an interior exit; this exit shall give 
access to an area of a minimum length of 2 metres, of a minimum clearance identical 
to those specified in clause 4.2.9.1.2.1, points (7) and (8) , and this area (including its 
floor )shall be free of any obstruction to the escape of the driver ; the above area shall 
be located on -board the unit, and can be an interior area or an area opened to the 
outside.
4.2.9.1.3 External visibility
4.2.9.1.3.1 Front visibility
(1) The driver’s cab shall be designed to allow the driver at his seated driving position a 
clear and unobstructed line of sight in order to distinguish fixed signals set to both 
the left and right of a straight track, and in curves with a radius of 300 m or more, 
under the conditions defined in Appendix F. 
(2) The above requirement shall also be met from the standing driving position under 
conditions defined in the Appendix F, on locomotives and on driving coaches , in 
case these coaches are intended to be also operated by a driver in stan ding position .
(3) For locomotives with central cab and for OTMs, in order to ensure the visibility of 
low signals, it is permitted that the driver moves to several different positions in the 
cab in order to meet the above requirement; it is not required to me et the requirement 
from the seated driving position.
4.2.9.1.3.2 Rear and side view 
(1) The cab shall be designed to allow the driver to have a rear view of each side of the 
train at stand still ; this requirement is permitted to be met b y one of the following
means: opening side windows or panel at each side of the cab, exterior mirrors, 
camera s ystem.
(2) Incase of opening side windows or panel used as that means to meet the requirement 
above in point (1), the opening shall be sufficiently large for the driver t o put his 
head through the aperture; additionally, for locomotives and driving coaches 
intended to be used in a train composition with a locomotive, the design shall allow 
the driver at the same time to operate the emergency brake . 
4.2.9.1.4 Interior lay out 
(1) The interior lay out of the cab shall take into account the anthropometric 
measurements of the driver as set out in the Appendix E. 
(2) Freedom of movement of personnel in the cab interior shall not be inhibited by  
obstructions. 
(3) The cab floor correspondin g to the working area of the driver (access to the cab and 
foot rest excluded) shall be without any step. 
(4) The interior layout shall allow both seated and standing driving positions on 
locomotives and on driving coaches , in case these coaches are intended to be also 
operated b y a driver in standing position .EN 88 EN(5) The cab shall be equipped with at least one driver’s seat (see clause 4.2.9.1.5) and 
additionally with a seat not considered as a driving position for possible 
accompan ying crew.
4.2.9.1.5 Driver’s seat
Requirements at component level:
(1) The driver’s seat shall be designed in such a way that it allows him to undertake all 
normal driving functions in a seated position, taking into account the anthropometric 
measurements of the driver as set out in the Appen dixE. It shall allow for correct 
posture of the driver from the phy siological point of view.
(2) It shall be possible for the driver to adjust the seat position in order to meet the 
reference position of ey es for external visibility , as defined in clause 4.2. 9.1.3.1.
(3) Ergonomics and health aspects shall be considered in the design of the seat , and its 
use by the driver.
Requirements for integration in the driver’s cab:
(1) The mounting of the seat in the cab shall allow to meet external visibility 
requirements as s pecified in clause 4.2.9.1.3.1 above by using the range of 
adjustment provided by the seat (at component level); it shall not alter ergonomics 
and health aspects and the useof the seat bythe driver.
(2) The seat shall not constitute an obstacle for the drive r to escape in case of 
emergency .
(3) The mounting of the driver’s seat in locomotives ,and in driving coaches , in case 
these coaches are intended to also operated b y a driver in standing position shall 
allow adjustment to get the necessary free space needed f or the standing driving 
position.
4.2.9.1.6 Driver’s desk -Ergonomics
(1) The driver’s desk and its operating equipment and controls shall be arranged to 
enable, in the most commonly used driving position, the driver to keep a normal 
posture, without hampering his freedom of movement, taking into account the 
anthropometric measurements of the driver as set out in the Appendix E.
(2) To allow the display on the driver’s desk surface of paper documents required during 
driving, a reading zone of minimum size 30 cm wid th per 21 cm high shall be 
available in front of the driver’s seat.
(3) Operating and control elements shall be clearl y marked, so that they are identifiable 
bythe driver. 
(4) If the traction and/or braking effort is set -up by a lever (combined one or separated 
ones), the “tractive effort” shall increase by pushing the lever forwards, and the 
“braking effort” shall increase b y drawing the lever towards the driver.
If there is a position for emergency braking, it shall be clearl y distinguished from 
those of the ot her positions of the lever (e.g. b y a notch).
4.2.9.1.7 Climate control and air quality
(1) The air in the cab shall be renewed to keep the CO 2concentration to the levels 
specified in the clause 4.2.5. 8of this TSI .EN 89 EN(2) At the seated driving position (as defined in the clause 4.2.9.1.3) of the driver’s head 
and shoulders, there shall be no air flows caused by the ventilation s ystem having an 
air velocity exceeding the limit value recognised to ensure a proper working 
environment.
4.2.9.1.8 Internal lighting
(1) Cab ge neral lighting shall be provided on driver’s command in all normal operational 
modes of the rolling stock (included “switched off”). I ts luminosity on desk level 
shall be higher than 75 lux at the level of the driver’s desk , except for OTMs for 
which it sh all be higher than 60 lux. 
(2) Independent lighting of the driver’s desk reading zone shall be provided on driver’s 
command, and shall be adjustable up to a value higher than 150 lux.
(3) An independent lighting of instruments shall be provided, and shall be adju stable .
(4) In order to prevent any dangerous confusion with outside operational signalling, no 
green lights or green illumination are permitted in a driver’s cab, except for existing  
class B cab signalling s ystems (as defined in the CCS TSI).
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 
clause 4.2.9.1.3.1) and shall support the driving task.
(2) The dri ver’s cab windscreens shall be able to resist impacts from projectiles as 
specified in the specification referenced in Appendix J-1, index 55,clause 4.2.7 and 
shall resist spalling as specified in the same specification, clause 4.2.9 .
4.2.9.2.2 . Optical c haracteristics
(1) The driver’s cab windscreens shall be of an optical quality that does not alter the 
visibility of signs (shape and colour) in an y operating condition (including as 
example when the windscreen is heated to prevent misting and frost).
(2) The angl e between primary and secondary images in the installed position shall be in 
accordance with limit values specified in the specification referenced in Appendix J-
1, index 56,clause 4.2.2 .
(3) Permissible optical distortions of vision shall be as specified in the specification 
referenced in Appendix J-1, index 56,clause 4.2.3 .
(4) Haze shall be as specified in the specification referenced in Appendix J-1, index 56,
clause 4.2.4 .
(5) Luminous transmittance shall be as specified in the specification referenced in 
Append ixJ-1, index 56,clause 4.2.5 .
(6) Chromaticity shall be as specified in the specification referenced in Appendix J-1, 
index 56,clause 4.2.6.
4.2.9.2.3 Equipment
(1) The windscreen shall be equipped with de -icing, de -misting and external cleaning 
means, under co ntrol of the driver.EN 90 EN(2) The location, t ype and quality of windscreen cleaning and clearance devices shall 
ensure that the driver is able to maintain a clear external view in most weather and 
operating conditions, and shall not inhibit the drivers external vie w.
(3) Protection shall be provided from the sun without reducing the drivers’ view of 
external signs, signals and other visual information when this protection is in its 
stowed position.
4.2.9.3. Driver machine interface
4.2.9.3.1. Driver´s activity control function
(1) The driver’s cab shall be equipped with a means to monitor the driver’s activity , and 
to automatically stop the train when a lack of driver’s activity is detected. This gives 
the on -board technical means for the railway undertaking to fulfil the requirement of 
clause 4.2.2.9 of TSI OPE.
(2) Specification of the means to monitor (and detect a lack of) the driver’s activity :
The driver’s activity shall be monitored when the train is in driving configuration and 
is moving (criterion for movement detection is at a l ow speed threshold); this 
monitoring shall be done by controlling the action of the driver on recognised driver 
interfaces such as dedicated devices ( e.g. pedal, push buttons, sensitive touches...) 
and/or recognised driver interfaces with the Train Control and Monitoring Sy stem .
When no action is monitored on an y of the recognised driver interfaces during more 
than a time of X seconds, a lack of driver’s activity shall be triggered.
The s ystem shall allow for the adjustment (at workshop, as a maintenance ac tivity ) of 
the time X within the range of 5 seconds to 60 seconds.
When the same action is monitored continuously for more than a time not higher 
than 60 seconds without any further action on a recognised driver interface , a lack of 
driver’s activity shall also be triggered. 
Before triggering a lack of driver’s activity , a warning shall be given to the driver, in 
order for him to have the possibility to react and reset the sy stem.
The sy stem shall have the information “lack of driver’s activity triggered” available 
for being interfaced to other s ystems (i.e. the radio sy stem).
(3) Additional requirement:
The detection of the lack of the driver’s activity is a function that shall be subject to a 
reliability study considering the failure mode of components, redun dancies, software, 
periodic checks and other provisions, and the estimated failure rate of the function 
(lack of driver’s activity as specified above not detected) shall be provided in the 
technical documentation defined in clause 4.2.12.
(4) Specification of actions triggered at train level when a lack of driver’s activity is 
detected:
A lack of driver’s activity when the train is in driving configuration and is moving 
(criterion for movement detection is at a low speed threshold) shall lead to a full 
service brake or an emergency brake application on the train.
In case of application of a full service brake, its effective application shall be 
automatically controlled and in case of non application, it shall be followed by an 
emergency brake.EN 91 EN(5) Notes:
– It is allow ed to have the function described in this clause fulfilled b y the CCS 
Subsy stem. 
– -The value of the time X has to be defined and justified by the railway 
undertaking (application of TSI OPE and CSM, and consideration of its current 
code of practice or mea ns of compliance; outside of scope of the present TSI ).
– As a transitional measure, it is also allowed to install a system of a fix time X 
(no adjustment possible) provided that the time X is within the range of 
5seconds to 60 seconds and that the railway  undertaking can justify this fix 
time (as described above) . 
4.2.9.3.2. Speed indication
(1) This function and the corresponding conformity assessment are specified in the TSI
CCS .
4.2.9.3.3 Driver display unit and screens
(1) Functional requirements concerning th e information and commands provided in the 
driver’s cab are specified together with other requirements applicable to the specific 
function, in the clause describing that function. The same applies also to information 
and commands that may be provided b y means of display units and screens.
ERTMS information and commands, including those provided on a display unit, are 
specified in the TSI CCS .
(2) For functions in the scope of this TSI , the information or commands to be used by 
the driver to control and command the train, and given b y means of display units or 
screens, shall be designed to allow proper use and reaction from the driver. 
4.2.9.3.4. Controls and indicators
(1) Functional requirements are specified with other requirements applicable to a 
specific functi on, in the clause describing that function.
(2) All indicator lights shall be designed so that they can be read correctly under natural 
or artificial lighting conditions, including incidental lighting.
(3) Possible reflections of illuminated indicators and buttons in the windows of the 
driver’s cab shall not interfere with the line of sight of the driver in his normal 
working position.
(4) In order to prevent any dangerous confusion with outside operational signalling, no 
green lights or green illumination are permitte d in a driver’s cab, except for existing  
class B cab signalling s ystem (according TSI CCS ).
(5) Audible information generated b y on-board equipment inside the cab for the driver 
shall be at least 6 dB(A) above the noise level in the cab (this noise level taken as 
reference being measured under conditions specified in the TSI Noise) .
4.2.9.3.5. Labelling
(1) The following information shall be indicated in the driving cabs:
• Max. speed (Vmax),
• Identification number of rolling stock (traction vehicle number),
• Location of portable equipment (e.g. self -rescue device, signals),EN 92 EN• Emergency exit 
(2) Harmonised pictograms shall be used to mark controls and indicators in the cab.
4.2.9.3.6 Radio Remote control function bystaff for shunting operation
(1) If a radio remote control func tion 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 safel y, and to avoid an y mistake when used. 
(2) It is assumed that the staff member using the remote control fu nction can visually  
detect train movement when using the remote control device.
(3) The design of the remote control function , including safet y aspects, shall be assessed 
according to recognised standards.
4.2.9.4. Onboard 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 b y the driver in emergency situation:
• Hand -lamp with red and white light
• Short circuiting equipment for track -circuits
• Scotches, if the parking brake performanc e is not sufficient depending on track 
gradient (see clause 4.2.4.5.5 “Parking brake”).
• A fire extinguisher (to be located in the cab; see also clause 4.2.10.3.1).
• On manned traction units of freight trains: a self -rescue device, as specified in 
the SRT TS I (see SRT TSI clause 4.7.1).
4.2.9.5. Storage facility for staff personal effects
(1) Each driver’s cab shall be equipped with:
• Two hooks for clothing or a niche with a clothes’ beam.
• A free space for storing a suitcase or bag of size 300 mm x 400 mm x 400 mm.
4.2.9.6. Recordi ng 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, comply ing with 
the following requirements:
(3) Functional requirements specified in the specification referenced in Appendix J-1, 
index 57, clauses 4.2.1, 4.2.2, 4.2.3 & 4.2.4 .
(4) Recording performance according to class R1 of the specification referenced in 
Appendix J-1, index 57, clause 4.3.1.1.2 . 
(5) The integrity (consistency ; correctness) of the recorded and extracted da ta shall be 
according to the specification referenced in Appendix J-1, index 57, clause 4.3.1.3 .
(6) Data integrit y safeguarded according to the specification referenced in Appendix J-1, 
index 57, clause 4.3.1.4 .
(7) The level of protection that applies to the pro tected storage medium shall be ‘A’ as 
defined in the specification referenced in Appendix J-1, index 57, clause 4.3.1.6 .EN 93 EN4.2.10. Fire safety and evacuation
4.2.10.1. General and Categorisation
(1) This clause applies to all units.
(2) Rolling stock shall be designed such that it pr otects passengers and on -board staff in 
case of hazard fire on board and to allow an effective evacuation and rescue in case 
of emergencies. This is deemed to be fulfilled b y comply ing with the requirements of 
this TSI .
(3) The category of the unit regarding f ire safet y considered for its design, as defined in 
clause 4.1.4 of this TSI shall be recorded in the technical documentation described in 
clause 4.2.12 of this TSI.
4.2.10.2. Measures to prevent fire
4.2.10.2.1 Material requirements
(1) The selection of materials and c omponents 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, inde x 58for the ‘Operation 
Category ’ as defined below:
• ‘Operation Category 2’ for Category A passenger rolling stock (including 
passenger locomotive).
• ‘Operation Category 3’ for Category B passenger rolling stock (including 
passenger locomotive).
• ‘Operation Ca tegory 2’ for freight locomotives, and self -propelling units 
designed to carry other pay load (mail, freight, etc.).
• ‘Operation Category 1’ for OTMs, with requirements limited to areas which 
are accessible to staff when the unit is in transport running conf iguration (see 
section 2.3 of this TSI ).
(3) In order to ensure constant product characteristics and manufacturing process, it is 
required that:
• the certificate to prove compliance of a material with the standard, which shall 
be issued immediately after testin g of this material, shall be reviewed every 5 
years.
• in case there is no change in the product characteristics and manufacturing 
process, and no change in the requirements (TSI), it is not required to perform 
new testing of this material; the certificate n eeds only to be updated regarding 
its date of issue.
4.2.10.2.2 Specific measures for flammable liquids
(1) Railway vehicles shall be provided with measures preventing a fire from occurring 
and spreading due to leakage of flammable liquids or gases.
(2) Flammable liquids used as cooling medium in high voltage equipment of freight 
locomotives shall be compliant to the requirement R1 4of the specification 
referenced in Appendix J-1, index 59.EN 94 EN4.2.10.2.3 Hot axle box detection
Requirements are specified in clause 4.2. 3.3.2 of the present TSI. 
4.2.10.3. Measures to detect/control fire
4.2.10.3.1 Portable Fire extinguishers
(1) This clause is applicable to units designed to carry passengers and/or staff. 
(2) The unit shall be equipped with adequate and sufficient portable fire extinguis hers, in 
passenger and/or staff areas.
(3) Water plus additive t ype fire extinguishers are deemed to be adequate for on -board 
rolling stock purposes. 
4.2.10.3.2 Fire detection s ystems
(1) The equipment and the areas on rolling stock that intrinsically impose a fi re risk shall 
be equipped with a s ystem that will detect fire at an earl y stage.
(2) Upon fire detection the driver shall be notified and appropriate automatic actions 
shall be initiated to minimize the subsequent risk to passengers and train staff. 
(3) For sleep ing compartments, the detection of a fire shall activate an acoustic an d 
optical local alarm in the affected area. The acoustic signal shall be sufficient to 
wake up the passengers. The optical signal shall be clearl y visible and shall not be 
hidden by obstacles.
4.2.10.3.3 Fire automatic fighting system for freight diesel units
(1) This clause is applicable to diesel powered freight locomotives and diesel powered 
freight self -propelling units.
(2) These units shall be equipped with an automatic sy stem capable of d etecting a diesel 
fuel fire and of shutting down all relevant equipment and cutting off the full supply .
4.2.10.3.4 Fire containment and control sy stems for passenger rolling stock
(1) This clause is applicable to units of category B passenger rolling stock.
(2) The unit shall be equipped with adequate measures to control the spread of heat and 
fire effluents through the train. 
(3) The conformity with this requirement shall be deemed to be satisfied by the 
verification of conformity to the foll owing requirements:
• The unit shall be equipped with full cross section partitions within 
passenger/staff areas of each vehicle, with a maximum separation of 30 meters 
which shall satisfy requirements for integrit y for a minimum of 15 minutes 
(assuming the fire can start from eith er side of the partition), or with other 
FireContainment and Control Sy stems (FCCS) .
• The unit shall be equipped with fire barriers that shall satisfy requirements for 
integrit y and heat insulation for a minimum of 15 minutes at the following 
locations (whe re relevant for the concerned unit):
– Between the drivers cab and the compartment to the rear of it (assuming  
the fire starts in the rear compartment). 
– Between combustion engin e and adjacent passenger/staff areas (assuming 
the fire starts in the combustion engine).EN 95 EN– Between compartments with electrical supply line and/or traction circuit 
equipment and passenger/staff area (assuming the fire starts in the 
electrical supply line and/or the traction circuit equipment). 
• The test shall be carried out in accordan ce with the requirements of the 
specification referenced in Appendix J-1, index 60.
(4) If other FCCS are used instead of full cross section partitions within passenger/staff 
areas, the following requirements shall appl y: 
• They shall be installed in each vehic le of the unit, which is intended to carry 
passengers and/or staff,
• They shall ensure that fire and smoke will not extend in dangerous 
concentrations over a length of more than 30m within the passenger/staff areas 
inside the unit, for at least 15 minutes a fter the start of a fire. 
The assessment of this parameter is an open point.
(5) If other FCCS are used and rel y on reliability and availability of sy stems, 
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 clause 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 
clauses 4.2.12.3 and 4.2.12.4.
4.2.10.3.5 Fire spreading protection measures for freight locom otives and freight self -
propelling units
(1) This clause is applicable to freight locomotives and to freight self -propelling units.
(2) These units shall have a fire barrier to protect the driver's cab.
(3) These fire barriers shall satisfy requirements for integrit y and heat insulation for a 
minimum of 15 minutes; they shall be subject to a test carried out in accordance with 
the requirements of the specification referenced in Appendix J-1, index 61. 
4.2.10.4. Requirements related to emergencies
4.2.10.4.1. Emergency lighting
(1) To provide protection and safet y on board in the event of emergency the trains shall 
be equipped with an emergency lighting s ystem. This sy stem shall provide a suitable 
lighting level in the passenger and in the service areas, as follows:
(2) for units of maxi mum design speed higher than or equal to 250 km/h, during a 
minimum operating time of three hours after the main energy suppl y has failed,
(3) for units of maximum design speed lower than 250 km/h, during a minimum 
operating time of 90 minutes after the main e nergy suppl y has failed. 
(4) Lighting level of at least 5 lux at floor level.
(5) Values of lighting level for specific areas and conformity assessment methods shall 
be as specified in the specification referenced in Appendix J-1, index 62.
(6) In the event of fire, the emergency lighting s ystem shall continue to sustain at least 
50 % of the emergency lighting in the vehicles not affected by fire for a minimum of EN 96 EN20 minutes. This requirement shall be deemed to be fulfilled by a satisfactory failure 
mode anal ysis.
4.2.10.4.2 Smoke Control 
(1) This clause is applicable to all units .In case of fire, the distribution of fumes shall be 
minimised in areas occupied by passengers and/or staff byapplication of the 
following requirements: 
(2) To prevent outside smoke from entering th e unit, it shall be possible to switch -off or 
close all means of external ventilation. 
This requirement is verified on the rolling stock subsy stem at unit level.
(3) To prevent smoke that could be inside a vehicle from spreading, i tshall be possible 
to switc h-off the ventilation and recirculation at vehicle level, this may be achieved 
byswitching off the ventilation.
(4) It is permissible to trigger these actions manually bythe on -board staff, or by remote 
control; the triggering is permitted to be at train lev el, or at vehicle level.
(5) For u nits intended to operate on lines that are fitted with the ETCS track side sy stem 
for control -command and signaling (including “air tightness” information as 
described in Annex A, Index 7 of TSI CCS), the unit on -board control system shall 
be able to receive from the ETCS sy stem the information related to air tightness.
4.2.10.4.3 Passenger alarm and communication means 
Requirements are specified in clauses 4.2.5.2, 4.2.5.3 and 4.2.5.4 of the present TSI .
4.2.10.4.4 Running ca pability  
(1) This clause is applicable to category A and category B passenger rolling stock 
(including passenger locomotives).
(2) The unit shall be designed so that, in the event of fire on -board, the running 
capability of the train will enable it to run to a suitable fire fighting point .
(3) Compliance shall be demonstrated by application of the specification referenced in 
Appendix J-1, index 63, in which the s ystem functions impacted by a ‘ty pe 2’ fire 
shall be:
• braking for rolling stock of fire safet y category A: this function shall be 
assessed for a duration of 4 minutes.
• braking and traction for rolling stock of fire safety category B: these functions 
shall be assessed for a duration of 15 minutes at a minimum speed of 80 km/h . 
4.2.10.5. Requirements related to evacuation
4.2.10.5.1. Passenger emergency exits
(1) This section is applicable to units designed to carry passengers.
Definitions and clarifications
(2) Emergency exit: train borne provision to allow people inside the train to get out of 
the train in case of an emergency . An external passenger door is a specific ty pe of 
emergency exit.
(3) Through route: route through the train which can be entered and exited from different 
ends and which permits the movement of passengers and staff, along the longitudinal EN 97 ENaxis of the train wit hout obstruction. I nterior doors on the through route which are 
intended to be used by passengers in normal service and which can also be opened in 
case of power failure are considered not to obstruct the movement of passengers and 
staff.
(4) Passenger area: a rea to which passengers have access without particular 
authorisation.
(5) Compartment: Passenger area or staff area, which cannot be used as a through route 
for passengers or staff respectively .
Requirements
(6) Emergency exits shall be provided in sufficient quan tity along through route(s) on 
both sides of the unit; theyshall be indicated. They shall be accessible and sufficient 
in size to allow the release of persons.
(7) An emergency exit shall be able to be opened by a passenger from inside the train.
(8) All external passenger doors shall be equipped with emergency opening devices 
allowing them to be used as emergency exits (see clause 4.2.5.5.9).
(9) Each vehicle designed to contain up to 40 passengers shall have at least two
emergency exits.
(10) Each vehicle designed to con tain more than 40 passengers shall have at least three 
emergency exits.
(11) Each vehicle intended to carry passengers shall have at least one emergency exit on 
each vehicle side.
(12) The number of t he 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 by a phy sical test under normal 
operating conditions.
