EN   EN 
 
 
 EUROPEAN  
COMMISSION   
Brussels, XXX   
[…](2022) XXX  draft  
ANNEX 1  
 
ANNEX  
to the  
COMMISSION IMPLEMENTING REGULATION  
amending Commission Regulations: (EU) No 321/2013, No 1299/2014, No 1300/2014, 
No 1301/2014, No 1302/2014, No 1304/2014 and Commission Implementing 
Regulation  (EU) 2019/777   EN 1  EN ANNEX  I 
The Annex to Regulation (EU) No 321/2013 is amended as follows:  
 
(1) point 1 is replaced by the following:  
“1. INTRODUCTION  
A Technical Specification for Interoperability (TSI) is a specification that covers a 
subsystem (or part of it) as described in Article 2(11) of Directive (EU) 2016/797 in 
order:  
– to ensure the interoperability of the rail system, and  
– to meet the essential requirements.”;  
(2) point 1.2 is replaced by the following:  
“1.2. Geographical scope  
This Regulation applies to the Union rail system.”;  
(3) in point 1.3., the introductory phrase and point (a) are replaced by the following:  
“In accordance with Article 4(3) of Dir ective (EU) 2016/797, this TSI:  
(a) covers the ‘rolling stock -freight wagons' subsystem;”;  
(4) in point 2.1, second paragraph, point (a) is replaced by the following:  
“(a) special vehicles;“;  
(5) Chapter 3 is amended as follows:  
(a) the introductory paragraph is r eplaced by the following:  
“Article 3(1) of   Directive (EU) 2016/797 provides that the rail system, its 
subsystems and their interoperability constituents are to meet the relevant essential 
requirements. The essential requirements are set out in general t erms in Annex III to 
that Directive. Table 1 of this Annex indicates the basic parameters specified in this 
TSI and their correspondence to the essential requirements as explained in Annex III 
to Directive (EU) 2016/797.”;  
(b) in Table 1, the following row  4.2.3.5.3 is inserted:  
“ 
4.2.3.5.3  Derailment 
detection 
and 
prevention 
function  1.1.1  
1.1.2     2.4.3  
”; 
(6) point 4.1 is replaced by the following:  
“4.1.    Introduction  
The rail system, to which Directive (EU) 2016/797 applies and of which freight 
wagons form a part, is an integrated system whose consistency shall be verified. This 
consistency shall be checked in particular with regard to the specifications of the EN 2  EN rolling stock subsystem and the compatibility with the network (Section 4.2), its 
interfaces in relation to the other subsystems of the rail system in which it is 
integrated (Sections 4.2 and 4.3), as well as the initial operating and maintenance 
rules (Sections 4.4 and 4.5) as requested by Article 15(4) of Directive (EU) 
2016/797.  
The technical f ile, as set out in Article 15(4) of Directive (EU) 2016/797 and in point 
2.4 of Annex IV to that Directive, shall contain in particular design related values 
concerning the compatibility with the network.”;  
(7) point 4.2.2.2 is amended as follows:  
(a) the firs t paragraph is replaced by the following:  
“The structure of a unit body, any equipment attachments and lifting and jacking 
points shall be designed such that no cracks, no significant permanent deformation or 
ruptures occur under the load cases defined in the specification referenced in 
Appendix D Index [1].”;  
(b) the fourth paragraph is replaced by the following:  
“The lifting and jacking positions shall be marked on the unit. The marking shall 
comply with the specification referenced in Appendix D Index [2 ].”; 
(8) in point 4.2.2.3, the following paragraph is added:  
“Units intended to be used for combined transport and requiring a wagon 
compatibility code shall be equipped with devices for securing the Intermodal 
Loading Unit.”;  
(9) point 4.2.3.1 is amended as follo ws: 
(a) the second and third paragraphs are replaced by the following:  
“The compliance of a unit with the intended reference profile including the reference 
profile for the lower part shall be established by one of the methods set out in the 
specification referenced in Appendix D Index [4].  