4.2.10.5.2 Driver’cab emergency exits
Requirements are specified in clause 4.2.9.1.2.2 of the present TSI.
4.2.11. Servicing
4.2.11.1. General
(1) Servicing and minor repairs necessary to ensur e safe operations between 
maintenance interventions shall be able to be carried out while the train is stabled 
away from its normal servicing home base. 
(2) This part gathers requirements for provisions relating to the servicing of trains during 
operation or when stabled on a network. Most of these requirements aim at ensuring 
that rolling stock will have the equipment necessary to meet the provisions required 
in the other sections of this TSI and of the TSI Infrastructure.
(3) Trains shall be capable of remaining stabled, with no crew onboard, with power 
supply from the catenary or auxiliary power supply maintained for lighting, air 
conditioning, refrigerated cabinets, etc.EN 98 EN4.2.11.2. Train exterior cleaning
4.2.11.2.1 Cleaning of driver’s cab windscreen
(1) This clause is a pplicable to all units equipped with a driver’s cab
(2) Itshall be possible for the front windows of drivers’ cabs to be cleaned from outside 
the train without need to remove an y component or covering.
4.2.11.2.2 Exterior cleaning through a washing plant
(1) This cla use is applicable tounits fitted with traction equipment that are intended to 
be cleaned externall y through a washing plant . 
(2) It shall be possible to control the speed of trains that are intended to be cleaned 
externally through a washing plant on level t rack at a value between 2 km/h and 5 
km/h. This requirement is aimed at ensuring compatibility with washing plants.
4.2.11.3. Connection to Toilet discharge s ystem
(1) This clause is applicable to units equipped with sealed retention sy stems (using clear 
or recy cled wat er) 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:
• The 3" Evacuation nozzle (Inner part) :see Appendix G-1.
• The flushing connection for the toilet tank (I nner part), the use of which is 
optional : see Appendix G-1.
4.2.11.4. Water refilling equipment 
(1) This clause is applicable to units equipped with water taps covered b y the clause 
4.2.5.1 of this TSI .
(2) The wat er supplied to the train, up to the filling -interface with the rolling stock, on 
the interoperable network is deemed to be drinking water in accordance with 
Directive 98/83/EC, as specified in the clause 4.2.13.3 of the TSI INF. 
The on -board storage equip ment shall not induce any additional risk for the health of 
people to the risks associated with the storage of water filled in accordance with the 
above provisions. This requirement is deemed to be met by assessment of piping and 
sealing material and quali ty. The materials shall be suitable for transport and storage 
of water fit for human consumption.
4.2.11.5. Interface for water refilling
(1) This clause is applicable to units equipped with a water tank supply ing water to 
sanitary systems covered by the clause 4.2.5.1 of this TSI .
(2) The inlet connection for water tanks shall comply with figure 1of the specification 
referenced in Appendix J-1, index 64.
4.2.11.6. Special requirements for stabling of trains
(1) This clause is applicable to units intended to be powered while stabled .
(2) The unitshall be compatible with at least one of the following external power suppl y 
systems , and shall be equipped (where relevant) with the corresponding interface for 
electrical connection to that external power supply (plug) :EN 99 EN(3) Power suppl y contact line (see clause 4.2.8.2.9 “Requirements linked to 
pantograph”) ,
(4) “UIC 552 -type” train power suppl y line (AC 1 kV, AC/DC 1.5 kV, DC 3 kV),
(5) Local external auxiliary power supply 400 V that can be connected to socket type 
“3P+ground” according to the specification re ferenced in Appendix J-1, index 65.
4.2.11.7. Refuelling equipment
(1) This clause is applicable to units equipped with a refuelling s ystem.
(2) Trains using diesel fuel in accordance with Annex II of Directive 2009/30/EC [OJ 
reference] shall be equipped with refuelling cou pling sAnnex II of . 
(3) Trains using another t ype of diesel fuel shall be equipped with a fool proof opening 
and fuel tank to prevent inadvertent refuelling with a wrong fuel .
(4) The ty pe of coupling for refuelling shall be recorded in the technical documentatio n.
4.2.11.8. Train inter ior cleaning -power suppl y
(1) For units of maximum speed higher than or equal to 250 km/h, a 3 000 VA at 230V, 
50Hz electrical power supply connection shall be provided inside the unit; they shall 
be spaced such that no part of the unit that ne eds to be cleaned is more than 12 
meters from one of the sockets.
4.2.12. Documentation for operation and maintenance
(1) The requirements specified in this clause 4.2.12 apply to all units.
4.2.12.1. General 
(1) This clause 4.2.12 of the TSI describes the documentation requested in clause 2.4 of 
Annex VI of Directive 2008/57/EC (clause titled “Technical file”): “technical 
characteristics linked to the design including general and detailed drawings with 
respect to execution, electrical and hydraulic diagrams, control -circuit diagra ms, 
description of data -processing and automatic systems, documentation on operation 
and maintenance, etc., relevant for the subsystem concerned” .
(2) This documentation, being part of the technical file, is compiled by the notified body  
and has to accompan y the EC declaration of verification.
(3) This documentation, being part of the technical file, is lodged with the applicant, and 
is kept by the applicant throughout the service life of the subs ystem.
(4) The documentation requested is related to the basic parameters identified in this TSI . 
Its content is described in the clauses below.
4.2.12.2. General documentation
The following documentation describing the rolling stock shall be provided:
(1) General drawings .
(2) Electrical, pneumatic and hydraulic diagrams, Control -circuit diagra ms necessary to 
explain the function and operation of the concerned systems.
(3) Description of computerised onboard s ystems including description of functionality , 
specification of interfaces and data processing and protocols .
(4) Reference profile, and complianc e to interoperable reference contours G1, GA, GB, 
GC or DE3, as required in clause 4.2.3.1.EN 100 EN(5) Weight balance with h ypothesis on load conditions considered, as required in clause 
4.2.2.10.
(6) Axle load and spacing of axles, as required in clause 4.2.3.2.1.
(7) Test report concerning running dy namic behaviour, including the test track qualit y 
recording and the t rack loading parameters including possible limitations of use if 
testing of the vehicle only covers a part of the test conditions, as required in clause 
4.2.3. 4.2.
(8) The hy pothesis taken to evaluate the loads due to bogie running, as required in 
clause s4.2.3.5.1 and in clause 6.2.3.7 for wheelsets .
(9) Braking performance, including failure mode analy sis (degraded mode) as required 
in clause 4.2.4.5.
(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 sy stem for released water and the 
standards against which conformity has been assessed, as required in clause 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 clause 4.2.6. 1.
(12) Characteristic wind curve (CWC) as required in clause 4.2.6.2.4.
(13) Traction performance, as required in clause 4.2.8.1.1.
(14) Fitment of an on -board energy measurement sy stem, and of its on -board location 
function (optional), as required in clause 4.2.8.2.8 ;description of on -board to ground 
communication.
(15) Hypothesis and data considered for the compatibility study for AC sy stems , as 
required in clause 4.2.8.2.7. 
(16) The number of pantographs simultaneously in contact with the overhead contact line 
equipment (OCL), their spacing and the OCL design distance t ype (A, B or C) used 
for assessment tests, as required in clause 4.2.8.2.9.7.
4.2.12.3. Documentation related to Maintenance
(1) Maintenance is a set of activities intended to keep a functional unit in, or to restore it 
to, a state in which it can perform its required function, ensuring continued integrit y 
of safet y systems and compliance with a pplicable standards. 
The following information necessary to undertake maintenance activities on rolling 
stock shall be provided: 
(2) The maintenance design justification file: explains how maintenance activities are 
defined and designed in order to ensure th at the rolling stock characteristics will be 
kept within acceptable limits of use during its lifetime.
The file shall give input data in order to determine the criteria for inspection and the 
periodicity of maintenance activities.
(3) The maintenance descripti on file: explains how maintenance activities shall be 
performed.
4.2.12.3.1 The maintenance design justification file
The maintenance design justification file shall contain:
(1) Precedents, principles and methods used to design the maintenance of the unit.EN 101 EN(2) Utilisation profile: L imits of the normal use of the unit (e.g. km/month, climatic 
limits, authorised ty pes of loads etc.).
(3) Relevant data used to design the maintenance and origin of these data (return of 
experience). 
(4) Tests, investigations and calculations carried out to design the maintenance.
Resultant means (facilities, tools...) needed for the maintenance are described in 
clause 4.2.12.3.2 “maintenance documentation”.
4.2.12.3.2 The Maintenance description file
(1) The maintenance description file shall desc ribe how maintenance activities shall be 
conducted. 
(2) Maintenance activities include all activities necessary such as inspections, 
monitoring, tests, measurements, replacements, adjustments, repairs.
(3) Maintenance activities are split into:
• Preventive mainten ance; scheduled and controlled 
• Corrective maintenance
The maintenance description file shall include the following: 
(4) Component hierarch y and functional description: The hierarch y sets up the 
boundaries of the rolling stock b y listing all the items belongi ng to the product 
structure of that rolling stock and using an appropriate number of discrete levels. The 
lowest item of the hierarchy shall be a replaceable unit.
(5) Schematic circuit diagrams, connection diagrams and wiring diagrams
(6) Parts list: The parts li st shall contain the technical and functional descriptions of the 
spare parts (replaceable units). 
The list shall include all parts specified for changing on condition, or which may 
require replacement following electrical or mechanical malfunction, or wh ich will 
foreseeable require replacement after accidental damage (e.g .windscreen).
Interoperability constituent shall be indicated and referenced to their corresponding 
declaration of conformity. 
(7) The limit values for components which shall not be exceede d in service shall be 
stated; the possibility of specify ing operational restrictions in degraded mode (limit 
value reached) is permitted.
(8) European legal obligations: where components or s ystems are subject to specific 
European legal obligations these oblig ations shall be listed.
(9) The structured set of tasks that include the activities, procedures, means proposed by  
the applicant to carry out the maintenance task. 
(10) The description of the maintenance activities.
The following aspects have to be documented (whe n they are specifc to the 
application) :
• Disassembly /assembly instructions drawings necessary for correct 
assembly /disassembl y of replaceable parts
• Maintenance criteriaEN 102 EN• Checks and tests
• Tools and materials required to undertake the task (special tools)
• Cons umables required to undertake the task
• Personal protective safety provision and equipment (special)
(11) Necessary tests and procedures to be undertaken after each maintenance operation 
before re -entry into service of rolling stock.
(12) Troubleshooting (fault diagn osis) manuals or facilities for all reasonabl y foreseeable 
situations; this includes functional and schematic diagrams of the s ystems or IT -
based fault finding s ystems.
4.2.12.4. Operating documentation
The technical documentation necessary to operate the unit is co mposed of:
(1) A description of operation in normal mode, including the operational characteristics 
and limitations of the unit (e .g.vehicle gauge, maximum design speed, axle loads, 
brake performance...).
(2) A description of the various reasonabl y foreseeable de graded modes in case of safet y 
significant failures of equipment or functions described in this TSI , together with the 
related acceptable limits and operating conditions of the unit that could be 
experienced.
(3) A description of the control and monitoring sys tems allowing the identification of 
safet y significant failures of equipment or functions described in this TSI (e.g clause 
4.2.4.9 relat ed to the function “braking”).
(4) This technical operating documentation shall be part of the technical file.
4.2.12.5. Lifting diag ram and instructions
The documentation shall include:
(1) A description of procedures for lifting and jacking and related instructions.
(2) A description of interfaces for lifting and jacking.
4.2.12.6. Rescue related descriptions
The documentation shall include:
(1) A descript ion of procedures for use of emergency measures and related necessary  
precautions to be taken, as e.g. use of emergency exits, entrance to RST for rescue, 
isolation of brakes, electrical earthing, towing. 
(2) A description of effects when the described emerge ncymeasures are taken, e.g. 
reduction of brake performance after isolation of brakes.
4.3. Functional and technical specification of the interfaces
4.3.1. Interface with Energy subsystem
Table 6: Interface with the Energy subsystem
Reference LOC & PAS 
TSIReference Energy TSIEN 103 ENTable 6: Interface with the Energy subsystem
Reference LOC & PAS 
TSIReference Energy TSI
Parameter Point Parameter Point
Gauging
Pantograph head geometry4.2.3.1
4.2.8.2.9.2Pantograph gauge 4.2.10
Appendix D
Operation within range of 
voltages and frequencies4.2.8.2.2 Voltage and frequency 4.2.3
-Max current from OCL
-Power factor
-Maximum current at 
standstill4.2.8.2.4
4.2.8.2.6
4.2.8.2.5Parameters relating to 
supply system 
performance:
-Max train current
-Power factor
-Mean useful voltage
-Current capacit y DC 
systems trains at standstill4.2.4
4.2.4
4.2.4
4.2.5
Regenerative brake with 
energy to OCL4.2.8.2.3 Regenerative braking 4.2.6
Energy consumption 
measuring function4.2.8.2.8 On-ground e nergy  data 
collecting s ystem4.2.17
-Height of pantograph 
-Pantograph head 
geometry  4.2.8.2. 9.1
4.2.8.2.9.2Geometry of the overhead 
contact line4.2.9
Contact strip material 4.2.8.2.9.4 Contact wire material 4.2.14
Pantograph static contact 
force4.2.8.2.9.5 Mean contact force 4.2.11
Pantograph contact force 
and dy namic behaviour4.2.8.2.9.6 Dynamic behaviour and 
quality of current 
collection4.2.12
Arrangements of 
pantographs4.2.8.2.9.7 Pantograph spacing 4.2.13
Running through phase or 
system separation section4.2.8.2.9.8 Separation sections:
-phase
-system4.2.15
4.2.16
Electrical protection of the 
train4.2.8.2.10 Electrical Protection 
Coordination 
Arrangements4.2.7EN 104 ENTable 6: Interface with the Energy subsystem
Reference LOC & PAS 
TSIReference Energy TSI
System energy  
disturbances for AC 
systems4.2.8.2.7 Harmonics and Dy namic 
Effects for AC traction 
power suppl y systems4.2.8
4.3.2. Interface with Infrastructure subsyste m
Table 7: Interface with the Infrastructure subsystem
Reference LOC & PAS 
TSIReference Infrastructure 
TSI
Parameter Point Parameter Point
Rolling stock kinematic 
gauge4.2.3.1. Structure gauge
Distance between track 
centre s
Minimum radius of 
vertical curve4.2.3.1
4.2.3.2
4.2.3.5
Axle load parameter 4.2.3.2.1 Track resistance to vertical 
loads
Lateral track resistance
Resistance of new bridges 
to traffic loads
Equivalent vertical loading 
for new earthworks and 
earth pres sure effects
Resistance of existing 
bridges and earthworks to 
traffic loads4.2.6.1
4.2.6.3
4.2.7.1
4.2.7.2
4.2.7.4
Running d ynamic 
behaviour4.2.3.4.2. Cant deficiency 4.2.4.3
Running d ynamic limit 
values for track loading4.2.3.4.2.
2Track resistan ce to vertical 
loads
Lateral track resistance4.2.6.1
4.2.6.3
Equivalent conicity 4.2.3.4.3 Equivalent conicity 4.2.4.5EN 105 ENTable 7: Interface with the Infrastructure subsystem
Reference LOC & PAS 
TSIReference Infrastructure 
TSI
Geometrical characteristics 
of wheelset
Geometrical characteristics 
of wheels
Variable gauge whee lsets4.2.3.5.2.
1
4.2.3.5.2.
2
4.2.3. 5.2.
3Nominal track gauge
Rail head profile for plain 
line
In service geometry of 
switches and crossings4.2.4.1
4.2.4.6
4.2.5.3
Minimum curve radius 4.2.3.6 Minimum radius of 
horizontal curve4.2.3.4
Maximum average 
deceleration4.2.4.5.1 Longitudinal track 
resistance
Actions due to traction and 
braking 4.2.6.2
4.2.7.1.5
Slipstream effects
Head pressure pulse
Maximum pressure 
variations in tunnels4.2.6.2.1
4.2.6.2. 2
4.2.6.2. 3Resistance of new 
structures over or adjacent 
to tracks
Maximum pressure 
variations in tunnels
Distance between track 
centres4.2.7.3
4.2.10.1
4.2.3.2
Crosswind 4.2.6.2. 4Effect of crosswinds 4.2.10.2
Toilet discharge s ystem
Exterior cleaning through a 
washing plant
Water refilling equipment:
Interface for water refilling
Refuelling equipment 
Special requirements for 
stabling of trains4.2.11.3
4.2.11.2.
2
4.2.11.4
4.2.11.5
4.2.11.7
4.2.11.6Toilet discharge
Train external cleaning 
facilities,
Water restocking,
Refuelling
Electric shore supply4.2.1 2.2
4.2.1 2.3
4.2.1 2.4
4.2.1 2.5
4.2.1 2.6EN 106 EN4.3.3. 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 Contingenc y arrangements 4.2.3.6.3
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 
lights4.2.7.1 Train visibility  4.2.2.1
Horn 4.2.7.2 Train audibility 4.2.2.2
External visibil ity
Optical characteristics of 
the windscreen
Internal lighting4.2.9.1.3
4.2.9.2.2
4.2.9.1.8Requirements for lineside 
signal and marker sighting4.2.2.8
Driver´s activity control 
function4.2.9.3.1 Driver vigilance 4.2.2.9
Recording device 4.2.9.6 Recording of supervision 
data on -board the train4.2.3.5.2EN 107 EN4.3.4. Interface with the Control, command and signalling subsystem
Table 9: Interface with the Control, command and signaling subsystem
Reference LOC & PAS 
TSI Reference CCS TSI 
Parameter Point Parameter Point
Rolling stock characteristics 
compatible with train 
detection sy stem based on 
track circuits4.2.3.3.1
.1Vehicle geometry
Vehicle design
Isolating emissions
EMCSpecification 
referenced in 
Annex A, 
Index 77 of 
TSICCS
Rolling stock characteristics 
compatible with train 
detection sy stem based on 
axle counters4.2.3.3.1
.2Vehicle geometry
Wheel geometry
Vehicle design
EMCSpecification 
referenced in 
Annex A, 
Index 77 of 
TSICCS
Rolling stock characteristics 
compatib le with loop 
equipment4.2.3.3.1
.3Vehicle design Specification 
referenced in 
Annex A, 
Index 77 of 
TSICCS
Emergency braking 
command4.2.4.4.1On-board ETCS 
functionality4.2.2 
Emergency braking 
performance4.2.4.5.2Guaranteed train 
braking performan ce 
and characteristics4.2.2
Train departing from 
platform
Door opening
Separation sections
Smoke control4.2.5.3
4.2.5.5
4.2.8.2.9
.8
4.2.10.4.
2FIS for the train 
interfaceSpecification 
referenced in 
Annex A, 
Index 7 of 
TSICCS
External visibility 4.2.9.1.3Visibility of track -side 
Control -command 
objects4.2.1 5EN 108 EN4.3.5. Interface with the Telematic application for passengers subsystem
Table 10: Interface with the Telematic application for passengers subsystem
Reference LOC & PAS 
TSIReference 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 sy stem
Customer information 
(PRM)4.2.5.2
4.2.5Automatic voice and 
announcement4.2.13.2
4.4. Operating rules
(1) Inlight ofthe essential requirements mentioned in Section 3, the provisions for 
operation of the rolling stock in the scope of this TSI  are described in:
• Clause 4.3.3 “Interface with operation subs ystem”, which refers to the re levant 
clauses of theSection 4.2 of this TSI .
• Clause 4.2.12 “Documentation for Operation and Maintenance”
(2) Operating rules are developed under the railway undertaking safet y management 
system , with consideration of these provisions .
(3) In particular, operatin g rules are necessary to ensure that a train stopped on a gradient 
as specified in clauses 4.2.4.2.1 and 4.2.4.5.5 of this TSI (requirements related to 
braking) will be immobilised. 
The operating rules for use of the public address sy stem, the passenger a larm, the 
emergency exits, the operation of the access doors are elaborated with consideration 
of the relevant provisions of this TSI and of the documentation for operation.
(4) The technical operating documentation described in clause 4.2.12.4 gives the rolli ng 
stock characteristics to be considered in order to define the operating rules in 
degraded mode.
(5) Procedures for lifting and rescue are established (including the method a ndthe 
means of recovering a derailed train or a train that is unable to move normal ly)with 
consideration of :
• the provisions for lifting and jacking described in clause s4.2.2.6 and 4.2.12.5 
of this TSI ; 
• the provisions related to the braking s ystem for rescue described in clause s
4.2.4.10 and 4.2.12.6 of this TSI .EN 109 EN(6) The safet y rules for trackside workers or passengers on platforms are developed by 
the entity (ies) responsible for fixed installations with consideration of the relevant 
provisions of this TSI and of the technical documentation (e.g. impact of speed) .
4.5. Maintenance rules
(1) Inlight ofthe essential requirements mentioned in Section 3, the provisions for 
maintenance of the rolling stock in the scope of this TSI :
• Clause 4.2.11 “Servicing”
• Clause 4.2.12 “Documentation for Operation and Maintenance”.
(2) Other provisions in the section 4.2 (clauses 4.2.3.4 and 4.2.3.5) specify for particular 
characteristics the limit values that have to be verified during maintenance activities.
(3) From the information mentioned above and provided in the clause 4.2, the 
appropriate tolerances and intervals to ensure compliance with the essential 
requirements throughout the lifetime of the rolling stock are defined at maintenance 
operational level (not in the scope of the assessment against this TSI); this activity 
includes:
• The definition of the in -service valu es where they are not specified in this TSI , 
or where operating conditions allow the use of different in -service limit values 
than those specified in this TSI .
• The justification of the in -service values, by providing the equivalent 
information to those req uired in clause 4.2.12.3.1 “The maintenance design 
justification file”.
(4) On the basis of the information mentioned above in this clause, a maintenance plan is 
defined at maintenance operational level (not in the scope of the assessment against 
this TSI ), co nsisting in a structured set of maintenance tasks that include the 
activities, tests and procedures, means, maintenance criteria, periodicity, working 
time required to carry out the maintenance tasks.
4.6. Professional competencies
(1) The professional competencies of staff required for the operation of the rolling stock 
in the scope of this TSI are not set out in this TSI . 
(2) They are partl y covered by the TSI OPE and Directive 2007/59/EC10.
4.7. Health and safety conditions
(1) The provisions for health and safet y of staff re quired for the operation and 
maintenance of the rolling stock in the scope of this TSI are covered b y the essential 
requirements No. 1.1, 1.3, 2.5.1, 2.6.1 (as numbered in Directive 2008/57/EC ); the 
table in section 3.2 mentions the technical clauses of th is TSI in relation to these 
essential requirements.
(2) Inparticular, the following provisions of section 4.2 specify provisions for health and 
safet y of staff:
• Clause 4.2.2.2.5: Staff access for coupling and uncoupling.
• Clause 4.2.2.5: Passive safet y.
  
10OJ L 315, 03.12.2007, p.51EN 110 EN• Clause 4.2.2.8: Staff and freight access doors.
• Clause 4.2.6.2. 1: Slipstream effects on workers at trackside.
• Clause 4.2.7.2.2: Warning horn sound pressure.
• Clause 4.2.8.4: Protection against electrical hazards.
• Clause 4.2.9: Driver’s cab.
• Clause 4.2.10: Fire sa fetyand evacuation.
4.8. European register of authorised types of vehicles
(1) The characteristics of the rolling stock that must be recorded in the “European 
register of authorised t ypes of vehicles” are listed in the Commission Decision on the 
European register of authorised ty pes of vehicles .[insert decision number + OJ 
reference]
(2) In accordance with Annex II of this decision on the European register and with 
Article 34(2a) of Directive 2008/57/EC, the values to be recorded for the parameters 
related to the techn ical characteristics of the rolling stock shall be those of the 
technical documentation accompan ying the ty pe examination certificate. Therefore, 
this TSI requires that the relevant characteristics are recorded in the technical 
documentation defined in the clause 4.2.12. 