 
The kinematic method, as described in the specification referenced in Appendix D 
Index [4] shall be used to establish conformity, if any, between the reference profile 
established for the unit and the respective target reference profiles G1, GA, GB and 
GC including those used for the lower part GI1 and GI2.”;  
(b) the following paragraph is added:  
“Units intended to be used for combined transport shall be codified in accordance 
with the requirements of Appendix H.”;  
(10) in point 4.2.3.2, the second paragraph is replaced by the following:  
“The permissible payload a unit may carry, for axle loads up to and including 25 t, 
shall be determined by application of the specification referenced in Appendix D 
Index [5].”;  EN 3  EN (11) point 4.2.3. 3 is replaced by the following:  
“4.2.3.3.    Compatibility with train detection systems  
If the unit is intended to be compatible with one or more of the following train 
detection systems, this compatibility shall be established in accordance with the 
provi sions of the technical document referenced in Appendix D.2 Index:  
(a) train detection systems based on track circuits (the electrical resistance of the 
wheelset can be assessed at IC level or at vehicle level);  
(b) train detection systems based on axle cou nters;  
(c) train detection systems based on loop equipment.  
The related specific cases are defined in section 7.7 of the Annex to Commission 
Implementing Regulation (EU) xxx/xxx1 [insert number of Commission Implementing 
Regulation which will be adopted on  the same day as the current one repealing 
Commission Regulation (EU) 2016/919]  (CCS TSI).  
(12) in point 4.2.3.4, the second and third paragraphs are replaced by the following:  
“If the unit is intended to be capable of being monitored by line side equipment on 
the 1 435 mm track gauge network the unit shall be compliant with the specification 
referenced in Appendix D Index [6] in order to ensure sufficient visibility.  
For units intended to be operated on the networks with track gauges of 1 524 mm, 1 
600 mm, 1 66 8 mm, the corresponding values in Table 2 referring to the parameters 
of the specification referenced in Appendix D Index [6] shall be applied.”;  
(13) in point 4.2.3.5.2, second paragraph, the first indent is replaced by the following:  
“— following the procedur es set out in the specification referenced in Appendix D 
Index [7], or”;  
(14) the following point 4.2.3.5.3 is inserted:  
“4.2.3.5.3 Derailment detection and prevention function  
The derailment detection and prevention function is intended to prevent derailments  
or to mitigate the consequences of a derailment of the unit.  
If a unit is fitted with the derailment detection and prevention function, the 
requirements below shall be met.  
4.2.3.5.3.1 General requirements  
The function shall be able to detect either a der ailment or conditions which are a 
precursor to derailment of the unit in accordance with one of the three sets of 
requirements set out in points 4.2.3.5.3.2, 4.2.3.5.3.3 and 4.2.3.5.3.4 below.  
It is allowed to combine those requirements as follows:  
4.2.3.5 .3.2 and 4.2.3.5.3.3  
4.2.3.5.3.2 and 4.2.3.5.3.4  
4.2.3.5.3.2 Derailment prevention function (DPF)  
                                                 
1 Commission Implementing Regulation (EU) [ xxxx/xxxx ] of [xxxx ] on the technical specification for 
interoperability relating to the control -command and signalling subsystems of the rail system in the 
European Union and repealing Regulation (EU) 2016/919 (OJ [xxxx] ) EN 4  EN The DPF shall send a signal to the driver’s cab of the locomotive hauling the train 
once a precursor to derailment is detected in the unit.  
The signal enablin g the DPF to be available at train level and its transmission 
between the unit, the locomotive and the other coupled unit(s) in a train shall be 
documented in the technical file.  
4.2.3.5.3.3 Derailment detection function (DDF)  
The DDF shall send a signal to the driver’s cab of the locomotive hauling the train 
once the derailment is detected in the unit.  
The signal enabling the DDF to be available at train level and its transmission 
between the unit, the locomotive and the other coupled unit(s) in a train s hall be 
documented in the technical file.  
4.2.3.5.3.4 Derailment detection and actuation function (DDAF)  
The DDAF shall automatically activate a brake application when the derailment is 
detected without possibility of overriding by the driver.  
The risk of false derailment detections shall be limited to an acceptable level.  
Therefore, the DDAF shall be subject to a risk assessment in accordance with 
Implementing Regulation (EU) No 402/2013.  
It shall be possible to deactivate the DDAF directly on the unit whe n the unit is 
stopped. That deactivation will release and isolate the DDAF from the brake system.  
The DDAF shall indicate its status (activated/deactivated) and that status shall be 
visible from both sides of the unit. If this is not physically feasible, t he DDAF shall 
indicate its status from at least one side and the other side of the wagon shall be 
marked in accordance with the specification referenced in Appendix D Index [2].”;  
(15) in point 4.2.3.6.1, the first paragraph is replaced by the following:  
“The i ntegrity of the structure of a bogie frame, all attached equipment and body to 
bogie connection shall be demonstrated based on methods as set out in the 
specification referenced in Appendix D Index [9]”;  
(16) in point 4.2.3.6.2, Table 3 is replaced by the follo wing:  
“Table 3  
Limits of use of the geometric dimensions of wheelsets  
Designation  Wheel diam.  
D [mm]  Minimum 
value  
[mm]  Maximum 
value  
[mm]  
1 435 
mm Front -to-front dimension (S R) 
 330 ≤ D ≤ 760  1 415  1 426  
760 < D ≤ 840  1 412  1 426  
D > 840  1 410  1 426  
Back -to-back distance (A R) 330 ≤ D ≤ 760  1 359  1 363  
760 < D ≤ 840  1 358  1 363  
D > 840  1 357  1 363  
EN 5  EN 1 524 
mm Front -to-front dimension (S R) 
 400 ≤ D < 840  1 492  1 514  
D ≥ 840  1 487  1 514  
Back -to-back distance (A R) 400 ≤  D < 840  1 444  1 448  
D ≥ 840  1 442  1 448  
1 600 
mm Front -to-front dimension (S R) 
 690 ≤ D ≤ 1  016  1 573  1 592  
      
Back -to-back distance (A R) 690 ≤ D ≤ 1  016  1 521  1 526  
      
1 668 
mm Front -to-front dimension (S R) 
 330 ≤ D < 840  1 648 (1) 1 659  
840 ≤ D ≤ 1  250  1 648 (1)  1 659  
Back -to-back distance (A R) 330 ≤ D < 840  1 592  1 596  
840 ≤ D ≤ 1  250  1 590  1 596  
(1)   Two-axle wagons with axle load up to 22,5 t the value shall be taken as 1  651 mm.  
”; 
(17) in point 4.2.4.3.2.1, the second and third paragraphs are replaced by the following:  
„The brake performance of a unit shall be calculated in accordance with one of the 
specifications referenced in Appendix D, either Index [16], Index [37], Index [58] or 
Index [17].  
The calculation shall be validated by tests. Brake performance calculation in 
accordance with the specification referenced in Appendix D Index [17] shall be 
validated as set out in the same specification or in the specification referenced in 
Appendix D, I ndex [58].”;  
(18) point 4.2.4.3.2.2 is amended as follows:  
(a) the second paragraph is replaced by the following:  
„If the unit is equipped with a parking brake, the following requirements shall be 
met: 
– the immobilisation shall remain until intentionally release d, 
– where it is not possible to identify the state of the parking brake directly, an 
indicator showing the state shall be provided on both sides on the outside of the 
vehicle,  
– the minimum parking brake force, considering no wind, shall be determined by 
calculations as defined in the specification referenced in Appendix D Index 
[16].”;  
(b) the following paragraph is added:  
“Where relevant, the calculations shall determine:  
– the minimum parking brake force for an unloaded wagon,  
EN 6  EN – the maximum parking brake force for a fully loaded wagon,  
– the breakover loading mass, i.e. the minimum loading condition for the 
maximum parking brake force,  
– the parking brake of a unit shall be designed considering a wheel/rail 
(steel/steel) adhesion factor not higher than 0,12.”;  
(19) in point 4.2.5, the eighth paragraph is replaced by the following:  
“The unit shall meet the requirements of this TSI without degradation for snow, ice 
and hail conditions as defined in the specification referenced in Appendix D Index 
[18], which correspond to the nominal range.”;  
(20) in point 4.2.6.2.1, the second paragraph is replaced by the following:  
“Units shall be bonded in accordance with the provisions as described in the 
specification referenced in Appendix D Index [27].”;  
(21) in point 4.2.6.2.2, the second par agraph is replaced by the following:  
“The unit shall be designed so that direct contact is prevented following the 
provisions set out in the specification referenced in Appendix D Index [27].”;  
(22) in point 4.2.6.3, the second sentence is replaced by the follo wing:  
“The dimensions and clearance of these attachment devices shall be as described in 
the specification referenced in Appendix D Index [28].”;  
(23) in point 4.3.1, Table 5 is amended as follows:  
(a) the heading of the second column is replaced by the followi ng: 
“Reference in Commission Regulation (EU) No 1299/2014*”;  
(b) the last row is replaced by the following:  
“* Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the 
technical specifications for interoperability relating to the ‘infrastructure’ subsystem 
of the rail system in the European Union (OJ L 356, 12.12.2014, p. 1).”;  
(24) in point 4.3.2, Table 6  is amended as follows:  
(a) the heading of the second column is replaced by the following:  
“Reference in Commission Implementing Regulation (EU) 2019/773*”;  
(b) the last row is replaced by the following:  
“* Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the 
technical specification for interoperability relating to the operation and traffic 
management subsystem of the rail system within the European Union and repealing 