(3) In accordance with Article 5 of this decision on the European register [which 
decision? –suggestion "In accordance with Article 5 of the Decision referred to in 
point 4.8.1...] , its application guide includes for each parameter a reference to the 
clauses of the technical specifications for interoperability that state the requirements 
for this parameter .
5. INTEROPERABILITY CONS TITUENTS
5.1. Definition
(1) According to Article 2(f) of Directive 2008/57/EC, the interoperability constituents 
are “a nyelem entary component, group of components, subassembly or complete 
assembly of equipment incorporated or intended to be incorporated into a subsy stem 
upon which the interoperability of the rail sy stem depends directly or indirectly .” 
(2) The concept of a "constit uent" covers both tangible objects and intangible objects 
such as software.
(3) Interoperability constituents (I C) described in section 5.3 below are constituents:
• Whose specification refers to a requirement defined in section 4.2 of this TSI . 
The reference to the relevant clause of the section 4.2 is given in section 5.3; it 
defines how the interoperability of the rail sy stem depends on the particular 
constituent.
When a requirement is identified in section 5.3 as being assessed at I C level, an 
assessment for the same requirement at sub -system level is not required.
• Whose specification may need additional requirements, such as interface 
requirements; these additional requirements are also specified in section 5.3.
• And whose assessment procedure, independently o f the related subs ystem is 
described in section 6. 1.EN 111 EN(4) The area of use of an interoperability constituent shall be stated and demonstrated as 
described for each of them in section 5.3.
5.2. Innovative solution
(5) (1) As stated in clause 4.1.1 of this TSI , innovative solutions may require new 
specification and / or new assessment methods. Such specifications and assessment 
methods shall be developed by the process described in clause 6.1.5 whenever an 
innovative solution is envisaged for an interoperability constituen t.
5.3. Interoperability constituent specification
The interoperability constituents are listed and specified below: 
5.3.1. Automatic centre buffer coupler
An automatic coupler shall be designed and assessed for an area of use defined by:
(1) The ty pe of end coupling (mechanical and pneumatic interface of the head );
The ‘type 10’ automatic coupler shall be compliant with the specification referenced 
in Appendix J-1, index 66.
Note: other ty pes of automatic couplers than t ype 10 are not considered as an IC 
(specification not publicly available).
(2) The tensile and compressive forces it is capable of withstanding;
(3) Thesecharacteristics shall be assessed at I C level.
5.3.2. Manual end coupling
Amanual end coupling shall be designed and assessed for an area of use defined by:
(1) The ty peof end coupling (mechanical interface).
The ‘UIC t ype’ shall be composed of b uffer, draw gear and screw coupling s ystem 
comply ing with the requirements of parts related to passenger coaches of the 
specification referenced in Appendix J-1, index 67and the specification referenced 
in Appendix J-1, index 68; units other than coaches with manual coupling s ystems 
shall be fitted wit h a buffer, draw gear and screw coupling s ystem comply ing with 
the relevant parts of the specification referenced in Appendix J-1,index 67and the 
specification referenced in Appendix J-1, index 68respectivel y.
Note: other ty pes of manual end coupling are not considered as an I C (specification 
not publicly available).
(2) The tensile and compressive forces it is capable of withstanding .
(3) These characteristics shall be assessed at I C level.
5.3.3. Rescue couplers
A rescue coupler shall be designed and assessed for an area of use defined by :
(1) The ty pe of end coupling it is capable of being interfaced with;
The rescue coupler to be interfaced with the ‘type 10’ automatic coupler shall be 
compliant with the specification referenced in Appendix J-1, index 69.
Note: other ty pes of rescue coupler are not considered as an IC (specification not 
publicly available)EN 112 EN(2) The tensile and compressive forces it is capable of withstanding .
(3) The way it is intended to be installed on the rescuing unit.
(4) These characteristics and the requirements expressed in clause 4.2.2.2.4 of this TSI 
shall be assessed at I C level.
5.3.4. Wheels
A wheel shall be designed and assessed for an area of use defined b y:
(1) Geometrical characteristics: nominal tread diameter. 
(2) Mechanical characteristics: maximum vertical static force andmaximum speed.
(3) Thermo mechanical characteristics: maximum braking energy . 
(4) A wheel shall comply with the requiremen ts on geometrical, mechanical and thermo 
mechanical characteristics defined in clause 4.2.3.5.2.2; these requirements shall be 
assessed at IC level.
5.3.5. WSP (wheel slide protection system)
A IC“WSP sy stem ”shall be designed and assessed for an area of use de fined by :
(1) A brake s ystem of pneumatic ty pe.
Note: the WSP is not considered as an IC for other types of brake s ystem such as 
hydraulic, dy namic and mixed braking systems, and this clause does not apply in that 
case.
(2) The maximum operating speed.
(3) A WSP sy stem shall comply with the requirements related to the wheel slide 
protection sy stem performance expressed in clause 4.2.4.6.2 of this TSI .
The wheel rotation monitoring s ystem may be included as an option. 
5.3.6. Head l amps
(1) A head lamp is designed and assessed wi thout any limitation concerning its area of
use. 
(2) A head l amp shall comply with requirements concerning the colour and the luminous 
intensity defined in clause 4.2.7.1.1. These requirements shall be assessed at I C level.
5.3.7. Marker lamps
(1) A marker l amp is desi gned and assessed without any limitation concerning its area of 
use.
(2) A marker l amp shall comply with requirements concerning the colour and the 
luminous intensity defined in clause 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 : fixed lamp or portable 
lamp .
(2) A tail l amp shall comply with the requirements concerning the colour and the 
luminous intensity defined in clause 4.2.7.1.3. These requirements shall be assessed 
at IC level.EN 113 EN(3) For portable tail lamps, the interface for attachment on the vehicle shall be in 
accordance with the Appendix E of the TSI “freight wagons”.
5.3.9. Horns
(1) A horn shall be is designed and assessed for an area of use defined by its sound 
pressure level on a reference vehicle (or reference integration) ; this characteristic 
maybe 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 clause 4.2.7.2.1. These req uirements shall be assessed at I C level.
5.3.10. Pantograph
A pantograph shall be designed and assessed for an area of use defined b y:
(1) The ty pe of voltage s ystem(s), as defined in clause 4.2.8.2.1.
In case it is designed for different voltage systems, the variou s sets of requirements 
shall be taken into account.
(2) One of the 3pantograph head geometr iesspecified in clause 4.2.8.2.9.2.
(3) The current capacit y, as defined in clause 4.2.8.2.4.
(4) The maximum current at standstill per contact wire of the overhead contact l ine for 
DC sy stems .
Note: the maximum current at standstill ,as defined in clause 4.2.8.2.5. , shall be 
compatible with the value above, considering the characteristics of the overhead 
contact line (1 or 2 contact wires) .
(5) The maximum operating speed: asses sment of the maximum operating speed shall be 
performed as defined in clause 4.2.8.2.9.6 .
(6) Range of height for d ynamic behaviour: standard, and/or for 1520mm or 1524 mm 
track gauge s ystems.
(7) The requirements listed above s hall be assessed at IC level. 
(8) The w orking range in height of pantograph specified in clause 4.2.8.2.9.1.2, the 
pantograph head geometry specified in clause 4.2.8.2.9.2, the pantograph current 
capacity specified in clause 4.2.8.2.9.3, the pantograph static contact force specified 
in clause 4 .2.8.2.9.5 and the dy namic behaviour of the pantograph itself specified in 
clause 4.2.8.2.9.6 shall also be assessed at I C 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 . 
Contacts strips shall be designed and assessed for an area of use defined b y:
(2) Their geometry, as defined in clause 4.2.8.2.9.4.1. 
(3) The material of the contact strips, as defined in clause 4.2.8.2.9.4.2.
(4) The ty pe of voltage s ystem(s), as defined in claus e 4.2.8.2.1. 
(5) The current capacit y, as defined in clause 4.2.8.2.4.
(6) The maximum current at standstill for DC sy stems, as defined in clause 4.2.8.2.5.
(7) The requirements listed above shall be assessed at IC level.EN 114 EN5.3.12. Main circuit breaker
A main circuit breaker shall be designed and assessed for an area of use defined by:
(1) The ty pe of voltage s ystem(s), as defined in clause 4.2.8.2.1. 
(2) The current capacit y, as defined in clause 4.2.8.2.4 (maximum current).
(3) The requirements listed above shall be assessed at IC leve l.
(4) The tripping shall be as specified in the specification referenced in Appendix J-1, 
index 70 (see clause 4.2.8.2.10 of this TSI ); 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 the 
range of possible adjustments in he ight and longitudinal position.
A driver’s seat shall comply to the requirements specified at component level in the clause 
4.2.9.1.5. These requirements shall be assessed at I C level.
5.3.14. Toilet discharge conn ection
(1) A toilet discharge connection is designed and assessed without any limitation 
concerning its area of use.
A toilet discharge connection shall comply with requirements concerning the dimensions as 
defined in clause 4.2.11.3. These requirements shall be assessed at I C level.
5.3.15. Inlet connection for water tanks
(1) A inlet connection 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 
dimen sions as defined in clause 4.2.11.5. These requirements shall be assessed at I C 
level.
6. ASSESSMENT OF CONFORM ITY OR SUITABILITY FOR U SE AND 'EC'VERIFICATION
(1) Modules for the procedures for assessment of conformity , suitability for use and EC 
verification are described in theCommission D ecision 2010/713/EU .
6.1. Interoperability constituents 
6.1.1. Conformity assessment
(1) An EC declaration of conformity or suitability for use, in accordance with Article 
13(1) and Annex IV of Directive 2008/57/EC , shall be drawn up by themanufacturer 
or his authorised representative established in the Union before placing a 
interoperabilit y constituent on the market.
(2) The assessment of conformity or suitability for use of an interoperability constituent 
shall be performed according to the prescribed module(s) of that particular 
constituent specified in clause 6.1.2 of this TSI . 
6.1.2. Application of modules
Modules for EC certification of conformity of interoperability constituents
Module CA Internal production control 
Module CA1 Internal produ ction control plus product verification by 
individual examinationEN 115 ENModule 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
Modu le CD Conformity to type based on quality management sy stem of 
the production process
Module CF Conformity to type based on product verification
Module CH Conformity based on full quality management s ystem
Module CH1 Conformity based on full quality management sy stem 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 combination s indicated in the 
following table for the constituent to be assessed:EN 116 ENPointConstituents to be
assessedModul
e CAModul
e 
CA1or
CA2 Modul
eCB+
CCModul
e 
CB+C
DModul
e 
CB+C
FModul
e CHModul
e CH1
5.3.1Automatic centre 
buffer couplerX(*) X X X(*) X
5.3.2Manual end 
couplingX(*) X X X(*) X
5.3.3Towing coupler for 
rescueX(*) X X X(*) X
5.3.4 Wheel X(*) X X X(*) X
5.3.5Wheel slide 
protection sy stemX(*) X X X(*) X
5.3.6 Head l amp X(*) X X X(*) X
5.3.7 Marker l amp X(*) X X X(*) X
5.3.8 Tail lamp X(*) X X X(*) X
5.3.9 Horns X(*) X X X(*) X
5.3.10 Pantograph X(*) X X X(*) X
5.3.11Pantograph contact 
stripsX(*) X X X(*) X
5.3.12 Main circuit breaker X(*) X X X(*) X
5.3.13 Driver’s seat X(*) X X X(*) X
5.3.1 4Toilet discharg e 
connectionX X X
5.3.1 5Inlet connection for 
water tanksX X X
(*) Modules CA1, CA2 or CH may be used onl y in the case of products manufactured 
according to a design developed and alread y used to place products on the market
before the entry in to force of relevant TSI s applicable to those products , provided 
that the ma nufacturer demonstrates to the n otified b odythat design review and ty pe 
examination were performed for previous applications under comparable conditions, 
and are in conformity wit h 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.EN 117 EN(2) Where a particular procedure shall be used for the assessment, in add ition to the 
requirements expressed in the clause 4.2 of this TSI , this is specified in the clause 
6.1.3below. 
6.1.3. Particular assessment procedures for interoperability constituents
6.1.3.1. Wheels (clause 5.3.4)
(1) The mechanical characteristics of the wheel shall be p roven b y mechanical strength 
calculations, taking into account three load cases: straight track (centred wheelset), 
curve (flange pressed against the rail), and negotiating of points and crossings (inside 
surface of flange applied to the rail), as specifie d in the specification referenced in 
Appendix J-1, index 71,clauses 7.2.1 and 7.2.2.
(2) For forged and rolled wheels, the decision criteria are defined in the specification 
referenced in Appendix J-1, index 71,clause 7.2.3; where the calculation show 
values beyond the decision criteria, a bench test according to the specification 
referenced in Appendix J-1, index 71,clause 7.3 is required to be performed to 
demonstrate compliance.
(3) Other ty pes of wheels are permitted for vehicles restricted to national use. Inthat 
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 force shall be 
explicitl y stated in the technical documentation as set out in clause 4.2.12 of this TSI .
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 mechanicall y proven by taking into account the maximum 
braking energy foreseen. The wheel shall be subject to a conformit y assessment in 
accordance with the specification referenced in Appendix J-1, index 71, clause 6 in 
order to check that the lateral displacement of the rim during brakin g and the residual 
stress are within tolerance limits specified utilising the decision criteria specified. 
Verification of the wheels:
(6) A verification procedure shall exist to ensure at the production phase that no defects 
maydetrimentall yaffect safet y 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 
material clean liness shall be verified. 
The verification procedure shall specify the batch sampling used for each 
characteristic to be verified.
(7) Other conformit y assessment method for wheels is allowed under the same 
conditions as for wheelsets; these conditions are de scribed in clause 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 clause 6.1.6).
6.1.3.2. Wheel slide protection system (clause 5.3.5)
(1) The wheel slide protection sy stem shall be verified according to the methodology  
defined in the specification referenced in Appendix J-1, index 72, clause 5; when EN 118 ENreference is made to the clause 6.2 of the same specification “overview of re quired 
test programmes”, onl y the clause 6.2.3 applies, and it applies to all WSP systems.
(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 clause 6.1.6).
6.1.3.3. Head l amps (clause 5.3. 6)
(1) The colour of headlamps shall be tested in accordance with the specification 
referenced in Appendix J-1, index 73, clause 6.3 . 
(2) The luminous intensity of headlamps shall b e tested in accordance with the 
specification referenced in Appendix J-1, index 73,clause 6.4 .
6.1.3.4. Marker l amps (clause 5.3. 7)
(1) The colour 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 74, clause 6.3. 
(2) The luminous intensity of marker lamps shall be tested in accordance with the 
specification referenced in Appendix J-1, index 74, clause 6.4.
6.1.3.5. Tail l amps (clause 5.3. 8)
(1) The colour of tail lam ps shall be tested in accordance with the specification 
referenced in Appendix J-1, index 75, clause 6.3. 
(2) The luminous intensity of tail lamps shall be tested in accordance with the 
specification referenced in Appendix J-1, index 75, clause 6.4.
6.1.3.6. Horn (cla use 5.3. 9)
(1) Sound ings of the warning horn shall be measured and verified in accordance with the 
specification referenced in Appendix J-1, index 76, clause 6.
(2) Sound pressure levels of the warning horn on a reference vehicle shall be measured 
and verified in accordance with the specification referenced in Appendix J-1, index 
76, clause 6 . 
6.1.3.7. Pantograph (clause 5.3. 10)
(1) For pantographs for DC systems, the maximum current at standstill per contact wire 
shall be verified in the following conditions:
• the pantograph shall be in contact with 1 copper contact wire.
• the pantograph shall apply a static contact force as defined in the specification 
referenced in Appendix J-1, index 77.
and the temperature of the contact point monitored continuously during a test of 30 
minu tes shall not exceed the values given in the specification referenced in Appendix
J-1, index 78. 
(2) For all pantographs, the static contact force shall be verified in accordance with the 
specification referenced in Appendix J-1, index 79. 
(3) The dy namic behavi our of the pantograph regarding current collection shall be 
assessed b y simulation according to the specification referenced in Appendix J-1, 
index 80.EN 119 ENThe simulations shall be made using at least two different ty pes of overhead contact 
line; data for simu lation shall correspond to sections of lines recorded as TSI 
compliant in the register of infrastructure (EC declaration of conformity , or 
declaration according to recommendation 2011/622/EU) for the appropriate speed 
and supply system, up to the design sp eed of the proposed Interoperability 
Constituent pantograph.
It is permitted to perform the simulation using ty pes of overhead contact line that are 
under the process of IC certification or declaration according to recommendation 
2011/622/EU , provided that theyfulfil the other requirements of E NE TSI. The 
simulated current collection quality shall be in accordance with clause 4.2.8.2.9.6 for 
uplift, mean contact force and standard deviation for each of the overhead contact 
lines.
If the simulation 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 
referenced in Appendix J-1, index 81. 
The tested pantograph shall be mounted on a rolling stock producing a mean contact 
force within the upper and lower limits as required by clause 4.2.8.2.9.6 up to the 
design speed of the pantograph. The tests shall be conducted in b oth 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 wir e 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 shall include track sections with contact wire height between 6.0 to 
6.3 m.
The tests shall be performed for a mi nimum of 3 speed increments up to and 
including the design speed of the tested pantograph.
The interval between successive tests shall be no greater than 50 km/h.
The measured current collection quality shall be in accordance with clause 
4.2.8.2.9.6 for up lift, and either mean contact force and standard deviation or 
percentage of arcing.
If all the assessments above are passed successfully, the tested pantograph design 
shall be considered as compliant to the TSI regarding qualit y of current collection. 
Forthe use of a pantograph holding an EC declaration of verification on various 
designs of rolling stock, additional tests required at rolling stock level regarding 
quality of current collection are specified in clause 6.2. 3.20.
6.1.3.8. Contact strips (clause 5.3. 11)
(1) Contact strips shall be verified as specified in the specification referenced in 
Appendix J-1, index 82.
(2) Contact strips, being replaceable parts of the pantograph head, shall be verified once 
at the same time as a pantograph (see clause 6.1.3.7) regardi ng the qualit y of current 
collection.EN 120 EN(3) In case of use of a material for which the manufacturer as no sufficient return of 
experience, the contact strip should be subject to an assessment of suitability for use 
(module CV; see also clause 6.1.6).
6.1.4. Project ph ases where assessment is required
(1) It is detailed in Appendix H of this TSI in which phases of the project an assessment 
shall be done for the requirements applicable to the interoperability constituents:
• Design and development phase:
– Design review and/or d esign examination.
– Type test: test to verify the design, if and as defined in the section 4.2.
• Production phase: routine test to verify the conformity of production.
The entit y in charge of the assessment of the routine tests is determined 
according to the assessment module chosen. 
(2) Annex His structured according to section 4.2; the requirements and their 
assessment applicable to the interoperability constituents are identified in section 5.3 
byreference to certain clauses of section 4.2; where relevant, a reference to a sub -
clause of clause 6.1. 3above is also given.
6.1.5. Innovative solutions
(1) If an innovative solution (as defined in clause 4.1.1) is proposed for an 
interoperabilit y constituent as defined in section 5.2, the manufacturer or his 
authorised repre sentative established within the European Union shall state the 
deviations from the relevant provision of this TSI and submit them to the 
Commission for analy sis.
In case the anal ysis results in a favourable opinion, the appropriate functional and 
interfac e specifications as well as the assessment method which are necessary to be 
included in the TSI in order to allow the use of this constituent will be developed.
(2) The appropriate functional and interface specifications and the assessment methods 
so produced shall be incorporated in the TSI b y the revision process. 
(3) Bythe notification of a decision of the Commission, taken in accordance with Article 
29 of Directive 2008/57/EC, the innovative solution may be permitted to be used 
before being incorporated into the TSI bythe revision process.
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) maybe part of the assessment procedure for the 
following interoperability  constituents in case the manufacturer has no sufficient 
return of experience for the proposed design :
• Wheels (see clause 6.1.3.1). 
• Wheel slide protection system (see clause 6.1.3.2).
• Contact strips (see clause 6.1.3.8).
(2) Prior to commencing in service test s, a suitable module (CB or CH1) shall be used to
certify the design of the constituent.EN 121 EN(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 
asses sment.
6.2. Rolling stock subsystem
6.2.1. EC verification (general)
(1) The EC verification procedures to be applied to the rolling stock subsystem are 
described in Article 18 and Annex VI  of Directive 2008/57/EC .
(2) The EC verification proce dure of a rolling stock unit s hall be performed according to 
the prescribed modules(s) specified in clause 6.2.2 of this TSI . 
(3) When a first step assessment covering the design stage or the design and production 
stages is applied for by the applicant, the notified bodyof his choice sha ll issue the 
Intermediate Statement Verification (I SV) and the EC declaration of I ntermediate 
Sub-system conformity shall been drawn up. 
6.2.2. Application of modules
Modules for the EC verification of subsystems:
Module SB EC-Type Examination
Module SD EC veri fication based on quality management sy stem of the 
production process
Module SF EC verification based on product verification
Module SH1 EC verification based on full quality management sy stem plus 
design examination
(1) The applicant shall choose one of th e following combinations of modules: 
(SB+SD) or (SB+SF) or (SH1) for each concerned subsy stem (or part of subsy stem).
The assessment shall then be performed according to the combination of modules 
chosen.
(2) Where several EC verifications (e.g. against sever al TSIs addressing the same sub -
system) require verification based on the same production assessment (module SD or 
SF), it is allowed to combine several SB module assessments with one production 
module assessment (SD or SF). In this case, ISVs shall be iss ued for the design and 
development phases according to module SB.
(3) The validity of the t ype or design examination certificate shall be indicated in 
accordance with the provisions for phase B of clause 7.1.3 ‘Rules related to EC 
verification’, of this TSI .
(4) Where a particular procedure shall be used for the assessment, in addition to the 
requirements expressed in the clause 4.2 of this TSI , this is specified in the clause 
6.2.3below. 
6.2.3. Particular assessment procedures for subsystems
6.2.3.1. Load conditions and weighed mass (clause 4.2.2.10) 
(1) Weighed mass shall be measured , for a load condition corresponding 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.EN 122 EN(3) Where a vehicle is declared as conformant to a t ype (in accordance with clauses 6.2.2 
and 7.1.3 of this TSI ):
• the weighed total vehicle mass in the load condition “design mass in working 
order” shall not exc eed by more than 3% the declared total vehicle mass for 
that ty pe which is rep orted in the type or design examination certificate of ‘EC’ 
verification and in the tec hnical documentation described in clause 4.2.12 .
• additionally , for unit of maximum design s peed higher than or equal to 250 
km/h the mass per axle for the load condition “design mass under normal 
payload”shall not exceed by more than 4% the declared mass per axle for the 
same load condition .
6.2.3.2. Wheel load (clause 4.2.3.2.2)
(1) The wheel load shall b e measured considering the load condition “design mass in 
working order” (with same exception as in clause 6.2.3.1 above) .
6.2.3.3. Safety against derailment running on twisted track (Clause 4.2.3.4.1)
(1) The demonstration of conformity shall be carried out in accorda nce with one of the 
methods specified in the specification referenced in Appendix J-1, index 83 as 
amended b y the clause 4.2.1 of the technical document referenced in Appendix J.2, 
index 2.
(2) For units intended to be operated on 1520 mm sy stem, alternative m ethods for 
conformity assessment are allowed.
6.2.3.4. Running d ynamic behaviour –technical requirements (Clause 4.2.3.4.2 A)
(1) For units designed to be operated on 1435 mm or 1668 mm sy stem, t he 
demonstration of conformity shall be carried out in accordance with the specification 
referenced in Appendix J-1, index 84 ,clause 5.
The parameters described in clauses 4.2.3.4.2.1 and 4.2.3.4.2.2 shall be assessed 
using criteria defined in t he specification referenced in Appendix J-1, index 84.
The conditions for the asses sment in accordance with the specification referenced in 
Appendix J-1, index 84shall be amended as per technical document referenced in 
Appendix J-2, index 2 .
6.2.3.5. Conformity assessment for safet y requirements
The demonstration of compliance with the safety requirements expressed in the clause 4.2 
shall be performed as follows:
(1) The scope of this assessment shall be strictl y limited to the rolling stock design, 
considering that operation, test and maintenance are performed according to the rules 
defined b y the applicant (as described in the technical file). 
Notes: 
• When defining the test and maintenance requirements, the safet y level to be 
met has to be taken into account by the applicant (consistency); the 
demonstration of compliance covers also test and mainte nance requirements. 
• Other sub -systems and human factors (errors) shall not be considered.
(2) All assumptions considered for the mission profile shall be clearl y documented in the 
demonstration.EN 123 EN(3) The compliance with the safet y requirements that are specified i n clauses 4.2.3.4.2, 
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 b y one of the two 
following methods:
1.Application of a harmonised risk acceptanc e criterion associated to the severity  
specified in the clause 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 A ssessment and its 
amendments (Commission Regulation (EC) N o352/2009.
The applicant shall demonstrate compliance with the harmonised criterion by 
apply ing Annex I -3 of the CSM on RA. The following principle s (and their 
combinations) may be used for the dem onstration: similar itywith reference 
system (s); application of c odesof practice; application of an explicit risk estimation 
(e.g. probabilistic approach).
The applicant shall designate the body  for the assessment of the demonstration he 
will provide: thenotified body selected for the RST sub -system 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 evaluation 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 pr ovide, as defined in the CSM on RA.
Asafety assessment report shall be provided in compliance with the requirements 
defined in the CSM on RA and its amendments.
The safet y assessment report shall be taken into account by the National Safety 
Authority in the concerned Member State, in accordance with Section 2.5.6 of Annex 
I and Article 15(2) of the CSM on RA.
Inthe case of additional authorisations for placing in service of vehicles, Article 15
(5) of the CSM on RA applies for the recognition of the safet y assessment report in 
other Member States.
(4) For each TSI clause listed in point (3) above, the relevant documents accompany ing 
the EC declaration of verification (e.g. EC certificate issued b y the notified body or 
safet y 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’.
6.2.3.6. Design values for new wheel profiles (CLAUSE 4.2.3. 4.3.1)
(1) For units designed to be operated on 1435 mm track gauge s ystem, the w heel profile 
and the distance between active faces of the wheels (Dimension SR in Figure 1, 
§4.2.3.5.2.1) shall be selected to ensure that the equivalent conicit y limit set out in 
table 11below is not exceeded when the designed wheelset is combined with ea ch of 
the sample of track parameters as specified in table 12below .EN 124 ENThe evaluation of the equivalent conicit y is set out in the technical document 
referenced in Appendix J-2, index 2.
Maximum vehicle 
operating speed (km/h)Equivalent conicity 
limit value sTest conditions
(see Table 12)
<=60 N/A N/A
>60 and <190 0.30 All
>=190 and 230 0.25 1,2,3,4,5 and 6
>230 and 280 0.20 1,2,3,4,5 and 6
>280 and 300 0.10 1,3,5 and 6
>300 0.10 1 and 3
Table 11. Equivalent conicity design limit values
Test 
condition no.Rail head profile Rail inclination Track gauge
1 rail section 60 E 1 1 in 20 1435 mm
2 rail section 60 E 1 1 in 40 1435 mm
3 rail section 60 E 1 1 in 20 1437 mm
4 rail section 60 E 1 1 in 40 1437 mm
5 rail section 60 E 2 1 in 40 1435 mm
6 rail section 60 E 2 1 in 40 1437 mm
7 Rail section 54 E1 1 in 20 1435 mm
8 Rail section 54 E1 1 in 40 1435 mm
9 Rail section 54 E1 1 in 20 1437 mm
10 Rail section 54 E1 1 in 40 1437 mm
Table 12. Track test conditions for equivalent conicity 
representative of the network. 
All rail sections defined in the specification r eferenced in Appendix J-1, index 85.
The requirements of this clause are deemed to have been met by wheelsets having unworn 
S1002 or GV 1/40 profiles, as defined in the specification referenced in Appendix J-1, index 
86with spacing of active faces between 1420 mm and 1426 mm.EN 125 EN(2) For units designed to be operated on 1524 mm track gauge s ystem, the w heel profile 
and the distance between active faces of the wheels shall be selected with the 
following inputs:
Maximum vehicle operating 
speed (km/h)Equivalent coni city 
limit valuesTest conditions
(see table 14)
<=60 N/A N/A
>60 and 190 0.30 1, 2, 3, 4, 5 and 6
>190 and 230 0.25 1, 2, 3 and 4
>230 and 280 0.20 1, 2, 3 and 4
>280 and 300 0.10 3, 4, 7 and 8
>300 0.10 7 and 8
Table 13. Equivalent conicit y design limit values
Test 
condition no.Rail head profile Rail inclination Track gauge
1 rail section 60 E 1 1 in 40 1524 mm
2 rail section 60 E 1 1 in 40 1526 mm
3 rail section 60 E 2 1 in 40 1524 mm
4 rail section 60 E 2 1 in 40 1526 mm
5 Rail section 54 E1 1 in 40 1524 mm
6 Rail section 54 E1 1 in 40 1526 mm
7 rail section 60 E 1 1 in 20 1524 mm
8 rail section 60 E 1 1 in 20 1526 mm
Table 14. Track test conditions for equivalent conicity .All rail sections defined in the 
specification re ferenced in Appendix J-1, index 85
The requirements of this clause are deemed to have been met by wheelsets having unworn 
S1002 or GV 1/40 profiles, as defined in the specification referenced in Appendix J-1, index 
86, with spacing of active faces distance 1510.EN 126 EN(3) For units designed to be operated on 1668 mm track gauge system , equivalent 
conicity limits set in the table 15shall not be exceeded when the designed wheelset is 
modelled passing over the representative sample of track test conditions as specified
in table 16:
Maximum vehicle 
operating speed (km/h)Equivalent conicity limit 
valuesTest conditions 
(see table 16)
<=60 N/A N/A
>60 and <190 0.30 All
190 and  230 0.25 1and 2
>230 and 280 0.20 1and2
>280 and 300 0.10 1and 2
>300 0.10 1 and 2
Table 15. Equivalent conicity design limit values
Test 
condition No.Rail head profile Rail inclination Track gauge
1 Rail section 60 E 1 1 in 20 1668 mm
2 Rail section 60 E 1 1 in 20 1670 mm
3 Rail section 54 E1 1 in 20 1668 mm
4 Rail sectio n 54 E1 1 in 20 1670 mm
Table 16. Track test conditions for equivalent conicity . 
All rail sections defined in the specification referenced in Appendix J-1, index 85.
The requirements of this clause are deemed to have been met by wheelsets having unworn 
S1002 or GV 1/40 profiles, as defined in the specification referenced in Appendix J-1, index 
86with spacing of active faces between 1653 mm and 1659 mm.
6.2.3.7. Mechanical and geometric characteristics of wheelsets (clause 4.2.3.5.2.1)
Wheelset : 
(1) The demonstratio n of compliance for the assembly shall be based on the 
specification referenced in Appendix J-1, index 87, which define slimit values for the 
axial force, and the associated verification tests.
Axles :
(2) The demonstration of compliance for mechanical resistan ce and fatigue 
characteristics of the axle shall be in accordance with the specification referenced in 
Appendix J-1, index 88, clauses 4, 5 and 6 for non -powered axles, or the EN 127 ENspecification referenced in Appendix J-1, index 89, clauses 4, 5 and 6 for power ed 
axles.
The decision criteria for the permissible stress is specified in the specification 
referenced in Appendix J-1, index 88, clause 7 for non -powered axles, or the 
specification referenced in Appendix J-1, index 89, clause 7 for powered axles.
(3) The as sumption of the load conditions for the calculations shall be explicitly stated in 
the technical documentation as set out in clause 4.2.12 of this TSI .
Verification of the axles: 
(4) A verification procedure shall exist to ensure at the production phase that no defects 
may detrimentall y affect safet y due to an y change in the mechanical characteristics 
of the axles.
(5) The tensile strength of the material in the axle, the resistance to impact, the surface 
integrit y, the material characteristics and the material cl eanliness shall be verified. 
The verification procedure shall specify the batch sampling used for each 
characteristic to be verified.
Axle boxes/bearings:
(6) The demonstration of compliance for mechanical resistance and fatigue 
characteristics of the rolling bearing shall be in accordance with the specification 
referenced in Appendix J-1, index 90.
(7) Other conformity assessment method applicable to wheelsets, axles and wheels 
where the EN standards do not cover the proposed technical solution :
It is permi tted to use other standards where the EN standards do not cover the 
proposed technical solution; in that case the notified body shall verify that the 
alternative standards form part of a technicall yconsistent set of standards appli cable
to the design, construc tion and testing of the wheelsets , contai ning specific 
requirements for wheelset, wheels, axles and axle bearings covering:
• wheelset assembl y, 
• mechanical resistance ,
• fatigue characteristics ,
• permissible stress limits ,
• thermomechanical characteristics.
Onlystandards that are publicly available can be referred to in the demonstration 
required above. 
(8) Particular case of wheelsets, axles and axle boxes/bearings manufactured according 
to an existing design:
In the case of products manufactured according to a design developed and alread y 
used to place products on the market before the entry into force of relevant TSI s 
applicable to those products, the applicant is allowed to deviate from the conformity 
assessment procedure above, and to demonstrate conformity w ith the requirements of 
this TSI byreferring to design review and t ype examination performed for previous 
applications under comparable conditions; this demonstration shall be documented, 
and is considered as providing the same level of proof as module SB or design 
examination according to module SH1.EN 128 EN6.2.3.8. Emergency braking (clause 4.2.4.5.2)
(1) The braking performance which is subject to a test is the stopping distance as defined 
in the specification referenced in Appendix J-1, index 91. The deceleration is 
evalu ated from the stopping distance.
(2) Tests shall be carried out on dry rails at the following initial speeds (if lower than the 
maximum design speed): 30 km/h; 100 km/h ;120 km/h; 140 km/h; 160 km/h; 200 
km/h ; in steps not greater than 40 km/h from 200 km/h to maximum design speed of 
the unit.
(3) Tests shall be carried out for the load conditions of the unit “design mass in working 
order” “design mass under normal pay load” and “maximum braking load” (as 
defined in clause s4.2.2.10 and 4.2.4.5.2 ).
(4) Where 2 of the l oad conditions above lead to similar brake test conditions according 
to relevant EN standards or normative documents, it is allowed to reduce the number 
of tests conditions from 3 to 2. Test results shall be evaluated b y amethodology that 
takes into accou nt the following aspects:
• correction of the raw data.
• repeatability of the test: in order to validate a test result, the test is repeated 
several times; the absolute difference between results and the sta ndard 
deviation are evaluated.
6.2.3.9. Service braking (clau se 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 92. 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 condition of the unit being one of those defined in the 
clause 4.2. 4.5.2 .
(3) Test results shall be evaluated b y a methodology that takes into account the 
following a spects:
• correction of the raw data.
• 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.
6.2.3.10. Wheel slide protection system (clause 4 .2.4.6.2)
(1) If a unit is equipped with a WSP, a test of the unit in low adhesion conditions shall 
be carried out according to the specification referenced in Appendix J-1, index 93, in 
order to validate the performance of the WSP system (maximum extension of the 
stopping distance compared to stopping distance on dry rail) when integrated in the 
unit.
6.2.3.11. Sanitary systems (clause 4.2.5.1)
(1) In case the sanitary system allows the release of fluids to the environment (e.g. on the 
tracks), the assessment of conformity maybe based on previous in -service testing 
when the following conditions are met:EN 129 EN• The results of the in service tests were obtained on ty pes of equipment which 
have an identical treatment method. 
• The conditions of test are similar as the ones that may beassumed for the unit 
under assessment, with regard to loading volumes, environmental conditions, 
and all other parameters which will influence the efficiency and effectiveness 
of the treatment process.
If suitable in -service testing results are lacking, t ype tests shall be performed. 
6.2.3.12. Internal air quality (clause 4.2.5.8 and clause 4.2.9.1.7)
(1) Conformity assessment of the CO 2-levels is permitted to be established by  
calculation of fresh air ventilation volumes assuming an outside air quality  
containing 400 ppm CO 2and an emission of 32 grams of CO 2per passenger per 
hour. The number of passengers to be taken into account shall be derived from the 
occupation under the load condition ‘design mass under normal pay load’, as 
stipulated in clause 4.2.2.10 of this TSI.
6.2.3.13. Slipstream effects on passengers on platform and on workers trackside (clause 
4.2.6.2.1)
(1) Conformity shall be assessed on the basis of full -scale tests on straight track. The 
vertical distance between the top of the rail and the surrounding ground lev el up to 
3m from the track centre shall be within the range of 0,50 m and 1,50 m below the 
top of the rail. The values of u 2are the upper bound of the 2 confidence interval of 
the maximum resultant induced air speeds in the horizontal plane at the above
measurements positions. These shall be obtained from at least 20 independent and 
comparable test samples with ambient wind speeds less than or equal to 2 m/s.
U2is given by :
U2=  + 2 
with
 mean value of all air speed measurements U i, for i train p assages, where i 20
 standard deviation of all air speed measurements U i, for i train passages, where 
i20
(2) The measurements shall consist of the time period starting 4s second before the 
passing of the first axle and continue until 10 s after the last axl e has passed.
The tested train speed vtr,test. 
Vtr,test = vtr,ref, or 
vtr,test = 250 km/h or vtr,max whichever is lower. 
At least 50 % of the train passages shall be within ± 5 % of the v tr,testand all train 
passages shall be within ± 10 % of the v tr,test.
(3) All valid measurements shall be used in th e post processing of the data. 
Each measurement U m,ishall be corrected :
Ui= U m,i* vtr,ref/vtr,i 
where v tr,i is the train speed for tes t run i and v tr,refis the reference train speed.
(4) The test site shall be free from any obejcts providing from sheltering against the 
train-induced air flow. EN 130 EN(5) Meteorological conditions during tests shall be observed as per the specification 
referenced in Appendix J-1, index 94 . 
(6) Sensors, accuracy , selection of valid data and processing of the data shall be in 
accordance with the specification referenced in Appendix J-1, index 94 .
6.2.3.14. Head pressure pulse (clause 4.2.6.2.2)
(1) Conformity shall be assessed on the basis of full -scale tests under conditions 
specified in the specificatio n referenced in Appendix J-1, index 95, clause 5.5.2. 
Alternativel y conformity maybe assessed by means of either validated 
Computational Fluid Dynamics (CFD) simulations as described in the specification 
referenced in Appendix J-1, index 95, clause 5.3 or as an additional alternative 
conformity is permitted to be assessed by moving model tests as specified in the 
specification referenced in Appendix J-1, index 95, clause 5.4.3.
6.2.3.15. Maximum pressure variations in tunnels (clause 4.2.6.2.3)
(1) Conformity shall be p roven on the basis of full -scale tests, carried out at reference 
speed or at a higher speed in a tunnel with a cross -sectional area as close to the 
reference case as possible. Transfer to the reference condition shall be done with 
validated simulation soft ware.
(2) When assessing conformity of whole trains or trainsets, assessment shall be made 
with the maximum length of the train or coupled trainsets up to 400 m.
(3) When assessing conformity of locomotives or driving coaches, assessment shall be 
done on a basis o f two arbitrary train compositions of minimum length 150 m, one 
with a leading locomotive or driving coach (to check the pN) and one with a 
locomotive or a driving coach at the end (to check pT). pFr is set to 1250 Pa (for 
trains with vtr,max < 250 km/h ) or to 1400 Pa (for trains with vtr,max  250 km/h).
(4) When assessing conformity of coaches onl y, assessment shall be done on the basis of 
one 400 m long train.
(5) pN is set to 1750 Pa and pT to 700 Pa (for trains with vtr,max < 250 km/h) or to 
1600 Pa and 1 100 Pa (for trains with vtr,max  250 km/h).
(6) For the distance xp between the entrance portal and the measuring position, the 
definitions of pFr, pN, pT, the minimum tunnel length and further information 
about the derivation of the characteristic pressur e variation, see the specification 
referenced in Appendix J-1, index 96.
(7) The pressure change due to altitude changes between the entry and the exit point in 
the tunnel shall not be taken into account in the assessment.
6.2.3.16. Cross wind (clause 4.2.6.2.4)
Conform ityassessment is fully specified in clause 4.2.6.2.4 
6.2.3.17. Warning Horn sound pressure levels (clause 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 97.
6.2.3.18. Maximum power and current from the overhead contact line (clause 4.2.8.2.4)
(1) Conformity assessment shall be carried out in accordance with the specification 
referenced in Appendix J-1, index 98. EN 131 EN6.2.3.19. Power factor (clause 4.2.8.2.6)
(1) Conformity assessment shall be carried out according to the specification referenced 
in Appendix J-1, index 99.
6.2.3.20. Current collection d ynam ic behaviour (clause 4.2.8.2.9.6)
(1) When a pantograph, holding an EC declaration of conformity or suitability for use as 
IC, is integrated in a rollin g stock unit which is assessed according to the LOC&PAS 
TSI, dynamic tests shall be carried out in order to measure the mean contact force 
and standard deviation or the percentage of arcing, in accordance with the 
specification referenced in Appendix J-1, index 100 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 wit h 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 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 design speed of the unit. The interval between successive tests shall be 
no greater than 50 km/h.
(4) During the t est, the static contact force shall be adjusted for each particular power 
supply system within the range, as specified in clause 4.2.8.2.9.5).
(5) The measured results shall be in accordance with the clause 4.2.8.2.9.6 for either 
mean contact force and standar d deviation or percentage of arcing.
6.2.3.21. Arrangement of pantographs (clause 4.2.8.2.9.7)
(1) The characteristics related to the dy namic behaviour of the current collection shall be 
verified as specified in clause 6.2. 3.20above.
6.2.3.22. Windscreen (clause 4.2.9.2)
(1) The cha racteristics of the windscreen shall be verified as specified in the 
specification referenced in Appendix J-1, index 101.
6.2.3.23. Fire detection s ystems (clause 4.2. 10.3.2 )
(1) Therequirement 4.2.10.3.2 (1) shall be deemed to be satisfied b y the verification that 
therolling stock isequipped with a fire detection sy stem in the following areas:
• technical compartment or cabinet, sealed or not sealed, containing electrical 
supply line and/or traction circuit equipment ,
• technical area with a combustion engine ,
• in sleepin g cars, sleeping compartments, staff compartments and gangway s and 
their adjacent combustion heating equipment.
6.2.4. Project phases where assessment is required
(1) It is detailed in Appendix H of this TSI in which phase of the project an assessment 
shall be done:EN 132 EN• Design and development phase:
– Design review and/or design examination
– Type test: test to verify the design, if and as defined in the section 4.2.
• Production phase: routine test to verify the conformity of production.
The entit y in charge of the assessment of the routine tests is determined 
according to the assessment module chosen.
(2) The Appendix His structured according to the section 4.2, which defines the 
requirements and their assessment applicable to the rolling stock sub -system; where 
relevant, a refer ence to a sub -clause of the clause 6.2.2.2 above is also given. 
In particular, where a type test is identified in the Appendix H, the section 4.2 shall 
be considered for the conditions and requirements related to this test. 
(3) Where several EC verifications (e.g. against several TSIs addressing the same sub -
system) require verification based on the same production assessment (module SD or 
SF), it is allowed to combine several SB module assessments with one production 
module assessment (SD or SF). In this cas e, ISVs shall be issued for the design and 
development phases according to module SB.
(4) If module SB is used, the validity of the EC declaration of intermediate subsy stem 
conformity shall be indicated in accordance with the provisions for phase B of clause 
7.1.3 ‘Rules related to the EC verification’, of this TSI .
6.2.5. Innovative solutions
(1) If rolling stock includes an innovative solution (as defined in clause 4.1.1), the 
applicant shall state the deviations from the relevant provisions of the TSI , and 
submit them to the Commission for analy sis. 
In case the anal ysis results in a favourable opinion, the appropriate functional and 
interface specifications as well as the assessment methods which are necessary to be 
included in the TSI in order to allow this solution w ill be developed.
(2) The appropriate functional and interface specifications and the assessment methods 
so produced shall then be incorporated in the TSI by the revision process. 
(3) Bythe notification of a decision of the Commission, taken in accordance with A rticle 
29 of Directive 2008/57/EC, the innovative solution may be permitted to be used 
before being incorporated into the TSI bythe revision process.
6.2.6. Assessment of documentation requested for operation and maintenance
(1) According to Article 18 (3) of Direct ive2008/57/EC , a Notified Body shall be 
responsible for compiling the technical file, containing the documentation requested 
for operation and maintenance.
(2) The Notified Bod y shall verify only that the documentation requested for operation 
and maintenance, as defined in clause 4.2.12 of this TSI , is provided. The Notified 
Body is not required to verify the information contained in the documentation 
provided.
6.2.7. Assessment of units intended to be used in general operation
(1) Where a new, upgraded or renewed unit t o be used in general operation is subject to 
assessment against this TSI (in accordance with clause 4.1.2), some of the TSI 
requirements require a reference train for their assessment. This is mentioned in the EN 133 ENrelevant provisions of section 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 section 4.2 of this TSI .
(2) The area of use in terms of type of RST which, coupled with the unit to be assessed, 
ensures t hat the train is compliant with the TSI is not verified b y the Notified Bod y.
(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 clause 
4.2.2.5 of the OPE TSI (train composition) .
6.2.8. Assessment of units intended to be used in pre -defined formation(s)
(1) Where a new, upgraded or renewed unit to be included in pre -defined format ion(s) is 
subject to assessment (in accordance with chapter 4.1.2), the EC certificate of 
verification shall identify the formation(s) for which the assessment is valid: the ty pe 
of RST coupled with the unit to be assessed, number of vehicles in the format ion(s), 
arrangement of the vehicles in the formation(s) that will ensure that the train 
formation will be compliant with this TSI . 
(2) TSIrequirements at train level shall be assessed with use of a reference train 
formation when and as specified in this TSI .
(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.
6.2.9. Particular case: Assessment of units intended to be included in an e xisting fixed 
formation
6.2.9.1. Context
(1) This particular case of assessment applies in case of replacement of a part of a fixed 
formation, which has already been placed in service.
Two cases are described below, depending on the TSI status of the fixed formation.
The part of the fixed formation subject to the assessment is called “unit” in the text 
below.
6.2.9.2. Case of a TSI compliant fixed formation
(1) Where a new, upgraded or renewed unit to be included in an existing fixed formation 
is subject to assessment against this T SI, and a valid EC certificate of verification for 
the existing fixed formation is available, a TSI assessment only for the new part of 
the fixed formation is required in order to update the certificate of the existing fixed 
formation, which is considered as renewed (see also clause 7.1.2.2).
6.2.9.3. Case of a non -TSIcompliant fixed formation
(1) Where a new, upgraded or renewed unit to be included in an existing fixed formation 
is subject to assessment against this TSI , and a valid EC certificate of verification for 
the existing fixed formation is not available, the EC certificate of verification shall 
state that the assessment does not cover the TSI requirements applicable to the fixed 
formation, but only the assessed unit.EN 134 EN6.3. Subsystem containing Interoperability const ituents not holding an EC 
declaration
6.3.1. Conditions
(1) During the transition alperiod until 1 June 2017 [Article 8 mentions a transitional 
period of 6 y ears from 1 January 2014] , a Notified Body is permitted to issue an EC 
certificate of verification for a subs ystem, even if some of the interoperability 
constituents incorporated within the subs ystem are not covered by the relevant EC 
declarations of conformity or suitability for use according to this TSI (non -certified 
ICs), if the following criteria are complied with: 
(a) The conformit y of the subsystem has been checked against the requirements of 
section 4 and in relation to sections 6.2 to 7(except ‘Specific cases’) of this TSI 
bythe Notified Bod y. Furthermore the conformity of the I Cs to sections 5 and 
6.1 does n ot apply , and
(b) The interoperability constituents, which are not covered by the relevant EC 
declaration of conformity or suitability for use, have been used in a subs ystem 
alread y approved and put in service in at least one of the Member States before 
the da te of application of this TSI . 