Decision 2012/757/EU (OJ L 139I 27.5.2019, p. 5).”;  
(25) in point 4.3.3, Tab le 7, the second column is replaced by the following:  
“ 
Reference in CCS TSI  
– 4.2.10 : Compatibility with trackside train 
detection systems: vehicle design :  
– 4.2.11 : Electromagnetic compatibility EN 7  EN between rolling stock and Control -
Command and Signalling tr ackside 
equipment  
– 4.2.10 : Compatibility with trackside train 
detection systems: vehicle design  
– 4.2.11 : Electromagnetic compatibility 
between rolling stock and Control -
Command and Signalling trackside 
equipment  
– 4.2.10 : Compatibility with trackside train 
detection systems: vehicle design  
”; 
(26) in point 4.5.1, the introductory phrase is replaced by the following:  
“The general documentation comprises:”;  
(27) in point 4.5.2, the third sentence of the introductory paragraph is replaced by the 
following:  
“The ma intenance design justification file comprises:”;  
(28) point 4.8, the first paragraph, is amended as follows:  
(a) the twentieth indent is deleted;  
(b) the following indents are added:  
– “Minimum brake force and, where relevant, maximum brake force and 
breakover lo ading mass for the parking brake (if applicable)  
– Number of axles where the parking brake is applied  
– Presence of one or more of the following functions: DDF, DPF, DDAF.  
– Description of the signal informing of a derailment or a precursor to a 
derailment and i ts transmission for units fitted with DDF or DPF.”;  
(29) point 6.1.2.1 is replaced by the following:  
“6.1.2.1  Running gear  
The demonstration of conformity for running dynamic behaviour is set out in the 
specification referenced in Appendix D Index [8].  
Units eq uipped with an established running gear as described in that specification are 
presumed to be in conformity with the relevant requirement provided that the 
running gears are operated within their established area of use.  
The minimum axle load and maximum a xle load during operation of a wagon 
equipped with an established running gear shall be compliant with the loading 
conditions between tare and loaded specified for the established running gear, as in 
the specification referenced in Appendix D Index [8].  
In case the minimum axle load is not achieved by the mass of the vehicle in tare 
condition, conditions for use can be applied to the wagon requiring to operate it 
always with a minimum payload or a ballast (for example with an empty loading EN 8  EN device), to be compliant with the parameters of the specification referenced in 
Appendix D Index [8].  
In such case, the parameter ‘Mass of wagon in tare conditions’ used for dispensation 
of on track tests can be substituted by ‘Minimum axle load’. This shall be reported  in 
the Technical File as a condition for use.  
The assessment of the bogie frame strength shall be based on the specification 
referenced in Appendix D Index [9].”;  
(30) point 6.1.2.2 is replace by the following:  
“6.1.2.2.  Wheelset  
The demonstration of conformit y for the mechanical behaviour of the wheelset 
assembly shall be carried out in accordance with the specification referenced in 
Appendix D Index [10], which defines limit values for the axial assembly force and 
the associated verification test.”;  
(31) in point  6.1.2.3(a), the first, second and third paragraphs are replaced by the 
following:  
“Forged and rolled wheels: The mechanical characteristics shall be proven following 
the procedure described in the specification referenced in Appendix D Index [11].  
If the wheel is intended to be used with brake blocks acting on the wheel running 
surface, the wheel shall be thermo mechanically proven by taking into account the 
maximum braking energy foreseen. A type test, as described in the specification 
referenced in Appen dix D Index [11], shall be performed in order to check that the 
lateral displacement of the rim during braking and the residual stress are within the 
specified tolerance limits.  
The decision criteria of residual stresses for forged and rolled wheels are se t out in 
the same specification”;  
(32) in point 6.1.2.4, the first and second paragraphs are replaced by the following:  
“In addition to the requirement for the assembly above, the demonstration of 
conformity of the mechanical resistance and fatigue characterist ics of the axle shall 
be based on the specification referenced in Appendix D, Index [12].  