(2) EC declarations of conformity or suitability for use shall not be drawn up for the 
interoperabilit y constituents assessed in this manner.
6.3.2. Documentation
(1) The EC certificate of verification of the subs ystem shall indicate clear lywhich 
interoperabilit y constituents have been assessed by the Notified Bod y as part of the 
subsy stem verification.
(2) The EC declaration of verification of the subs ystem shall indicate clearl y:
(a) Which interoperability constituents have been assessed as part of the 
subsy stem;
(b) Confirmation that the subsy stem contains the interoperability constituents 
identical to those verified as part of the subs ystem;
(c) For those interoperability constituents, the reason(s) wh y the manufacturer did 
not provide an EC declaratio n of conformity or suitability for use before its 
incorporation into the subsy stem , including the application of national rules 
notified under Article 17 of Directive 2008/57/EC.
6.3.3. Maintenance of the subsystems certified according to clause 6.3.1
(1) During the transition period as well as after the transition period has ended, until the 
subsy stem is upgraded, renewed (taking into account the MS’s decision on 
application of TSIs), the interoperability constituents which do not hold an EC 
declaration of conformity or suitability for use and of the same t ype are permitted to 
be used as maintenance related replacements (spare parts) for the subsystem, under 
the responsibility of the ECM.
(2) In an y case the ECM must ensure that the components for maintenance related 
replacements are suitable for their applications, are used within their area of use, and 
enable interoperability to be achieved within the rail sy stem while at the same time 
meeting the essential requirements. Such components must be traceable and certified EN 135 ENinaccordance with any national or international rule, or any code of practice widely 
acknowledged in the railway domain.
7. IMPLEMENTATION 
7.1. General rules for implementation
7.1.1. Application to newly built rolling stock
7.1.1.1. General
(1) This TSI is applicable to all units of rolling stock in its scope which are placed in 
service after the date of application set out in Article 12, except where clause 7.1.1.2 
“Transition p hase” or clause 7.1.1.3 “Application to OTMs” or clause 7.1.1. 4
“Application to vehicle designed to be ope rated solely on 1520 mm sy stem ”below 
apply . 
(2) This TSI does not apply to units of existing rolling stock which are already placed in 
service on the network (or part of the network) of one Member State at the time 
when the TSI becomes applicable , as long as theyare not upgraded or renewed (see 
clause 7.1.2).
(3) Anyrolling stock which is produced according to a design developed after the date 
of application of this TSI shall be compliant with this TSI .
7.1.1.2. Transition phase
7.1.1.2.1 Application of the TSIduring transition phase
(1) A significant number of projects or contracts, which started before the date of 
application of this TSI, may lead to the production of rolling stock which does not 
fully comply with this TSI .For rolling stock concerned by those projects o r 
contracts, and in accordance with point (f) of Article 5(3 ) ofDirective 2008/57/EC , a 
transition p hase is defined, during which the application of this TSI is not mandatory .
(2) This transition p hase applies to:
• Projects at advanced stage of development, as defined in the clause 7.1.1.2.2
• Contracts in course of performance, as de fined in the clause 7.1.1.2.3
• Rolling stock of an existing design, as de fined in clause 7.1.1.2.4.
(3) The application of this TSI to rolling stock which falls under one of the three cases
above is not mandatory  if one of the following conditions is met : 
• In case the rolling stock is in the scope of the HS RST TSI 2008 or of the CR 
LOC&PAS TSI 2011, the relevant TSI(s), including implementation rules and 
period of validity of the “ty pe or design examination certificate” (7 years) are 
applied.
• In case the rolling stock is in the scope of neither the HS RST TSI 2008 northe 
CR LOC&PAS TSI 2011 :the authorisation for placing in service is delivered 
during a transition period ending 6 years af ter the date of application of this 
TSI.
(4) During the transition phase, if the applicant chooses not to apply this TSI , it is 
reminded that the other TSI s (see section 2.1) and/or notified national rules apply 
according to their respective scopes and impleme ntation rules for the authorisation 
for placing in service in accordance with Articles 22 to 25 of Directive 2008/57/EC.EN 136 ENIn particular, TSIs to be repealed b y this TSI continue to apply , under the conditions 
stated in Article XX of Commission Decision for thisTSI.
7.1.1.2.2 Definition of Projects at advanced stage of development
(1) Rolling stock is developed and produced under a project at an advanced stage of 
development in accordance with the definition in A rticle 2of the Directive [which 
Directive?] . 
(2) The project shall be at an advanced stage of development at the date of application of 
this TSI .
7.1.1.2.3 Definition of Contracts in course of performance
(1) Rolling stock is developed and produced under a contract which is signed before the 
date of application of this TSI .
(2) The applicant has to bring evidence of the date of signature of the original contract 
applicable. The date of any addenda in the form of changes to an original contract 
shall not be taken into account when defining the date of signature of the contract in 
question.
7.1.1.2.4 Definition of Rolling Stock of an existing design
(1) Rolling stock is produced according to a design developed before the date of 
application of th isTSI, and which therefore has not been assessed according to this 
TSI.
(2) For th e purpose of this TSI , a rolling stock can be qualified as “built according to 
existing design” when one of the two following conditions is met:
• The applicant can prove that the newly built rolling stock will be produced 
according to a documented design th at has already been used to produce a 
rolling stock which has been authorised to be placed into service in a Member 
State before the date of application of this TSI .
• The manufacturer or the applicant can prove that the project was in pre -
production phase, or in series production at the date of application of this TSI . 
In order to prove this, at least one protot ype shall be in assembly phase with an 
existing identifiable body shell, and components alread y ordered from sub -
suppliers shall represent 90% of the total value of components. 
The Applicant shall demonstrate to the NSA that the conditions spelled out under the 
respective bullet point in this clause (depending on the situation at hand) are met.
(3) For modifications to an existing design, the following ru les apply until 1 June 2017: 
• Incase of design modifications strictly limited to those necessary to ensure the 
technical compatibility of the rolling stock with fixed installations 
(corresponding to interfaces with infrastructure, energy, or control -comma nd 
and signalling subsystems), the application of this TSI is not mandatory .
• In case of other design modifications, the present clause related to “existing 
design” does not appl y.
7.1.1.3. Application to mobile equipment for railway infrastructure construction and
maintenance 
(1) The application of this TSI to mobile railway infrastructure construction and 
maintenance equipment (as defined in Sections 2.2 and 2.3) is not mandatory . EN 137 EN(2) The conformit y assessment process as described in the clause 6.2.1 may be used b y 
appli cants on a voluntary basis in order to establish an EC declaration of verification
against this TSI ; this EC declaration of verification shall be recognised as such by 
Member States.
(3) Incase the applicant chooses not to apply this TSI , the mobile railway infrastructure 
construction and maintenance equipment maybe authorised in accordance with 
Article 24 or 25 of Directive 2008/57/EC .
7.1.1.4. Application to vehicles designed to be operated solely on the 1520 mm s ystem
(1) The application of this TSI to vehicles designe d to be operated solel y on the 1520 
mm sy stem is not mandatory during a transition period ending sixyears after the date 
of application of this TSI.
(2) The conformit y assessment process as described in the clause 6.2.1 may be used b y 
applicants on a voluntar y basis in order to establish an EC declaration of verification
against this TSI ; this EC declaration of verification shall be recognised as such by 
Member States.
(3) In case the applicant chooses not to apply this TSI , the vehicle maybe authorised in 
accord ance with Article 24 or 25 of Directive 2008/57/EC .
7.1.1.5. Transitional measure for fire safet y requirement
(1) During a transitional period ending three years after the date of application of this 
TSI, it is permitted, as an alternative to material requirements spe cified in clause 
4.2.10.2.1 of the present TSI , to apply  the verification of conformity to the material 
fire safet y requirements of the notified national rules (using the appropriate operation 
category ) from one of the following sets of standards:
(2) The Brit ish standards BS6853, GM/RT2130 issue 3.
(3) The French standards NF F 16 -101:1988 and NF F 16 -102/1992.
(4) The German standard DIN 5510 -2:2009 including toxicity measurements. 
(5) The Italian standards UNI CEI 11170 -1:2005 and UNI CEI 11170 -3:2005.
(6) The Polish stand ards PN -K-02511:2000 and PN -K-02502:1992.
(7) The Spanish standard DT-PCI/5A.
(8) During this period, it is permitted to substitute individual materials by materials 
which are compliant with EN 45545 -2:2013 (as specified in clause 4.2.10.2.1 of the 
present TSI) .
7.1.1.6. Transitional measure for noise requirements specified in the HS RST TSI 2008
(1) For units of maximum design speed higher than or equal to 190 km/h intended to be 
operated on the High Speed TEN network, requirements defined in clause 4.2.6.5 
“Exterior noise” a nd in clause 4.2.7.6 “Interior noise” of the HS RST TSI 2008 shall 
apply .
(2) This transitional measure is applicable until a revised TSI Noise covering all ty pes of 
rolling stock is applicable.
7.1.1.7. Transitional measure for crosswind requirements specified in the HS RST TSI 2008
(1) For units of maximum design speed higher than or equal to 250 km/h intended to be 
operated on the High Speed TEN network, it is permitted to apply requirements EN 138 ENdefined in clause 4.2.6.3 “Crosswind” of the HS RST TSI 2008, as specified in 
clause 4.2.6.2.4 of the present TSI.
(2) This transitional measure is applicable until revision of the clause 4.2.6.2.4 of the 
present TSI.
7.1.2. Renewal and upgrade of existing rolling stock
7.1.2.1. Introduction 
(1) This clause provides information which relates to Article 2 0 of Directive
2008/57/EC .
7.1.2.2. Renewal 
The Member State shall use the following principles as a basis for determining the application 
of this TSI in case of renewal:
(1) A new assessment against the requirements of this TSI is onl y needed for the basic 
parameters in this TSI which may have their performance influenced by the 
modification(s).
(2) For existing non -TSI compliant rolling stock, when during the renewal it is not 
economicall y feasible to fulfil the TSI requirement, the renewal could be accepted if 
it is evi dent that a basic parameter is improved in the direction of the TSI defined 
performance.
(3) National migration strategies related to the implementation of other TSI s (e.g. TSI s 
covering fixed installations) may have an impact to what extent this TSI needs to be 
applied.
(4) For a project including elements not being TSI conform, the procedures for the 
assessment of conformity and EC verification to be applied should be agreed with the 
Member State.
(5) For existing non -TSI compliant design of rolling stock, the replac ement of a whole 
unit or (a) vehicle(s) within a unit (e.g. a replacement after a severe damage; see also 
clause 6.2. 9) does not require a conformity assessment against this TSI , as long as 
the unit or the vehicle(s) are identical to the ones they replace. Such units must be 
traceable and certified in accordance with an y national or international rule, or an y 
code of practice widel y acknowledged in the railway domain.
(6) For the replacement of TSI conform units or vehicles, a conformit y assessment 
against this TSIis required. 
7.1.2.3. Upgrade
The Member State shall use the following principles as a basis for determining the application 
of this TSI in case of upgrade:
(1) Parts and basic parameters of the subs ystem that have not been affected by the 
upgrading works are exe mpt from conformity assessment against the provisions in 
this TSI .
(2) A new assessment against the requirements of this TSI is onl y needed for the basic 
parameters in this TSI which have their performance influenced by the 
modification(s).EN 139 EN(3) When during the upg rade it is not economically feasible to fulfil the TSI 
requirement, the upgrade could be accepted if it is evident that a basic parameter is 
improved in the direction of the TSI defined performance.
(4) Guidance to the Member State for those modifications that are deemed to be 
upgrades is given in the application guide. 
(5) National migration strategies related to the implementation of other TSI s (e.g. TSI s 
covering fixed installations) may have an impact to what extent this TSI needs to be 
applied.
(6) For a project including elements not being TSI conform, the procedures for the 
assessment of conformity and EC verification to be applied should be agreed with the 
Member State.
7.1.3. Rules related to the type or design examination certificates
7.1.3.1. Rolling stock subsy stem
(1) This clause concerns a rolling stock t ype (unit type in the context of this TSI), as 
defined in Article 2(w) of Directive 2008/57/EC, which is subject to a EC type or 
design verification procedure in accordance with the section 6.2 of this TSI.
(2) The TSI assessme nt basis for a ‘t ype or design examination’ is defined in columns 2 
and 3 (design and development phase) of Appendix H of this TSI .
Phase A
(3) Phase A starts once a notified body , which is responsible for EC verification, is 
appointed by the applicant and end s when the EC ty pe examination certificate is 
issued.
(4) The TSI assessment basis for a t ype is defined for a phase A period, with a duration 
of maximum seven years. During the phase A period the assessment basis for EC 
verification to be used b y the notified body will not change. 
(5) When a revised version of this TSI comes into force during the phase A period, it is 
permissible (but not mandatory )to use the revised version , either totally or for 
particular sections; in case of application limited to particular sections, the applicant 
has to justify and document that applicable requirements remain consistent, and this 
has to be approved b y the notified body .
Phase B
(6) The phase B period defines the period of validity of the t ype examination certificate 
once it is issued by the notified body . During this time, units may be EC certified on 
the basis of conformity to type.
(7) The ty pe examination certificate of EC verification for the subsy stem is valid for a 
seven year phase B period after its issue date, even if a revi sion of this TSI comes 
into force. During this time, new rolling stock of the same t ype is permitted to be 
placed in service on the basis of an EC declaration of verification referring to the 
type certificate of verification.
Modifications to a type or des ign already bearing an EC certificate of verification
(8) For modifications to a rolling stock ty pe alread y bearing a type or design 
examination certificate of verification, the following rules appl y:EN 140 EN• The changes are permitted to be dealt with by onl y re-asses sing those 
modifications which influence the basic parameters of the latest revision of this 
TSIin force at that time.
• In order to establish the certificate of EC verification, the notified bodyis 
permitted to refer to: 
– The original t ype or design exami nation certificate for parts of the design 
that are unchanged, as far as it is still valid (during 7 years phase B 
period).
– Additional ty pe or design examination certificate (amending the original 
certificate) for modified parts of the design which influen ce the basic 
parameters of the latest revision of this TSI in force at that time.
7.1.3.2. Interoperability constituents 
(1) This clause concerns a interoperability constituent which is subject to ty pe 
examination (module SB) or to suitability for use (module CV).
(2) The type or design examination or suitability for use certificate is valid for a five 
year period. During this time, new constituents of the same t ype are permitted to be 
placed into service without a new type assessment. Before the end of the five -year 
perio d, the constituent shall be assessed according to the latest revision of this TSI in 
force at that time, for those requirements that have changed or are new in comparison 
to the certification basis.
7.2. Compatibility with other subsystems
(1) ThisTSIhas been dev eloped with consideration of other subsy stems being compliant 
to their respective TSIs. Accordingl y, interfaces with the fixed installations 
infrastructure, energy and control -command subsy stems are addressed for 
subsy stems compliant with the TSI Infrastru cture, the TSI  Energy  and the TSI CCS .
(2) Following this, the implementation methods and phases concerning rolling stock 
depend on the progress of implementation of the TSI Infrastructure, the TSI  Energy 
and the TSI CCS .
(3) Furthermore, TSIs covering the fixed i nstallations allow for a set of different 
technical characteristics (e.g. “traffic code” in TSI Infrastructure, “power suppl y 
system” in TSI Energy ). 
(4) For rolling stock, the corresponding technical characteristics are recorded in the 
“European register of authorised ty pes of vehicles”, according to Article 34 of 
Directive 2008/57/EC and Commission Implementing Decision 2011/665/EU of 4 
October 2011 on the European register of authorised ty pes of vehicles ( see also 
section 4.8 of this TSI ).
(5) For fixed install ations, they are part of the main features recorded in the “Register of 
infrastructure”, according to Article 35 of Directive 2008/57/EC and Commission 
Decision 2011/633/EU on the common specification of the register of railway  
infrastructure.
7.3. Specific cas es
7.3.1. General 
(1) The specific cases, as listed in the following clause, describe special provisions that 
are needed and authorised on particular networks of each Member State. EN 141 EN(2) These specific cases are classified as:
“P” cases: “permanent” cases. 
“T” cases: “t emporary ” cases, where it is planned that the target system is reached in 
the future.
(3) Anyspecific case applicable to the rolling stock in the scope of this TSI shall be 
addressed in this TSI.
(4) Certain specific cases are in interface to other TSIs. Where a clause in this TSI refers 
to another TSI to which a specific case is applicable, or where a specific case is 
applicable to the rolling stock as a consequence of a specific case declared in another 
TSI, these are also described in this TSI . 
(5) Moreover, some specific cases do not prevent the access to the national network to 
TSIcompliant rolling stock. In that case, it is explicitly stated in the concerned 
section of the clause 7.3.2 below.
7.3.2. List of specific cases
7.3.2.1. Mechanical interfaces (4.2.2.2)
Specific case Ireland (“P”)
End coupling, height above rail (clause 4.2.2.2.3, Annex A)
A.1 Buffers
The height of the centre line of the buffers shall be between 1090 mm (+5 / -80 mm) above 
rail level in all loading and wear conditions . 
A.2 Screw coupling
The height o f the centre line of the draw hook shall be between 1070 mm (+25 / -80 mm)
above rail level in all loading and wear conditions.
Specific case United Kingdom (Great Britain )(“P”)
Staff access for coupling and uncoupling (clause 4.2.2.2.5)
It is permissibl e for units fitted with manual coupling s ystems (as per clause 4.2.2.2.3 b) to 
alternativel y compl y with the national technical rules notified for this purpose.
This specific case does not prevent the access of TSI compliant rolling stock to the national 
network.
7.3.2.2. Gauging (4.2.3.1)
Specific case Ireland and UK for 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 pu rpose.
Specific case the United Kingdom (Great Britain ) (“P”)
For technical compatibility with the existing network i t is permissible for the profile of the 
upper and the lower part of the unit together with the pantograph gauge to alternatively be 
establ ished in accordance with the national technical rules notified for this purpose.
This specific case does not prevent the access of TSI compliant rolling stock to the national 
network.EN 142 EN7.3.2.3. Rolling stock requirements 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 (1524mm track gauge) which 
depends on track side equipment for axle bearing condition monitoring, the target areas on the 
underside of an axle box that shall r emain 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 dimensions in clauses 5.1 and 5.2 of EN 15437 -1:2009 are rep laced respectivel y 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:
– WTA, greater than or equal to 50 mm
– LTA, greater than or equal to 200 mm
– YTA shall be 1045 mm to 1115 mm
– WPZ, greater than or equal to 140 mm
– LPZ, greater than or equal to 500 mm
– YPZ shall be 1080 mm ± 5 mm
Dimensions for the target area II:
– WTA, greater than or equal to 14 mm
– LTA, greater than or equal to 200 mm
– YTA shall be 892 mm to 896 mm
– WPZ, greater than or equal to 28 mm
– LPZ, greater than or equal to 500 mm
– YPZ shall be 894 mm ± 2 mm
Specific case Ireland and UK for Northern Ireland (“P”)
Rolling stock that depends on track side equipment for axle bearing condition mo nitoring, 
shall meet the following the target areas on the underside of an axle box (dimensions as 
defined in EN 15437 -1:2009 ) :
YTA
[mm]WTA[mm]LTA
[mm]YPZ
[mm]WPZ[mm]LPZ
[mm]
1600 
mm1110±2 70 180 1110±2 125 500
Table 18 . Target area
Specific case Portugal (“P”)
For units intended to operate on Portuguese network ( 1668 mm track gauge )and which 
depends on track side equipment for axle bearing condition monitoring, the target area that EN 143 ENshall remain unobstructed to permit observation by a trackside HABD and its position related 
to centre line vehicle shall be the following:
– YTA = 1 000 mm (lateral position of the centre of the target area relative to the 
centre line of the vehicle)
– WTA  65 mm (lateral width of the target area)
– LTA  100 mm (longitudinal length of the target area)
– YPZ = 1 000 mm (lateral position of the centre of the prohibitive zone relative to the 
centre line of the vehicle)
– WPZ  115 mm (lateral width of the prohibitive zone)
– LPZ  500 mm (longitudinal length of the prohibitive zone)
Specific case Spain (“P”)
For rolling stock intended to be used on the Spanish network ( 1 668 mm track gauge )and 
which depends on track side equipment for axle bearing condition monitoring, the zone 
visible to the trackside equipment on rolling stock shall be the area as defined in EN 15437 -
1:2010 clauses 5.1 and 5.2 considering the following values instead of the stated ones:
– YTA = 1 176 ± 10 mm (lateral position of the centre of the target area relative to the 
centre line of the vehicle)
– WTA  55 mm (lateral width of the target area)
– LTA  100 mm (longitudinal length of the target area)
– YPZ = 1 176 ± 10 mm (lateral position of the centre of the prohibitive zone relative 
to the centre line of the vehicle)
– WPZ  110 mm (lateral width of the proh ibitive zone)
– LPZ  500 mm (longitudinal length of the prohibitive zone) pantograph head 
geometry (4.2.8.2.9.2)
Specific case Sweden (“T”)
This specific case is applicable to all units which are not fitted with onboard axle bearing 
condition monitoring equ ipment and are intended for operation on lines with non -upgraded 
axle bearing detectors. These lines are indicated in the infrastructure register as being non -TSI 
compliant in this respect.
The two zones underneath the axle box/journal set out in table belowreferring to the 
parameters of the standard EN 15437 -1:2009 shall be free to facilitate vertical monitoring by  
trackside axle box detection sy stem:
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
Table 19. Target and prohibitive zone for units intended to be operated in Sweden
The compatibility with these s ystems shall be set out in the technical file for the vehicle .EN 144 ENSpecific case t he United Kingdom (Great Britain) (“P”) 
It is permissible to establish the compatibility with trackside equipment other than that 
defined in the specification referenced in Annex J -1, index 15. Insuch a case, the 
characteristics of the trackside equipmen t the unit is compatible with shall be described in the 
technical documentation (in accordance with point (4) of clause 4.2.3.3.2).
7.3.2.4. Safety against derailment running on twisted track (4.2.3.4.1)
Specific case United Kingdom (Great Britain )(“P”) 
It is per missible for all units and cases to use Method 3 set out in EN14363:2005 clause 
4.1.3.4.1.
This specific case does not prevent the access of TSI compliant rolling stock to the national 
network.
7.3.2.5. Running d ynamic behaviour (4.2.3.4.2, 6.2.3.4, ERA/TD/2012 -17/INT)
Specific case Finland (“P”)
The following modifications to the running dynamic behaviour clauses of the TSI applies to 
vehicle to be operated solely on Finnish 1524 mm network :
– Test zone 4 is not applicable for running d ynamic testing .
– Mean value of curve radius of all track sections for test zone 3 shall be 550 ±50 
metres for running d ynamic testing.
– Track qualit y parameters in running d ynamics testing shall be according to RATO 13 
(Track inspection).
– Measuring methods are according to EN 13848:2003+ A1.
Specific case Ireland and UK for 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 d ynamic 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  Rm < 400 m.
The limit value shall be: (Yqst)lim = 66 kN.
The limit value shall be evaluated in accordance with ERA/TD/2012 -17/INT except for the 
formula in clause 4.3.11.2 which shall be taken to be (11550 m / Rm -33) instead.
Inaddition t he cant deficiency threshold to be considered for appl ying the EN 15686:2010 
shall be 190 mm.
Specific case the United K ingdom (Great Britain) (“P”)
For technical compatibility with the existing network it is permissible to use national technical 
rules amending EN 14363 and the ERA/TD/2012 -17/INT requirements and notified for the 
purpose of running d ynamic behaviour .This s pecific case does not prevent the access of TSI 
compliant rolling stock to the national network.EN 145 EN7.3.2.6. Mechanical and geometric characteristics of wheelset and wheel (4.2.3.5.2.1 and 
4.2.3.5.2.2)
Specifc case Estonia, Latvia and Lithuania 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.
DesignationWheel diameter 
D (mm)Minimum 
value (mm)Maximum 
value (mm)
Width of the rim (B R+Burr)
400  D  1220130 146
Thickness of the flange (S d) 21 33
Height of the flange (S h) 28 32
Table 20-In-service limits of the geometric dimensions of wheel
Specifc 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 1 520 
network, it is allowed to use special wheelsets designed to accommodate the differences in 
track gauges.
Specifc case Ireland (“P”)
The geometrical dimensions of the wheels (as defi ned in Figure 2 )shall be compliant with 
limit values specified in the table 21:1600 mmWidth 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 -
Table 21 -In-service limits of the geometric dimensions of wheel
Specific case UK for N orthern 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 146 EN1600 mmFront -to-front dimension 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 -
Table 22 -In-service limits of the geometric dimensions of wheelsets and wheel
Specific case Spain (“P”)
The minimum value of t hickness of the flange (S d)for wheel diameter D > 840 mm shal l be 
taken as 25 mm.
For wheel diameters 330 mm  D < 840 mm, the minimum value shall be taken as 27,5 mm.
Specific case United Kingdom (Great Britain ) (“P”)
It is permissible for the geometrical dimensions of the wheels to alternatively be established 
inaccordance with the national technical rule notified for this purpose.
This specific case does not prevent the access of TSI compliant rolling stock to the national 
network.
7.3.2.7. Emergency braking (4.2.4.5.2)
Specific case United Kingdom (Great Britain) (“P”) 
It is permissible for units assessed in fixed or predefined formation of design maximum speed 
higher or equal to 250 km/h, for the stopping distance in case of "emergency braking 
performance in normal mode" to deviate from the minimum values specified in point (9) of 
clause 4.2.4.5.2.7.3.2.8
7.3.2.8. Aerod ynamic effects (4.2.6.2)
Specific case United Kingdom (Great Britain ) (“P”)
Head pressure pulse (4.2.6.2.2):
Units with a maximum operating speed higher than 160 km/h and lower than 250 km/h, 
running in the open a ir at their maximum operating speed shall not cause the maximum peak -
to-peak pressure of changes to exceed a value as indicated in the national technical rule 
notified for this purpose.
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 num berous tunnels 
with a cross -section of 54 m2which are traversed at 250 km/h, and those with a cross -section 
of 82,5 m2and traversed at 300 km/h, units of maximum design s peed higher than or equal 
to190 km/h shall conform to the requirements set out in the table 23.EN 147 ENGaugeReference Case Criteria for the Reference Case Allowed 
maximum 
speed 
[km/h]
Vtr
[km/h]Atu
[m2]pN
[Pa]pN+pFr
[Pa]pN+pFr+pT
[Pa]
Vtr,max 
< 250 
km/hGA or 
smaller200 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/hGA or 
smaller200 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/hGA or 
smaller250 53,6  1870  3355  4865 250
Vtr,max 
 250 
km/hGA or 
smaller250 63,0  1460  2620  3800 > 250
GB 250 63,0  1550  2780  4020 > 250
GC 250 63,0  1600  3000  4100 > 250
Table 23. Requirements for interoperable train in 
a solo -run in a non -inclined tube -like tunnel
If a vehicle does not fulfil the values specified in the table above (e.g. TSI compliant vehicle) , 
operati ngrules (e.g. speed restrictions) may apply.
7.3.2.9. Warning horn sound pressure levels (4.2.7.2.2)
Specific case United Kingdom (Great Britain ) (“P”)
Vehicle for national use only maybe compliant with the horn sound pressure levels as 
stipulated in the national technical rules not ified for this purpose .
Trains intended for international use shall be compliant with the horn sound pressure levels as 
specified in clause 4.2.7.2.2 of this TSI .
This specific case does not prevent the access of TSI compliant r olling stock to the national 
network.
7.3.2.10. Power supply  –general (4.2.8.2)
Specific case United Kingdom (Great Britain )(“P”)
It is permissible for electric units to be designed only foroperat ionon lines equipped with the 
electrification sy stem operating at 600/750 V DC as set out in the TSI ENE clause 7.4.2.8.1
and utilising ground level conductor rails in a three and/or four rail configuration ;in that case 
the national technical rules notified for this purpose shall apply .EN 148 EN7.3.2.11. Operation within range of voltag es and frequencies (4.2.8.2.2)
Specific case Estonia (“T”)
Electric units designed to be operated on DC 3,0kV line s shall be able to operate within the
ranges of voltage sand frequenc iesas set out in the TSI ENE clause 7.4.2.1.1.
Specific case France (“T ”)
Electric units designed to be operated on DC 1,5 kV existing lines shall be able to operate 
within the ranges of voltage sand frequenc iesas set out in the TSI ENE clause 7.4.2.2.1.
The maximum current at standstill per pantograph (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 clause 4.2.5; the current at 
standstill per pantograph shall be limited accordingl y on electric units designed to be operated 
on these lines. Specific case Latvia (“T”)
Electric units designed to be operated on DC 3,0kV line s shall be able to operate within the
ranges of voltage sand frequenc iesas set out in the TSI ENE clause 7.4.2.3.1.
Specific case United Kingdom (Great Britain ) (“P”)
It is permissible for electric units to be equipped with automatic regulation within abnormal 
operation condition regarding voltage as set out in the national technical rule notified for this 
purpose.
This specific case does not prevent the access of TSI compliant rolling stock to the n ational 
network.
7.3.2.12. Use of regenerative brakes (4.2.8.2.3)
Specific case Belgium (“T”)
For technical compatibility with the existing s ystem,the maximum voltage regenerated to the 
catenary (Umax2 according to EN 50388:2012 clause 12.1.1) on 3 kV network shall not be 
higher than 3 ,8kV.
Specific case Czech Republic (“T”)
For technical compatibility with the existing s ystem,the maximum voltage regenerated to the 
catenary (Umax2 according to EN 50388:2012 clause 12.1.1) on 3 kV network shall not be 
higher than 3,55kV.
Specific case Sweden (“T”)
For technical compatibility with the existing sy stem ,the maximum voltage regenerated to the 
catenary (Umax2 according to EN 50388:2012 clause 12.1.1) on 15 kV network shall not be 
higher than 17,5 kV.
7.3.2.13. Height of interac tion with contact wires (RST level) (4.2.8.2.9.1.1)
Specific case United Kingdom (Great Britain ) (“P”)
For technical compatibility with existing lines, the installation of a pantograph on an electric 
unit shall allow mechanical contact of the contact wire s at the extended range of wire heights 
in accordance with the national technical rules notified for this purpose .EN 149 EN7.3.2.14. Pantograph head geometry (4.2.8.2.9.2)
Specific case Croat ia(“T”)
For operation on the existing network 3 kV DC sy stem, it is allowed to equ ip electric units 
with a pantograph having a head geometry  of length 1450 mm as depicted in EN 50367:20 12, 
Annex B.2 figure B.1 (as alternative to requirement in clause 4.2.8.2.9.2) .
Specific case Finland (“T”)
For technical compatibility with the existing network, t he width of the pantograph head shall 
not exceed 0.422 metres .
Specific case France (“T”)
For operation on the existing network 1.5 kV DC sy stem, in particular on lines with catenary  
system only compatible with narrow pantograph, and for operati on 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 figure B.1 (as alternative to requirement in 
clause 4.2.8.2.9.2).
Specific case Italy (“T”)
For operation on the existing network 3 kV DC sy stem (and additionally in Switzerland on 15 
kV AC sy stem), it is allowed to equip electric units with a pantograph having a head geometry  
of length 1450 mm as depicted in EN 50367:20 12, Annex B.2 figure B. 1 (as alternative to 
requirement in clause 4.2.8.2.9.2) .
Specific case Portugal (“T”)
For operation on the existing network 25 kV 50 Hz sy stem, it is allowed to equip electric units 
with a pantograph having a head geometry  of length 1450 mm as depicted in EN 50367:20 12, 
Annex B.2 figure B.1 (as alternative to requirement in clause 4.2.8.2.9.2) .
For operation on the existing network 1.5 kV DC sy stem, 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 clause 4.2.8.2.9.2) .
Specific case Slovenia (“T”)
For operation on the existing network 3 kV DC sy stem, it is allowed to equip electric units 
with a pantograph having a head geome try of length 1450 mm as depicted in EN 50367:20 12, 
Annex B.2 figure B.1 (as alternative to requirement in clause 4.2.8.2.9.2) .
Specific case Sweden (“T”)
For operation on the existing network, it is allowed to equip electric units with a pantograph 
having a head geometry  of length 1 800 mm as depicted in EN 50367:20 12, Annex B. 2 figure 
B.5 (as alternative to requirement in clause 4.2.8.2.9.2) .
Specific case United Kingdom (Great Britain ) (“P”)
For operation on the existing network, it is allowed to equip e lectric units with a pantograph 
having a head geometry of length 1600 mm as depicted in EN 50367:20012, Annex B.2 figure 
B.6 (as alternative to requirement in clause 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 metall ic content of the carbon contact strips is allowed to be increased up to 60 % by 
weight where used on1500 V DC lines.EN 150 EN7.3.2.16. Pantograph contact force and dynamic behaviour (4.2.8.2.9.6)
Specific case France (“T”)
For technical compatibility with the existing netw ork, electric units intended to be operated on 
DC 1,5 kV line sshall, in addition to the requirement of clause 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 .
The conformit y assessement procedure (simulation and/or test according to clauses 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 temperatur e > 50 °C for 
simulation.
-winter conditions: ambient temperature 0°C; contact wire temperature 0 °C for simulation.
Specific case Sweden (“T”)
For technical compatibility with the existing network in Sweden ,the static contact force of the 
pantograph sha ll fulfill the requirements in EN 50367:2012 Annex B Table B 3column SE ( 55
N). The compatibility with these requirements shall be set out in the technical file for the 
vehicle.
Specific case United Kingdom (Great Britain )(“P”)
For technical compatibilit y with existing lines, the verification at interoperability constituent 
level (clause 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 4700 mm and 4900 mm .
Specific case Channel tunnel (“P”)
For technical compatibility with existing lines, the verification at interoperability constituent 
level (clause 5.3.10 and 6.1.3.7.) shall validate capability  of the pantograph to collect current 
for the additional range of conta ct wire heights between 5920 mm and 6020 mm .
7.3.2.17. Driver’s cab emergency exit (4.2.9.1.2.2)
Specific case United Kingdom (Great Britain ) (“P”)
It is permissible for the interior exit to have a minimum access area and a minimum clearance 
of height and width, in accordance with the national technical rules notified for this purpose. 
This specific case does not prevent the access of TSI compliant rolling stock to the national 
network.
7.3.2.18. Front visibility (4.2.9.1.3.1)
Specific case United Kingdom (Great Britain ) (“P ”)
Instead of the requirements set out in 4.2.9.1.3.1, for rolling stock intended for operation in 
the UK, the following specific case shall be complied with.
The driver’s cab shall be designed to allow the driver at his seated driving position a clear an d 
unobstructed line of sight in order to distinguish fixed signals in accordance with the national 
technical rule, GM/RT2161 ‘Requirements for driving cabs of railway vehicles’.
This specific case does not prevent the access of TSI compliant rolling stock to the national 
network.EN 151 EN7.3.2.19. Driver’s desk —Ergonomics (4.2.9.1.6)
Specific case United Kingdom (Great Britain ) (“P”)
In case the requirements in clause 4.2.9.1.6, last paragraph, related to the direction of 
movement of the lever for traction and/or braking is incompatible with the safet y management 
system of the railway undertaking operating in Great Britain, it is allowed to inverse the 
direction of movement for braking and traction respectivel y.
7.3.2.20. Fire safet y and evacuation (4.2.10) 
Specific case Italy (“P” )
Additional specifications for units intended to be operated in the existing I talian tunnels are 
detailed below.
Fire detection systems (clauses 4.2.10.3.2 and 6.2.3.23)
In addition to the areas specified in clause 6.2.3.23, fire detection systems shall b e installed in 
all passenger and train staff areas. 
Fire spreading protection measures for passenger rolling stock (clause 4.2.10.3.4)
In addition to requirements of the clause 4.2.10.3.4, units of category A and B passenger 
rolling stock shall be equippe d with active Fire Containment and Control Sy stems.
Fire Containment and Control Sy stems shall be assessed according to the notified National 
Rules about fire automatic extinguishing s ystems.
In addition to the requirements specified in clause 4.2.10.3.4, the units of 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 
(clause 4.2.10.3.5) and r unning capability (clause 4.2.10.4.4) 
In addition to the requirements specified in clause 4.2.10.3.5, freight locomotives and freight 
self-propelling units shall be equipped with fire automatic extinguishing sy stems in all 
technical areas.
In addition to the requirements specified in clause 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. 
7.3.2.21. Running capability (4.2.10.4.4) 
Specific case Channel Tunnel (“T”)
Passenger rolling stock intended to be operated in the Channel Tunnel shall be of category B, 
considering the length of the tunnel. 
Due to the lack of fire fighting points with safe area (see TSI SRT, clause 4.2.1.7), the clause 
4.2.10.4.4 is amende d as follows: 
The running capability of a Passenger rolling stock intended to be operated in the Channel 
Tunnel shall be demonstrated b y application of the specification referenced in Annex J -1, 
index 63, in which the sy stem functions impacted by a ‘type 2’ fire shall be braking and 
traction; these functions shall be assessed in the following conditions
• for a duration of 30 minutes at a minimum speed of 100 km/h.
orEN 152 EN• for a duration of 15 minutes at a minimum speed of 80 km/h (according to clause 
4.2.10.4.4) under the condition specified in the national rule notified by the Channel 
tunnel safet y authorit y for this purpose.
7.3.2.22. Interface for toilet discharge (4.2.11.3)
Specific case Finland (“P”)
Alternativel y to, or in addition to what is specified in clause 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 figures AI1.
7.3.2.23. Interface for water refilling (4.2.11.5)
Specific case Finland (“P”)
Alternativel y to, or in addition to what is specified in clause 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.EN 153 EN
Specific case Ire land and UK for Northern Ireland (“P”)
Alternativel y to, or in addition to what is specified in clause 4.2.11.5 of this TSI , it is allowed 
to install a nozzle ty pe water refilling interface. This nozzle ty pe refilling interface must fulfi l 
the requirements of the national technical rules notified for the purpose .
7.3.2.24. Special requirements for stabling of trains (4.2.11. 6)
Specific case Ire land and UK for Northern Ireland (“P”)
Shore supply of electrical power to stabled trains must fulfil the r equirements of the national 
technical rules notified for the purpose
Specific case the United Kingdom (Great Britain) (“P”)
It is permissible for the local external auxiliary power suppl y 400 V to be provided in 
accordance with the national technical rule s notified for this 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 controller acc ording to standards SFS 
5684 and SFS 5685.
Specific case Ireland and UK for 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 count ries 1520 networkEN 154 EN7.4. 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 spe cified for 
snow, ice and hail severe conditions in clause 4.2.6.1.5 shall be provided .
• Locomotives and traction units shall be provided with sanding devices.
Specific conditions Estonia
For unrestricted access of rolling stock on the Estonia network under winter conditions, it 
shall be demonstrated that the rolling stock meets the following requirements: 
• Temperature zone T2 as specified in clause 4.2.6.1.2 shall be selected.
• Snow, ice and hail severe conditions as specified in clause 4.2.6.1.5, 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:
• Temperature z one T2 as specified in clause 4.2.6.1. 1shall be selected
• Snow, ice and hail severe conditions as specified in clause 4.2.6.1. 2, excluding the 
scenario “Snowdrift” shall be selected
• Regarding the braking s ystem, 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 bogies are equipped with a magnetic track brake for tra inset 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 :
• locomotives and power head units shall be provided with sanding de vices.
Specific conditions Greece
For unrestricted access to the Greek network under summer conditions, temperature zone T3 
as specified in clause 4.2.6.1.1 shall be selected.
Specific conditions Germany
Unrestricted access in German y under winter conditio ns, is granted if the following condition 
is met:
• locomotives and power head units shall be provided with sanding devices.
Specific conditions Portugal
For unrestricted access to the Portuguese network under summer conditions, temperature zone 
T3 as specif ied in clause 4.2.6.1.1 shall be selected.EN 155 ENSpecific conditions Spain
For unrestricted access to the Spanish network under summer conditions, temperature zone T3 
as specified in clause 4.2.6.1. 1shall be selected. 
Specific conditions Sweden
For unrestricte d access of rolling stock on the Swedish network under winter conditions, it 
shall be demonstrated that the rolling stock meets the following requirements:
• Temperature zone T2 as specified in clause 4.2.6.1. 1shall be selected
• Snow, ice and hail severe con ditions as specified in clause 4.2.6.1. 2shall be selected
7.5. Aspects that have to be considered in the revision process or in other activities 
of the Agency
Further to the anal ysis performed during the drafting process of this TSI, particular aspects
have be ing identified as of interest for the future development of the EU railway system.
These aspects are of 3 different groups:
(1) Those alread y subject of a basic parameter in this TSI , with a possible evolution of 
the corresponding specification when the TSI wi ll 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 relevant in the framework of on -going 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 clause 4.2 of 
the TSI .
7.5.1. Aspects related to a basic parameter in this TSI
7.5.1.1. Axle load parameter (clause 4.2.3.2.1) 
This basic parameter covers the interface between infrastructu re and rolling stock regarding 
the vertical load.
According to the TSI INF, the lines are classified as specified in the standard EN 15528:2008. 
This standard specifies also a categorization of railway vehicles, for freight wagons and 
particular t ypes of l ocomotives and passenger vehicles; it will be revised to cover all types of 
rolling stock, and to cover HS lines.
When this revision will be available, it may be of interest to include in the EC certificate 
delivered b y the Notified Body the “design” class ification of the unit under assessment:
– Classification corresponding to the design mass under normal pay load.
– Classification corresponding to the design mass under exceptional pay load.
This aspect will have to be considered when revising this TSI , which al ready requires in its 
present version to record all data necessary to determine these classifications.
It has to be noted that the requirement to the railway undertaking to define and control the 
operational load, as specified in the clause 4.2.2.5 of the TSI OPE will remain unchanged.
7.5.1.2. Aerod ynamic effects -Cross wind (clause 4.2.6.2.4)
Requirements on “cross wind” have been set up for units of maximum design speed equal to 
or higher than 250 km/h with 2 options:EN 156 EN– in consistency with the TSI HS RST TSI .
or
– in consistency with the TSI CR LOC&PAS TSI.
This will need to be reviewed when the merging of the 2 sets of characteristics wind curves 
specified in the TSI HS RST will be finalised. 
7.5.2. Aspects not related to a basic parameter in this TSI but subject to resea rch projects
7.5.2.1. Additional requirements for security reasons
The interior of vehicles interfacing with passengers and train crew should provide protection 
of the occupants in the event of a collision by providing means of:
• minimising the risk of injury due to secondary impact with such furniture and interior 
fixtures and fittings
• minimising those injuries that may preclude subsequent escape
Some EU research projects have been launched in 2006 to study the consequence of railway  
accidents (collision, derailment …) on passengers, to evaluate in particular the risk and level 
of injuries; the objective is to define requirements and corresponding conformity assessment 
procedures related to the railway vehicles interior lay outs and components.
This TSI alread y provide s a number of specifications in order to cover such risks, for 
example, sections 4.2.2.5, 4.2.2.7, 4.2.2.9 and 4.2.5.
More recently , studies have been launched at Member State level and at European level (by 
the Commission joint research centre) regarding the protection of the passengers in the event 
of terrorist attack.
The Agency will follow these studies, and will consider their outcome to define if additional 
basic parameters or requirements covering the risk of injuries of passengers in case of 
acciden t or terrorist attack shall be recommended to the Commission. Where appropriate this 
TSIshall be amended.
Pending the revision of this TSI Member States may use national rules to cover such risks. In 
anycase this shall not prevent the access of TSI compl iant rolling stock operating across 
Member State borders onto their national network.
7.5.2.2. Aerod ynamic effects -Ballast pick -up
For trains operated on ballasted track at speed higher than or equal to 250 km/h, ballast pick -
up caused b y the aerod ynamic effect o f the train on the track bed maybe observed, and may  
present a risk in the vicinity of the track.
The track bed construction is not subject to any specification in the TSI INF, because there is 
no direct interface with vehicles; it is designed according t o codes of practice of the 
infrastructure managers, and Annex C of the TSI INF defines the design characteristics of the 
track, including ‘ballasted’ or ‘non ballasted’, and in case of ballasted track ‘ballast cross 
sections (ballast shoulder –ballast thi ckness)’ and ‘ballast type (grading = granulometrie)’.
Standardisation bodies (CEN) have initiated some work on the subject of ballast pick -up, but 
there is not yet an y applicable technical rule available. 
Considering potential risks and the current state of the art, it recommended to cover this 
subject qualitatively bythe following procedure:EN 157 ENDuring d ynamic tests up to the maximum design speed of the train, and provided that these 
tests are performed on a ballasted track, ballast pick -up caused b y the ae rodynamic effect of 
the train on the track bed may be observed b y the applicant.
In case of ballast pick -up presenting a risk observed by the Applicant, a joint investigation 
should be made by the applicant and the entity providing the track for tests.
In case similar trains are alread y in use with the same operating conditions (train composition, 
maximum speed, ballasted track) without ballast pick -up observed, the entity providing the 
track for tests should demonstrate that the aerod ynamic effect of train s at the maximum speed 
of the line has been taken into account in the design and maintenance of the track. 
The Agency will follow the technical developments related to ballast pick -up, and will 
consider their outcome to define if specific basic parameters or requirements covering the 
associated risks should be recommended to the Commission. Where appropriate this TSI may 
be amended.
7.5.3. Aspects relevant for the EU railway system but out of the scope of TSI's 
7.5.3.1. Track interaction (clause 4.2.3) -Flange or track lubrication 
During the drafting process of this TSI , it has been concluded that the “flange or track 
lubrication” is not a basic parameter (no link to essential requirements as defined in the 
Directive).
Nevertheless, it appears that the actors of the rai lway sector (IMs, RUs, NSAs) need a support 
from the Agency in order to move from the current practices to an approach that will ensure 
transparency and will avoid any unjustified barrier to the circulation of rolling stock on the 
EU network.
To that end, the Agency has suggested to launch a study together with the railway sector, with 
the objective to clarify the key technical and economic aspects of this function, considering 
the current situation:
– Lubrication is required by some infrastructure managers, but also forbidden by 
others.
– Lubrication may be provided by means of fixed installation designed by the 
infrastructure manager or by means of on board device to be provided by the railway  
undertaking. 
– Different way s of lubrication have been investigated bythe railway sector.
– Environmental aspects have to be considered when releasing grease along the track.
In an y cas e, it is planned to include in the “Infrastructure register” information on “flange or 
rail lubrication”, and the “European register of auth orised ty pes of vehicles” will mention if 
the rolling stock is fitted with on -board flange lubrication. The stud y mentioned above will 
clarify operating rules. 