That specification includes the decision criteria for the permissible stress. A 
verification procedure shall exist to ensure at the production phase that no defects 
may adversely affect safety due to any change in the mechanical characteristics of 
the axles. The tensile strength of the material in the axle, the resistance to impact, the 
surface integrity, the material characteristics and the material cleanliness shall be 
verified. The verification procedure shall specify the batch sampling used for each 
characteristic to be verified.”;  
(33) in point 6.2.2.1, the first paragraph is replaced by the following:  
“The demonstration of conformity shall be in accordance with one of the 
specifications referenced in Appendix D, either Index [3] or Index [1]”;  
(34) point 6.2.2.2 is replaced by the following:  
“6.2.2.2.    Safety against derailment running on twisted track  
The demonstration of conformity shall be carried out in accordance with  the 
specification referenced in Appendix D Index [7]”;  EN 9  EN (35) point 6.2.2.3 is amended as follows:  
(a) the first paragraph is replaced by the following:  
“The demonstration of conformity shall be carried out in accordance with the 
specification referenced in Appe ndix D Index [7].”;  
(b) in the second paragraph, the introductory phrase is replaced by the following:  
“For units operated on the 1 668 mm track gauge network, the evaluation of the 
estimated value for the guiding force normalized to the radius Rm = 350 m in 
accordance with that specification, shall be calculated in accordance with the 
following formula:”;  
(c) the fifth paragraph is replaced by the following:  
“The combination of the highest equivalent conicity and speed for which the unit 
meets the stabili ty criterion in the specification referenced in Appendix D Index [7] 
shall be recorded in the report.”;  
(36) in point 6.2.2.4, the first paragraph is replaced by the following:  
“The demonstration of conformity for mechanical resistance and fatigue 
characteristics of the rolling bearing shall be in accordance with the specification 
referenced in Appendix D Index [13]”;  
(37) point 6.2.2.5 is replaced by the following:  
“6.2.2.5. Running gear for manual change of wheelsets  
Changeover between 1435 mm and 1668  mm track gauges  
The technical solutions described in the specification referenced in Appendix D 
Index [14] for axle units and for bogie units are deemed to be compliant with the 
requirements in point 4.2.3.6.7.  
Changeover between 1435 mm and 1524 mm track  gauges  
The technical solution described in the specification referenced in Appendix D Index 
[15] is deemed to be compliant with the requirements in point 4.2.3.6.7.”;  
(38) in point 6.2.2.8.1, the first sentence is replaced by the following:  
“Barriers shall be tested in accordance with the specification referenced in Appendix 
D Index [19]”;  
(39) point 6.2.2.8.2 is amended as follows:  
(a) the first and second paragraphs are replaced by the following:  
“Testing of the materials ignitability and flame spread properties s hall be performed 
in accordance with the specification referenced in Appendix D Index [20] for which 
the limit value shall be CFE ≥ 18 kW/m2.  
For rubber parts of bogies, the testing shall be performed in accordance with the 
specification referenced in Appe ndix D Index [23] for which the limit value shall be 
MARHE ≤ 90 kW/m2 under the test conditions set out in the specification referenced 
in Appendix D Index [22].”;  
(b) in the third paragraph, the sixth indent is replaced by the following:  
“– materials that  meet the requirements of category C -s3, d2 or higher in accordance 
with the specification referenced in Appendix D Index [21].”;  EN 10  EN (40) point 6.2.2.8.3 is replaced by the following:  
“6.2.2.8.3 Cables  
The electrical cables shall be selected and installed in accor dance with the 
specification referenced in Appendix D Indexes [24] and [25]”;  
(41) point 6.2.2.8.4 is replaced by the following:  
“6.2.2.8.4 Flammable liquids  
The measures taken shall be in accordance with the specification referenced in 
Appendix D Index [26]”;  
(42) point 7.1 is replaced by the following:  
“7.1 Authorisation for placing on the market  
(1)  This TSI is applicable to the subsystem ‘rolling stock — freight wagons’ 
within the scope set out in its points 1.1, 1.2 and 2.1, which are placed on the market 
after the date of application of this TSI, except where point 7.1.1 ‘Application to 
ongoing projects’ applies.  
(2)  This TSI is also applicable on a voluntary basis to:  
– units referred to in point 2.1(a) in running mode, in case they correspond to a 
‘unit’ as de fined in this TSI, and  
– units as defined in point 2.1(c), in case they are in empty configuration.  
In case the applicant chooses to apply this TSI, the corresponding EC declaration of 
verification shall be recognised as such by Member States.  