In the meantime, Member States may continue to use national rules in order to cover this issue 
of the vehicle -track interface. Those rules shall be made available either through notification 
to the Commission in accordance with article 17 of Directive 2008/57/EC or through the 
Infrastructure Register referred to in article 35 of the same Directive.EN 158 ENAPPENDIC ES
Appendix A: Buffer and draw gear
Appendix B: 1520 mm sy stem gauge “T”.
Appendix C: Special provisions for mobile railway infrastructure construction and 
maintenance equipment
Appendix D: Energy meter
Appendix E: Anthropometric measurement s of the driver
Appendix F: Front visibility
Appendix G: Servicing
Appendix H: Assessment of the rolling stock subs ystem
Appendix I: List of aspects for which the technical specification is not available (open 
points)
Appendix J: List technical specif ications referred to in this TSI  
Appendix J-1: List of standards or normative documents.
Appendix J-2: List of technical documents available on ERA website.EN 159 ENAPPENDIX A
Buffers and screw coupling system 
A.1. Buffers
When buffers are fitted to a unit e nd, they shall be paired (i.e. sy mmetrical and opposite 
handed) and have the same characteristics.
The height of the centre line of the buffers shall be between 980 mm and 1065 mm above rail 
level in all loading and wear conditions.
For car carriers under maximum load and locomotives , the minimum height of 9 40 mm is 
allowed. 
The standard distance between buffer centrelines shall be nominally :
– on 1435 mm track gauge: 1750 mm ±_10 mm symmetrically about the centreline of 
the vehicle. 
It is permitted for dua l gauge units intended for running between standard gauge 
network 1435 mm and broad gauge networks to have a different value of the distance 
between buffer centrelines (e.g. 1850 mm), provided that full compatibility with 
buffers for standard 1435 mm gauge is ensured.
– on 1524 mm track gauge: 1830mm (+/ -10mm )
– on 1600 mm track gauge: 1905mm (+/ -3mm). 
– on 1668 mm track gauge: 1850 mm ±10 mm symmetrically about the centreline of 
the vehicle , taking into account the particular provisions defined in clause 6.2.3 .1 of 
the specification referenced in Annex J -1, index 67
Buffers shall be sized so that in horizontal curves and reverse curves, it is not possible for 
vehicles to lock buffers. The minimum horizontal overlap between buffer heads in contact 
shall be 25mm.
Assessment test:
The determination of the buffer size has to be made with two vehicles going through a S -
curve of 190 m radius without intermediate straight section and in a S -curve of 150 m radius 
with intermediate straight section of at least 6 m .
A.2. Screw coupling
The standard screw coupling system between vehicles shall be non -continuous and comprise 
of a screw coupling permanently attached to the hook, a draw hook and a draw bar with an 
elastic sy stem. 
The height of the centre line of the draw hoo k shall be between 950 mm and 1045 mm above 
rail level in all loading and wear conditions. 
For car carriers under maximum load and locomotives, the minimum height of 920 mm is 
allowed. The maximum height difference between new wheels with design mass in w orking 
order and full y worn wheels with design mass under normal design payload shall not exceed 
85 mm for the same vehicle. Assessment shall be done by calculation. 
Each vehicle end shall have a facilit y for supporting a shackle when it is not in use. No part of 
the coupler assembl y shall reach below 140 mm above rail level in the lowest admissible 
position of the buffers. EN 160 EN• Screw coupling, draw hook and draw gear dimensions and characteristics shall be 
according to the specification referenced in Annex J -1, index 68
• The maximum weight of the screw coupling shall not exceed 36 kg, not including the 
weight of the coupling hook pin (item no.1 on fig. 4 and 5 of the specification 
referenced in Annex J -1, index 68 ).
A.3. Interaction of draw -and buffing -gear
• Static characteristics of draw gears and buffers shall be coordinated in order to 
ensure that a train is able to negotiate curves of the minimum radius defined in clause 
4.2.3.6 of this TSI safel y in normal coupling conditions (e.g. without locking buffers, 
etc.)
• Screw coupling and buffing gear lay out:
The distance between the front edge of a draw -hook opening and the front side of the 
fully extended buffers shall be 355 mm +45 / -20 mm in the new condition as shown 
in fig. A1. EN 161 ENStructures and mechanical pa rts
Buffers
Fig. A1 Draw gear and buffers
I Fully extended buffer
II Draw -hook openingEN 162 EN
Fig. A2 Bern rectangle
(to be deleted if EN 16116 -1 is published)
I Top of rail
II Step
III Contact plane of full y compressed buffersEN 163 ENAPPENDIX B
1520 mm s ystem gauge “t”
Reference profile for the track gauge 1520„T” of the upper parts (for rolling stock)
Running surface
DIMENSIONS IN MILIMETRES
zone for signals installed of the vehicleEN 164 ENReference profile for the lower parts
N
ote: For the rolling stock which is inten d to be used on track of 1520mm, with the exception 
to pass over of marshalling humps equipped with rail brakes.
Reference profile for the lower parts
Note: For the rolling stock which is intend to be used on track of 1520 mm, able to pass over 
marshalli ng humps and rail brakes.EN 165 ENAPPENDIX C
Special provisions for on track machines (OTM)
C.1 Strength of vehicle structure
The requirements of the clause 4.2.2.4 of this TSI  are complemented as follow:
The machine frame shall be able to withstand either the s tatic loads of the specification 
referenced in Annex J -1, index 7or the static loads according to the specification referenced 
in Annex J -1, index 1 02 without exceeding the permissible values given there in.
The corresponding structural category of the sp ecification referenced in Annex J -1, index 1 02 
is as follows:
– for machines not permitted to be loose shunted or hump shunted: F -II;
– for all other machines: F -I.
The acceleration in x -direction according to the specification referenced in Annex J -1, index 
7, Table 13 or to the specification referenced in Annex J -1, index 102 , Table 10 shall be ±3 g.
C.2 Lifting and jacking
The machine bod y shall incorporate lifting points by which the whole machine is capable of 
being safel y 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 devices, 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 Appe ndix C.1 of this TSI 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 b y running tests or by reference to 
a similar ty pe approved machi ne as detailed in clause 4.2.3.4.2 of this TSI or by simulation.
The following additional deviations from the specification referenced in Annex J -1, index 16
apply :
• The test shall alway s be taken as the simplified method for this ty pe of machines
• when runn ing tests according to the specification referenced in Annex J -1, index 16
are done with wheel profile in new condition, these are valid for a maximum distance 
of 50 000 km. After 50 000 km it is necessary to:
– either reprofile the wheels;
– or calculate the equivalent conicity of the worn profile and check that it does 
not differ more than 50 % from the value of the test of the specification 
referenced in Annex J -1, index 16 (with a maximum difference of 0,05);
– or make a new test according to the specificatio n referenced in Annex J -1, 
index 16 with worn wheel profile;
• in general, stationary tests to determine the parameters of characteristic running gear 
in accordance with to the specification referenced in Annex J -1, index 16 , clause 
5.4.3.2 are not necessary ;EN 166 EN• if the required test speed cannot be obtained by the machine itself, the machine shall 
be hauled for the tests.
• when test zone 3 (as described in table 9 of to the specification referenced in Annex 
J-1, index 16 ) is used it is sufficient to have a minimu m of 25 conformant track 
sections.
Running behaviour can be proven b y simulation of the tests described in to the specification 
referenced in Annex J -1, index 16 (with the exceptions as specified above) when there is a 
validated model of representative tra ck and operating conditions of the machine. 
A model of a machine for simulation of running characteristics shall be validated by 
comparing the model results against the results of a running tests when the same input of track 
characteristic is used.
A vali dated model is a simulation model that has been verified by an actual running test that 
excites the suspension sufficientl y and where there is a close correlation between the results 
of the running test and the predictions from the simulation model over th e same test track.EN 167 ENAPPENDIX D
On-board energy measurement system
1.Requirements for on board energy measuring system (EMS) -System requirements
The functions of the s ystem shall be: 
• Energy measurement function (EMF), measuring the voltage and current, calculating 
the energy and producing energy data. 
• Data handling s ystem (DHS), producing compiled energy billing data sets for energy 
billing purposes, b y merging data from the EMF with time data and geographical 
position, and storing it to be sent to on -ground data collection system (DCS) by a
communication sy stem.
• On-board location function, giving geographical position of the traction unit.
Where data coming from the on -board location function is not necessary for billing 
purposes in the Member State con cerned, it is permissible to not install the 
components dedicated to that function. In an y case, an y such EMS s ystem shall be 
produced with consideration of the possible future inclusion of a location function.
The functions above may be performed b y individual devices or may be combined in one or 
more integrated assemblies. 
The above mentioned functions and their data flow diagram are illustrated in the figure below.
Scope of the TSI
Voltage /Current 
measurement
Energy calculation
Data handling system Location function
On-ground data 
collection system
StationScope of the TSI
Communication system Energy measuring function
Figure XX
The EMS shall measure energy supplied by the power supply s ystems for which t he traction 
unit is designed and shall fulfill the following requirements:
• all active and reactive energy taken from and returned to the OCL is measured;
• the EMS rated current and voltage shall be matched to the traction unit rated current 
and voltage;EN 168 EN• it shall continue to function correctl y when changing between traction energy suppl y 
systems;
• the EMS shall be protected from non -authorised access; 
• loss of the power suppl y to the EMS shall not affect data stored in the EMS.
It is permissible to access the data in the EMS for other purposes (e.g. feedback to the driver 
in connection with the efficient operation of the train) provided that it can be demonstrated 
that the integrit y of EMS functions and data are not compromised by this arrangement.
2.Energy me asuring function (EMF) 
2.1.Metrological requirements 
EMF is subject to metrological control, which shall be executed in accordance with the 
following: 
(1) Accuracy of EMF for active energy measurement shall comply with clauses 4.2.4.1 
to 4.2.4.4 of the spe cification referenced in Annex J -1, index 103
(2) Each device containing one or more functions of EMF shall indicate:
(a) metrological control, and 
(b) its accuracy class, according to the class designations specified in the 
specification referenced in Annex J -1, ind ex103. 
The accuracy class shall be verified b y testing.
2.2.Other requirements
The measured energy values produced by EMF shall have a time reference period of 5 
minutes defined b y the UTC clock time at the end of each time reference period; originating
from the time stamp 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.Data handling system (DHS) 
The DHS shall compile the data without corrupting them.
The DHS sh all use, as a time reference, the same source of clock as in the EMF.
The DHS shall incorporate data storage with a memory capacity sufficient to store the 
compiled data of at least 60 day s continuous work.
The DHS shall have a capability to be interrogate d locall y by authorised personnel on board 
the train using appropriate equipment (e.g. laptop computer) in order to provide an 
opportunity for audit, and an alternative method of recovering data.
The DHS shall produce CEBD (compiled energy billing data set s) by merging the following 
data for each time reference period:
• unique EMS identification number, consisting of the European vehicle number 
(EVN) followed b y one additional digit uniquel y identify ing each EMS on -board the 
traction unit, and no dividers in cluded;
• end time of each period, defined as year, month, day, hour, minute and second;
• the location data at the end of each period;EN 169 EN• consumed/regenerated active and reactive (if appropriate) energy in each period, in 
units of Watt -hour (active energy ) and v ar-hour (reactive energy ) or their decimal -
multiples.
4.Location function 
The location function shall provide location data to the DHS which originates from an 
external source.
The data from the location function shall be synchronised in accordance with UTC clock time 
and time reference period with the on -board EMF.
The location function shall provide the position expressed in latitude and longitude using 
decimal degrees with five decimal places. Positive values shall be used for North and East; 
negative values shall be used for South and West.
In open air the location function shall have an accuracy of 250 m or less.
5.On-board to ground communication
The specification related to interface protocols and transferred data format are an open point.
6.Parti cular assessment procedures 
6.1.Energy measurement system
Where assessment methods set out in the standard series referenced in Annex J -1, index 103, 
104 and 105 are referenced below, only those aspects necessary for the assessment of the 
requirements ab ove in this Appendix D shall be undertaken in relation to the EMS which is a 
part of the EC verification activity for the rolling stock subsy stem
6.1.1 .EMF 
The accuracy of the each device containing one or more functions of EMF shall be assessed 
bytesting each function, under reference conditions, using the relevant method as described in 
clause 5.4.3.4.1, 5.4.3.4.2 and 5.4.4.3.1 of the specification referenced in Annex J -1, index
103. The input quantity and power factor range when testing shall correspo nd to the values set 
out in Table 3 of the specification referenced in Annex J -1, index 103.
The accuracy of the complete EMF shall be assessed by calculation, using the method 
described in clause 4.2.4.2 of the specification referenced in Annex J -1, index 103.
The effects of temperature on accuracy of the each device 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 clause 5.4.3. 4.3.1, and 5.4.4.3.2.1 of 
the specification referenced in Annex J -1, index 103.
The mean temperature coefficient of each device containing one or more functions of EMF 
shall be assessed b y testing each function, under reference conditions (except for 
tempe rature), using the relevant method as described in clause 5.4.3.4.3.2 and 5.4.4.3.2.2 of 
the specification referenced in Annex J -1, index 103.
6.1.2 DHS
The compiling and handling of data within the DHS shall be assessed by testing using the 
method as desc ribed in clause 5.4.8.3.1, 5.4.8.5.1, 5.4.8.5.2 and 5.4.8.6 of the specification 
referenced in Annex J -1, index 104.EN 170 EN6.1.3 EMS
The correct functioning of the EMS shall be assessed by testing using the method as described 
in clause 5.3.2.2, 5.3.2.3, 5.3.2.4 and 5.5.3.2 of the specification referenced in Annex J -1, 
index 105.EN 171 ENAPPENDIX E
Anthropometric measurements of the driver
The following data represents the “state of the art” and shall be used. 
Note: theywill be subject of an EN standard currently under drafting process . 
– Principal anthropometric measurements of the shortest and tallest driving staff: 
The dimensions given in Appendix E of the UIC 651(4thedition, July 2002) shall be 
taken into consideration.
– Additional anthropometric dimensions of the shortest and tallest driving staff: 
The dimensions given in Appendix G of the UI C 651(4thedition, July 2002) shall be 
taken into consideration.EN 172 ENAPPENDIX F
Front visibility
The following data represents the “state of the art” and shall be used. 
Note: theywill be subject of an EN standard currently under drafting process.
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 source s of visual interference. 
This shall include the following:
• Flicker at the lower edge of the windscreen, which can cause fatigue, shall be 
reduced
• Protection shall be provided from the sun and glare of headlights from oncoming 
trains, without reducing the drivers’ view of external signs, signals and other visual 
information
• Location of cab equipment shall not block or distort the drivers view of external 
information
• The dimension, location, shape and finishes (including maintenance) of the windows 
shall not inhibit the drivers external view and shall support the driving task
• The location, t ype and quality of windscreen cleaning and clearance devices shall 
ensure that the driver is able to maintain a clear external view in most weather and 
operating condition s, and shall not inhibit the drivers external view.
• The driver’s cab shall be designed in such a way that the driver is facing forwards 
when driving.
• The driver’s cab shall be designed to allow the driver at his seated driving position a 
clear and unobstru cted line of sight in order to distinguish fixed signals set to both 
the left and right of the track, as defined in Appendix D of the UIC 651(4thedition, 
July2002) .
Note: the position of the seat in the Appendix D mentionned here above has to be consider ed 
as an example; the TSI does not impose the position of the seat (left, central or right) in the 
cab; the TSI does not impose the standing driving position on all ty pes of units .
The rules expressed in the Appendix above govern the conditions of visibili tyfor 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.
Note s:
– in case of cab fitted with 2 driver’s seats (option with 2 driving positions) , they apply 
to the 2 seated positions.
– for locomotives with central cab and for OTMs, the clause 4.2.9.1.3.1 of the TSI 
specify particular conditions . 
F.2. Reference position of vehicle in relation to track:
The clause 3.2.1 of the UIC 651(4thedition, July 2002) shall apply . 
The s upplies and pay load shall be considered as defined in the specification referenced in 
Annex J -1, index 13 and clause 4.2.2.10 of this TSI.EN 173 ENF.3. Reference position for the eyes of crew members
The clause 3.2.2 of the UIC 651(4thedition, July 2002) shall ap ply.
The distance from the driver’s ey es in seating posture to the windscreen shall be higher than 
or equal to 500 mm. 
F.4. Conditions of visibility
The clause 3.3 of the UIC 651(4thedition, July 2002) shall apply .
Note: the clause 3.3.1 of the UI C 651 refers for the standing position to its clause 2.7.2, 
specify ing a minimum distance of 1.8 meters between floor and top edge of the front window.EN 174 ENAPPENDIX G
Servicing
G.1 Connections for the toilet discharge system on rolling stock [follow same 
pattern/pr esentation of the other appendices]
General tolerances +/ -0,1
Material: stainless steel
Fig. G -1.2: 3" Evacuation nozzle (Inner part)EN 175 EN
General tolerances +/ -0,1
Material: stainless steel
Fig. G -1.2: 1" Optional flushing connection for the toilet ta nk (Inner part)EN 176 ENG.2 Interface for water refilling
36 Ø*
26 * 34,5 *47 Ø*4* 8*
11*69
* obligatory value
Fig. G -2.1EN 177 ENG.3Interface for refuelling
Draft EN received -schemes to be included here if standard not y et available at the date of 
Committee vote.EN 178 ENAPPENDIX H
Assessment of the r olling stock subsystem
H.1 Scope
This Appendix indicates the assessment of conformity of the rolling stock subsy stem .
H.2 Characteristics and modules
The sub -system characteristics to be assessed in the different phases of design, development 
and productio n are marked by X in Table H.1. A cross in column 4 of Table H.1 indicates that 
the relevant characteristics shall be verified b y testing each single subsy stem.
Table H.1 –Assessment of the rolling stock subsystem
1 2 3 4 5
Characteristics to be
assessed , as specified in clause 4.2 of this TSIDesign and 
development
phaseProduction
phaseParticular 
assessment 
procedure Design
reviewType 
TestRoutine
Test
Element of the Rolling Stock sub -
systemClause Clause
Structure and mechanical parts 4.2.2
Inner coupling 4.2.2.2.2 X n.a. n.a. -
End coupling 4.2.2.2.3 X n.a. n.a. -
IC automatic centre buffer coupler 5.3.1 X X X -
IC manual end coupling 5.3.2 X X X -
Rescue coupling 4.2.2.2.4 X X n.a. -
IC rescue coupling 5.3.3 X X X
Staff access for coupling and 
uncoupling 4.2.2.2.5X X n.a. -
Gangway s 4.2.2.3 X X n.a. -
Strength of vehicle structure 4.2.2.4 X X n.a. -
Passive safet y 4.2.2.5 X X n.a. -
Lifting and jacking 4.2.2.6 X X n.a. -
Fixing of devices to carbody 
structure 4.2.2.7X n.a. n.a. -
Staff and freight a ccess doors 4.2.2.8 X X n.a. -
Mechanical characteristics of glass 4.2.2.9 X n.a. n.a. -
Load conditions and weighted 
mass 4.2.2.10X X X 6.2.3.1
Track interaction and gauging 4.2.3
Gauging 4.2.3.1 X n.a. n.a. -
Wheel load 4.2.3.2.2 X X n.a 6.2.3.2
Rolling Stock characteristics for 
compatibility with train detection 
systems 4.2.3.3.1X X X -
Axle bearing condition monitoring 4.2.3.3.2 X X n.a. -
Safety against derailment running 
on twisted track 4.2.3.4.1X X n.a. 6.2.3. 3
Running d ynamic behaviour
requirements4.2.3.4.2
a) X X n.a. 6.2.3.4EN 179 EN1 2 3 4 5
Characteristics to be
assessed , as specified in clause 4.2 of this TSIDesign and 
development
phaseProduction
phaseParticular 
assessment 
procedure Design
reviewType 
TestRoutine
Test
Element of the Rolling Stock sub -
systemClause Clause
Active sy stems –safet y 
requirement 4.2.3.4.2
b)X n.a. n.a. 6.2.3.5
Limit values for running safet y4.2.3.4.2
.1X X n.a. 6.2.3.4
Track loading limit values4.2.3.4.2
.2X X n.a. 6.2.3.4
Equivalent conicity 4.2.3.4.3 X n.a. n.a. -
Design values for new wheel 
profiles4.2.3.4.3
.1 X n.a. n.a. 6.2.3.6
In-service values of wheelset 
equivalent conicit y4.2.3.4.3
.2 X -
Structural design of bogie frame 4.2.3.5.1 X X. n.a. -
Mech anical and geometrical 
characteristics of wheelsets4.2.3.5.2
.1 X X X 6.2.3.7
Mechanical and geometrical 
characteristics of wheels4.2.3.5.2
.2 X X X -
Wheels (I C) 5.3.2 X X X 6.1.3.1
Variable gauge wheelsets4.2.3.5.2
.3openope
nopen Open
Minimum cu rve radius 4.2.3.6 X n.a. n.a. -
Life guards 4.2.3.7 X n.a. n.a. -
Braking 4.2.4
Functional requirements 4.2.4.2.1 X X n.a -
Safety requirements 4.2.4.2.2 X n.a n.a 6.2.3.5
Type of brake s ystem 4.2.4.3 X X n.a -
Brake command 4.2.4.4
Emergency braking 4.2.4.4.1 X X X -
Service braking 4.2.4.4.2 X X X -
Direct braking command 4.2.4.4.3 X X X -
Dynamic braking command 4.2.4.4.4 X X n.a -
Parking braking command 4.2.4.4.5 X X X -
Braking performance 4.2.4.5
General requirements 4.2.4.5.1 X n.a n.a -
Emergency braking 4.2.4.5.2 X X X 6.2.3.8
Service braking 4.2.4.5.3 X X X 6.2.3.9
Calculations related to thermal 
capacity 4.2.4.5.4X n.a n.a -
Parking brake 4.2.4.5.5 X n.a n.a -
Limit of wheel rail adhesion 
profile 4.2.4.6.1X n.a n.a -
Wheel slide protection system 4.2.4.6.2 X X n.a 6.2.3.10
Wheel slide protection system (I C)5.3.3 X X X 6.1.3.2EN 180 EN1 2 3 4 5
Characteristics to be
assessed , as specified in clause 4.2 of this TSIDesign and 
development
phaseProduction
phaseParticular 
assessment 
procedure Design
reviewType 
TestRoutine
Test
Element of the Rolling Stock sub -
systemClause Clause
Interface with traction -Braking 
systems linked to traction (electric, 
hydro-dynamic) 4.2.4.7X X X -
Braking system independent of 
adhesio n conditions 4.2.4.8
General4.2.4.8.1
.X n.a n.a -
Magnetic track brake4.2.4.8.2
.X X n.a -
Eddy current track brake 4.2.4.8.3openOpe
nOpen Open
Brake state and fault indication 4.2.4.9 X X X -
Brake requirements for rescue 
purposes 4.2.4.10X X n.a -
Passenger related items 4.2.5
Sanitary systems 4.2.5.1 X n.a n.a 6.2.3.11
Public address sy stem: audible 
communication sy stem 4.2.5.2X X X -
Passenger alarm 4.2.5.3 X X X -
Passenger alarm –safety requir. 4.2.5.3 X n.a n.a 6.2.3.5
Communic ation devices for 
passengers 4.2.5. 4X X X -
Exterior doors: access to and 
egress from Rolling Stock 4.2.5. 5X X X -
Exterior doors –safet y requir. 4.2.5. 5 X n.a n.a 6.2.3.5
Exterior d oor sy stem construction 4.2.5. 6 X n.a n.a -
inter-unit doors 4.2.5 .7 X X n.a -
Internal air quality 4.2.5. 8 X n.a n.a 6.2.3.12
Body side windows 4.2.5. 9 X -
Environmental conditions and 
aerodynamic effects 4.2.6
Environmental conditions 4.2.6.1
Temperature 4.2.6.1. 1Xn.a. 
X (1) n.a. -
Snow, ice and hail 4.2.6 .1.2Xn.a. 
X (1) n.a. -
(1) Type test if and as defined by  
the Applicant.
Aerodynamic effects 4.2.6.2
Slipstream effects on passengers 
on platform and on workers 
trackside 4.2.6.2.1X X n.a. 6.2.3.13EN 181 EN1 2 3 4 5
Characteristics to be
assessed , as specified in clause 4.2 of this TSIDesign and 
development
phaseProduction
phaseParticular 
assessment 
procedure Design
reviewType 
TestRoutine
Test
Element of the Rolling Stock sub -
systemClause Clause
Head pressure pulse 4.2.6.2. 2 X X n.a. 6.2.3.14
Maximum pressure variations in 
tunnels 4.2.6.2. 3X X n.a. 6.2.3.15
Cross wind 4.2.6.2. 4 X n.a n.a. 6.2.3.16
External lights & visible and 
audible warning devices 4.2.7 
External front and rear lights 4.2.7.1 
Head lights
IC4.2.7.1.1
5.3.6X X n.a-
6.1.3.3
Marker lights
IC4.2.7.1.2
5.3.7X X n.a-
6.1.3.4
Tail lights
IC4.2.7.1.3
5.3.8X X n.a -6.1.3.5
Lamp controls 4.2.7.1.4 X X n.a -
Horn 4.2.7.2
General –warning sound
IC4.2.7.2.1
5.3.9X X n.a-
6.1.3.6
Warning horn sound pressure 
levels4.2.7.2.2
5.3.9 X X n.a6.2.3.17
6.1.3.6
Protection 4.2.7.2.3 X n.a n.a -
Control 4.2.7.2.4 X X n.a -
Traction and electrical 
equipment 4.2.8
Traction performance 4.2.8.1
General 4.2.8.1.1 
Requirements on performance 4.2.8.1.2 X n.a n.a -
Power supply 4.2.8.2
General 4.2.8.2.1 X n.a n.a -
Operation within range of voltages 
and frequencies 4.2.8.2.2X X n.a -
Regenerative brake with energy to 
the overhead contact line 4.2.8.2.3X X n.a -
Maximum power and current from 
the overhead contact line 4.2.8.2.4X X n.a 6.2.3.18
Maximum current at standstill for 
DC sy stems 4.2.8.2.5X X n.a -
Power factor 4.2.8.2.6 X X n.a 6.2.3.19
System energy disturbances 4.2.8.2.7 X X n.a -
Energy consumption measuring 
function 4.2.8.2.8X X n.a -EN 182 EN1 2 3 4 5
Characteristics to be
assessed , as specified in clause 4.2 of this TSIDesign and 
development
phaseProduction
phaseParticular 
assessment 
procedure Design
reviewType 
TestRoutine
Test
Element of the Rolling Stock sub -
systemClause Clause
Requirements linked to pantograph 4.2.8.2.9X X n.a6.2.3.20 & 
21
Pantograph (IC) 5.3.10 X X X 6.1.3.7
Contact strips (I C) 5.3.11 X X X 6.1.3.8
Electrical protection of the train
IC Main circuit breaker4.2.8.2.1
0 
5.3.12X X n.a -
Diesel and other thermal traction 
system 4.2.8.3- - -Other 
Directive
Protection against electrical 
hazards 4.2.8.4X X n.a -
Cab and operation 4.2.9
Driver´s Cab 4.2.9.1 X n.a n.a -
General 4.2.9.1.1 X n.a n.a -
Access and egress 4.2.9.1.2 X n.a n.a -
Access a nd egress in operating 
conditions4.2.9.1.2
.1 X n.a n.a -
Driver's cab emergency exit4.2.9.1.2
.2 X n.a n.a -
External visibility 4.2.9.1.3 X n.a n.a -
Front visibility4.2.9.1.3
.1 X n.a n.a -
Rear and side view4.2.9.1.3
.2 X n.a n.a -
Interior layout 4.2.9.1.4 X n.a n.a -
Driver's seat
IC4.2.9.1.5
5.3.13X
Xn.a
Xn.a
X-
Driver's desk -Ergonomics 4.2.9.1.6 X n.a n.a -
Climate control and air quality 4.2.9.1.7 X X n.a 6.2.3.12
Internal lighting 4.2.9.1.8 X X n.a -
Windscreen -Mechanic al 
characteristics 4.2.9.2.1 X X n.a 6.2.3.22
Windscreen -Optical characteristics 4.2.9.2.2 X X n.a 6.2.3.22
Front_end -Equipment 4.2.9.2.3 X X n.a -
Driver machine interface 4.2.9.3 
Driver´s activity control function 4.2.9.3.1 X X X -
Speed indi cation 4.2.9.3.2 - - - -
Driver display unit and screens 4.2.9.3.3 X X n.a -
Controls and indicators 4.2.9.3.4 X X n.a -
Labelling 4.2.9.3.5 X n.a n.a -
Radio r emote control function by 
staff for shubting operation 4.2.9.3.6 X X n.a -EN 183 EN1 2 3 4 5
Characteristics to be
assessed , as specified in clause 4.2 of this TSIDesign and 
development
phaseProduction
phaseParticular 
assessment 
procedure Design
reviewType 
TestRoutine
Test
Element of the Rolling Stock sub -
systemClause Clause
Onboard too ls and portable 
equipment 4.2.9.4 X n.a n.a -
Storage facility for staff personal 
effects 4.2.9.5 X n.a n.a -
Recording device 4.2.9.6 X X X -
Fire safety and evacuation 4.2.10
General and categorisation 4.2.10.1 X n.a n.a -
Mesures to prevent fir e 4.2.10.2 X X n.a -
Mesures to detect/control fire 4.2.10.3 X X n.a -
Requirements related to 
emergencies 4.2.10.4X X n.a -
Requirements related to evacuation 4.2.10.5 X X n.a -
Servicing 4.2.11
Cleaning of driver's cab 
windscreen 4.2.11.2X X n.a -
Connection to t oilet discharge 
system
IC4.2.11.3
5.3.14X n.a n.a -
Water refilling equipment 4.2.11.4 X n.a n.a -
Interface for water refilling
IC4.2.11.5
5.3.15X n.a n.a -
Special requirements for stabling 
of trains 4.2.11.6X X n.a -
Refuel ling equipment 4.2.11.7 X n.a n.a -
Train interior cleaning –power 
supply 4.2.11.8X n.a n.a -
Documentation for operation 
and maintenance 4.2.12
General 4.2.12.1 X n.a n.a -
General documentation 4.2.12.2 X n.a n.a -
Documentation related to 
mainte nance 4.2.12.3X n.a n.a -
The maintenance design 
justification file4.2.12.3.
1X n.a n.a -
The Maintenance description file4.2.12.3.
2X n.a n.a -
Operating documentation 4.2.12.4 X n.a n.a -
Lifting diagram and instructions 4.2.12.4 X n.a n.a -
Resc ue related descriptions 4.2.12. 5 X n.a n.a -EN 184 ENAPPENDIX IAspects for which the technical specification is not available (open points)
Open points that relate to technical compatibility between the vehicle and the network:
Element of the Rolling 
Stock sub -systemClause of 
this TSITechnical aspect not 
covered by this TSIComments
Compatibility with train 
detection sy stems4.2.3.3.1 See specification referenced 
in Annex J -2, index 1.Open points a lso identified 
in the TSI CCS.
Running dynamic 
behaviour for 1520 mm 
track gauge s ystem4.2.3.4.2 
4.2.3.4.3Running d ynamic behaviour. 
Equivalent conicity .Normative documents 
referred to in the TSI are 
based on experience gained 
on the 1435 mm sy stem. 
Braking s ystem 
independent of adhesion 
conditions 4.2.4.8.3 Eddy current track brake Equipment not mandatory.
Compatibility with 
concerned network to be 
checked.
Aerod ynamic effects for 
1520 mm,1524 mm and 
1668 mm track gauge 
systems4.2.6.2 Limit values and conformity  
assessmentNormative documents 
referred to in the TSI are 
based on experience gained 
on the 1435 mm sy stem.EN 185 ENOpen points that do not relate to technical compatibility between the vehicle and the network:
Element of the Rolling 
Stock sub -systemClause of 
this TSITechnical a spect not 
covered by this TSIComments
Passive Safet y 4.2.2.5 Application of scenarios 1 
and 2 to locomotives with 
centre couplers and traction 
effort higher than 300 kN. If no technical solution 
available, possible 
restrictions at the level of 
operation .
Variable gauge 
wheelsets4.2.3.5.2.3 Conformity assessment Design option. 
On-board energy  
measurement s ystem4.2.8.2.8 & 
Appendix
DOn-board to ground 
communication: specification 
related to interface protocols 
and transferred data format.Descripti on of on -board to 
ground communication shall 
be provided in the technical 
documentation.
The standard series EN 
61375 -2-6 should be used.
Fire Containment and 
Control Sy stems4.2.10.3.4 Conformity assessment of 
FCCS other than full 
partitions.Assessment procedure of 
efficiency for controlling fire 
and smoke developed b y by 
CEN according to a request 
for standard issued b y ERA. EN 186 ENAPPENDIX JTechnical specifications referred to in this TSI
J.1 Standards or normative documents
TSI Normative document
Inde x
N°Characteristics to be assessed Point Document N°Mandatory 
points
1 Inner coupling for articulated units 4.2.2.2.2EN 12663 -1:2010 6.5.3, 6.7.5
2 End coupling –manual UI C type –
pipes interface4.2.2.2.3EN 15807:2012 relevant cl.6
3 End coupling –manual UI C type –
end cocks 4.2.2.2.3EN 14601:2005+ 
A1:2010relevant cl.
6
4 End coupling –manual UI C type –
lateral location of brake pipe and 
cocks4.2.2.2.3UIC 648:Sept 2001 relevant cl.
6
5 Rescue coupling -interface with 
recovery unit4.2.2. 2.4UIC 648:Sept 2001 relevant cl.
6
6 Staff access for coupling and 
uncoupling –space for shunting 
staff4.2.2.2.5EN 16116 -1:20 6.2
7 Strength of vehicle structure –
general
categorisation of rolling stock
method of verification4.2.2.4
Appendix C EN 12663 -1:2010 relevant cl.
6
5.2
9.2
6.1 –6.5
8 Passive safet y –general
categorisation
scenarios
obstacle deflector4.2.2.5EN 15227:2008
+A1:2011Except 
Annex A
4–table 1
5–table 2, 6
5-table 3, 
6.5
9 Lifting and jacking -geometry of 
permanent and removable points 4.2.2.6EN 16404:2012 5.3, 5.4
10 Lifting and jacking -marking 4.2.2.6EN 15877 -2:2012 4.5.17
11 Lifting and jacking -strength 
method of verification4.2.2.6EN 12663 -1:2010 6.3.2, 6.3.3, 
9.2
12 Fixing of devices to carbody 
structur e4.2.2.7EN 12663 -1:2010 6.5.2EN 187 ENTSI Normative document
Inde x
N°Characteristics to be assessed Point Document N°Mandatory 
points
13 Load conditions and weighed mass 
–load conditions
hypothesis of load conditions4.2.2.10EN 15663:2009
/AC:20102.1
relevant cl.
6
14 Gauging –method, reference 
contours
verification of pantograph gauge4.2.3.1EN 15273 -2:2009 relevant cl.
6
A.3.12
15 Axle bearing condition monitoring 
–zone visible to track side 
equipment4.2.3.3.2.2EN 15437 -1:2009 5.1, 5.2
16 Running d ynamic behaviour 4.2.3.4.2
Appendix CEN 14363:2005 relevant cl.
6
17 Running d ynamic beh aviour –
limit values for running safet y4.2.3.4.2.1EN 14363:2005 5.3.2.2
18 Running d ynamic behaviour –for 
rolling stock with a cant deficiency 
> 165 mm4.2.3.4.2.1EN 15686:2010 relevant cl.
6
19 Running d ynamic behaviour –
track loading limit values4.2.3.4.2.2EN 14363:2005 5.3.2.3
20 Structural design of the bogie 
frame4.2.3.5.1EN 13749:2011 6.2, 
Annex C
21 Structural design of the bogie 
frame –body to bogie connection4.2.3.5.1EN 12663 -1:2010 relevant cl.
6
22 Braking –type of brake sy stem, 
UIC brake s ystem4.2.4.3EN 14198:2004 5.4
23 Braking performance –calculation 
–general4.2.4.5.1EN 14531 -1:2005 or
EN 14531 -6:2009relevant cl.
6
24 Braking performance –friction 
coefficient4.2.4.5.1EN 14531 -1:2005 5.3.1.4
25 Emergency brakin g performance –
response time / delay time
brake weight percentage4.2.4.5.2EN 14531 -1:2005 5.3.3
5.12
26 Emergency braking performance –
calculation4.2.4.5.2EN 14531 -1:2005 or
EN 14531 -6:2009relevant cl.
6EN 188 ENTSI Normative document
Inde x
N°Characteristics to be assessed Point Document N°Mandatory 
points
27 Emergency braking performance –
fricti on coefficient4.2.4.5.2EN 14531 -1:2005 5.3.1.4
28 Service braking performance –
calculation4.2.4.5.3EN 14531 -1:2005 or
EN 14531 -6:2009relevant cl.
6
29 Parking brake performance –
calculation4.2.4.5.5EN 14531 -1:2005 or
EN 14531 -6:2009relevant cl .
6
30 Wheel slide protection system –
design
verification method
wheel rotation monitoring s ystem4.2.4.6.2EN 15595:2009 4
5, 6
4.2.4.3
31 Magnetic track brake 4.2.4.8.2UIC 541 -06:Jan 1992 Appendix 3
32 Door obstacle detection –
sensitivity
maximum f orce4.2.5.5.3EN 14752:2012 5.2.1.4.1
5.2.1.4.2.1
33 Door emergency opening –manual 
force to open the door4.2.5.5.9EN 14752:2012 5.5.1.4
34 Environmental conditions –
temperature4.2.6.1.1EN 50125 -1:2009 4.3
35 Environmental conditions –snow, 
ice and hail conditions4.2.6.1.2EN 50125 -1:2009 4.7
36 Environmental conditions –
obstacle deflector4.2.6.1.2EN 15227:2008
+A1:2011relevant cl.
6
37 Aerod ynamic effects –crosswind 
method of verification4.2.6.4EN 14067 -6:2010 5
38 Head lights –colour
dimmed headlamp luminous 
intensity
full-beam headlamp luminous 
intensity alignment4.2.7.1.1EN 15153 -1:2012 5.3.4
5.3.5 table 
2 first line
5.3.5 table 
2 first line
39 Marker lights –colour
spectral radiation distribution
luminous intensity4.2.7.1.2EN 15153 -1:2012 5.4.4.1 
table 4
5.4.4.2
5.4.5 
table 6EN 189 ENTSI Normative document
Inde x
N°Characteristics to be assessed Point Document N°Mandatory 
points
40 Tail lights –colour
luminous intensity4.2.7.1.3EN 15153 -1:2012 5.5.4 
table 7
5.5.5
table 8
41 Warning horn sound pressure 
levels4.2.7.2.2EN 15153 -2:2012 5.2.2
42 Regenerative brake with en ergyto 
the overhead contac tline4.2.8.2.3EN 50388:2012 12.1.1
43 Maximum power and current from 
the overhead contact line –
automatic regulation of current4.2.8.2.4EN 50388:2012 7.2
44 Power factor –verification method 4.2.8.2.6EN 50388:2012 6
45 System energy disturbances for 
AC sy stems –harmonics and 
dynamic effects
compatibility study4.2.8.2.7EN 50388:2012 10.1
10.3 
Table 5
Annex D
10.4
46 Working range in height of 
pantograph (IC level) –
characteristics4.2.8.2.9.1.2EN 50206 -1:2012 4.2, 6.2.3
47 Pantograph head geometry 4.2.8.2.9.2EN 50367:2012 5.3.2.2
48 Pantograph head geometry –type 
1600 mm4.2.8.2.9.2.1EN 50367:2012 Annex A.2 
Figure A.6
49 Pantograph head geometry –type 
1950 mm4.2.8.2.9.2.2EN 50367:2012 Annex A.2 
Figure A. 7
50 Pantograph current capacity (IC 
level)4.2.8.2.9.3EN 50206 -1:2010 6.13.2
51 Pantograph lowering (RST level) –
time to lower the pantograph
ADD4.2.8.2.9.10EN 50206 -1:2010 4.7
4.8
52 Pantograph lowering (RST level) –
dynamic insulating distance4.2.8.2.9.10EN 50119:2009 Table 2EN 190 ENTSI Normative document
Inde x
N°Characteristics to be assessed Point Document N°Mandatory 
points
53 Electrical protection of the train –
coordination of protection4.2.8.2.10EN 50388:2012 11
54 Protection against electrical hazard 4.2.8.4EN 50153:2002 relevant cl.
6
55 Windscreen –mechanical 
characteristics4.2.9.2.1EN 15152:2007 4.2.7, 4.2.9
56 Windscreen –primary /secondary  
images
optical distorsion
haze
luminous transmittance
chromaticity4.2.9.2.2EN 15152:2007 4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
57 Recording device –functional 
requirements
recording performanc e
integrit y
data integrity safeguard
level of protection4.2.9.6EN/I EC 62625 -
1:20134.2.1, 4.2.2, 
4.2.3, 4.2.4
4.3.1.1.2
4.3.1.3
4.3.1.4
4.3.1.6
58 Measures to prevent fire –material 
requirements4.2.10.2.1EN 45545 -2:2013 relevant cl.
6
59 Specific me asures fo rflammable 
liquids4.2.10.2.2EN 45545 -2:2013 Table 5
60 Fire spreading protection measures 
for passenger rolling stock –
partition test4.2.10.3.4EN 1363 -1:1999 relevant cl.
6
61 Fire spreading protection measures 
for passenger rolling stock –
partition test4.2.10.3.5EN 1363 -1:1999 relevant cl.
6
62 Emergency lighting –lighting 
level4.2.10.4.1EN 13272:2012 5.3
63 Running capability 4.2.10.4.4EN 50553:2012 relevant cl.
6
64 Interface for water filling 4.2.11.5EN 16362:201 4 4.1.2 
figure 1
65 Special requirements for stabling 
of trains –local extranla auxiliary  
power suppl y4.2.11.6EN/I EC 60309 -
2:1999relevant cl.
6EN 191 ENTSI Normative document
Inde x
N°Characteristics to be assessed Point Document N°Mandatory 
points
66 Automatic centre buffer coupler –
type 105.3.1EN 16019:2014 relevant cl.
6
67 Manual end coupling –UIC type 5.3.2EN 15551:2009 relevant cl.
6
68 Manual end coupling –UIC type 5.3.2EN 15566:2009 relevant cl.
6
69 Rescue coupler 5.3.3EN 15020:2006
+A1:2010relevant cl.
6
70 Main circuit breaker –
coordination of protection5.3.12EN 50388:2012 11
71 Wheels –verification method
decision criteria
further verification method
thermomechanical behaviour6.1.3.1EN 13979 -1:2003
+A2:20117.2.1, 7.2.2
7.2.3
7.3
6
72 Wheel slide protection –method of 
verification
test programme6.1.3.2EN 15595:2009 5
only6.2.3 
of 6.2
73 Head lamps –colour
luminous intensity6.1.3.3EN 15153 -1:201 3 6.3
6.4
74 Marker lamps –colour
luminous intensity6.1.3.4EN 15153 -1:201 3 6.3
6.4
75 Tail lamps –colour 
luminous intensity6.1.3.5EN 15153 -1:201 3 6.3
6.4
76 Horn –sounding
sound pressure level6.1.3.6EN 15153 -2:201 3 6
6
77 Pantograph –static contact force 6.1.3.7EN 50367:20 12 7.2
78 Pantograph -limit value 6.1.3.7EN 50119:2009 5.1.2
79 Pantograph –verification method 6.1.3.7EN 50206 -1:2010 6.3.1
80 Pantograph –dynamic behaviour 6.1.3.7EN 50318:2002 relevant cl.
6
81 Pantograph –interaction 
characteristics6.1.3.7EN 50317:2012 relevant cl.
6
82 Contact strips –verification 
method6.1.3.8EN 50405:2006 5.2.2, 5.2.3, 
5.2.4, 5.2.6, 
5.2.7EN 192 ENTSI Normative document
Inde x
N°Characteristics to be assessed Point Document N°Mandatory 
points
83 Safety against derail ment running 
on twisted track 6.2.3.3EN 14363:2005 4.1
84 Running d ynamic behaviour –
method of verification
assessment of criteria
conditions of assessment6.2.3.4EN 14363:2005 5
relevant cl.
6
relevant cl.
6
85 Equivalent conicity  –rail section 
definitions6.2.3.6EN 13674 -1:2011 relevant cl.
6
86 Equivalent conicity  –wheel profile 
definitions6.2.3.6EN 13715:2006 relevant cl.
6
87 Wheelset –assembly 6.2.3.7EN 13260:2009
+A1: 2010 +A2:20123.2.1
88 Wheelset –axles, method of 
verification
decision criteria6.2.3.7EN 13103:2009
+A1:2010 +A2:20124, 5, 6
7
89 Wheelset –axles, method of 
verification
decision criteria6.2.3.7EN 13104:2009
+A1:20104, 5, 6
7
90 Axle boxes/bearings 6.2.3.7EN 12082:2007 6
91 Emergency braking performance 6.2.3.8EN 14531 -1:2005 5.11.3
92 Service braking performance 6.2.3.9EN 14531 -1:2005 5.11.3
93 Wheel slide protection, method of 
verification of performance6.2.3.10EN 15595:2009 6.4
94 Slipstream effect –meterological 
conditions, s ensors, sensor 
accura cy, selection of valid data 
and processing of the data6.2.3.13EN 14067 -4:2005
+A1:20098.5.2
95 Head pressure pulse –method of 
verification
CFD
Moving model6.2.3.14EN 14067 -4:2005
+A1:20095.5.2
5.3
5.4.3EN 193 ENTSI Normative document
Inde x
N°Characteristics to be assessed Point Document N°Mandatory 
points
96 Maximum pressure variations -
distance x p between the entrance 
portal and the measuring position, 
the definitions of pFr, pN, pT, 
the minimum tunnel length6.2.3.15EN 14067 -5:2006
+A1:2010relevant cl.
6
97 Horn –sound pressure level 6.2.3.17EN 15153 -2:201 3 5
98 Maximum power and current from 
the overhead contact line –method 
of verification6.2.3.18EN 50388:2012 14.3
99 Power factor -method of 
verification6.2.3.19EN 50388:2012 14.2
100 Current collection d ynam ic 
behaviour –dynamic tests6.2.3.20EN 50317:2012 relevant cl.
6
101 Windscreen –characteristics 6.2.3.22EN 15152:2007 6.2.1 to 
6.2.7
102 Structural strength Annex C.1EN 12663 -2:2010 5.2.1 -5.2.4
103 On-board energy measurement 
systemAnnex DEN 50463 -2:201 2 relevant cl.
6
104 On-board energy measurement 
systemAnnex DEN 50463 -3:201 2 relevant cl.
6
105 On-board energy measurement 
systemAnnex DEN 50463 -5:201 2 relevant cl.
6
6clauses of the standard that are in direct relationship to the requirement expressed in the 
clause of the TSI indicated in column 3EN 194 ENJ.2 Techn ical documents (available on ERA website)
TSI ERA technical document
Index 
N°Characteristics to be assessed PointMandatory ref
Document N°Points
1 Interface between control
-command signalling trackside and 
other subsy tems4.2.3.3.1ERA/ERTMS/0332811 rev 
1.03.1 & 
3.2
2 Rolling stock dy namic behaviour 4.2.3.4ERA/TD/2012 -17/INT rev 
1.0All