(3)  Compliance with this Annex in its version applicable before [Publications 
Office: please insert the date of entry into force of this amending act] is deemed 
equivalent to compliance with this TSI, except for changes listed in Appendix A.”;  
(43) point 7.1.1 is r eplaced by the following:  
“7.1.1   Application to ongoing projects  
The application of this TSI is not mandatory to projects that are in phase A/phase B 
(as defined in points 7.2.3.1.1 and 7.2.3.1.2 of the Annex to Regulation (EU) No 
321/2013 as amended by I mplementing Regulation (EU) 2019/776) on [Publications 
Office: Please insert the date of entry into force of this amending act].”;  
(44) point 7.1.2, the third paragraph, is amended as follows:  
(a) the following points (d1) and (d2) are inserted:  
“(d1)  If the un it has electronic equipment on board emitting interference current via 
the rail, the ‘influencing unit’ (as defined in the technical document referenced in 
Appendix D.2 Index [A]) of which the unit is planned to be part shall be compliant 
with specific cas es for track circuits notified under Article 13 of CCS TSI by 
applying the harmonised vehicle test methods and vehicle impedance referred in the 
technical document referenced in Appendix D.2 Index [A]. Compliance of the unit 
can be demonstrated based on th e technical document referred in Article 13 of CCS 
TSI and is checked by the Notified Body as part of EC verification.  EN 11  EN (d2) If the unit has electrical or electronic equipment on board emitting interference 
electromagnetic fields:  
– close to the wheel sensor of an axle counter, or  
– induced by the return current via the rail if applicable.  
The ‘influencing unit’ (as defined in the technical document referenced in Appendix 
D.2 Index [A]) of which the unit is planned to be part shall be compliant with 
specific cas es for axle counters notified under Article 13 of CCS TSI by applying the 
harmonised vehicle test methods referred in the technical document referenced in 
appendix D.2 index [A]. Compliance of the unit can be demonstrated based on the 
technical document re ferred in Article 13 of CCS TSI and is checked by the Notified 
Body as part of EC verification.”;  
(b) point (e) is replaced by the following:  
“(e) The unit must be equipped with the manual coupling system in accordance with 
the prescriptions set out in App endix C, Section 1, including the fulfilment of Section 
8 or with any semi -automatic or automatic coupling system.”;  
(c) point (g) is replaced by the following:  
“(g) The unit must be marked with all applicable markings in accordance with the 
specification referenced in Appendix D Index [2].”;  
(d) point (h) is replaced by the following:  
“(h) The minimum and, where relevant maximum parking brake force, the number 
of wheelsets (N) and the number of wheelsets on which the parking brake is applied 
(n) shall be m arked as set out in Figure 1:  
Figure 1  
Marking of the parking brake force   
 
”;  
(45) in point 7.2.1, the fifth paragraph is replaced by the following:  
“Non -certified ICs: Components which correspond to an IC in Chapter 5 but are not 
holding a certificate of conformity and which are produced before the expiry of the 
transitional period referred to in Article 8”;  
(46) in point 7.2.2, the heading is replaced by the following:  
“7.2.2. Changes to a unit in operation or to an existing unit type”;  
(47) in point 7.2.2.1, the second paragraph, the first sentence is replaced by the following:  
“This point 7.2.2 applies in case of any change(s) to a unit in operation or to an 
existing unit type, including renewal or upgrade.”;  
EN 12  EN (48) point 7.2.2.2 is amended as follows:  
(a) the second p aragraph is replaced by the following:  
“Without prejudice to clause 7.2.2.3, compliance with the requirements of this TSI or 
Commission Regulation (EU) No 1304/2014* (TSI NOI, see clause 7.2 of that TSI) 
shall only be needed for the basic parameters in thi s TSI which may be affected by 
the change(s).  
_________  
* Commission Regulation (EU) No 1304/2014 of 26 November 2014 on the 
technical specification for interoperability relating to the subsystem ‘rolling stock — 
noise’ amending Decision 2008/232/EC and re pealing Decision 2011/229/EU (OJ L 
356, 12.12.2014, p. 421).”;  
(b) in Table 11a, the following row 4.2.3.5.3 is inserted:  
 “ 
4.2.3.5.3 Derailment 
detection and 
prevention function  Presence and type 
of derailment 
detection and 
prevention 
function(s)  Fitting /removing of 
prevention/detection 
function  N/A 
”; 
(c) the twelfth and thirteenth paragraphs are replaced by the following:  
“In order to establish the EC type or design examination certificate, the notified body 
selected by the entity managing the change may refer to:  
– the original EC type or design examination certificate for parts of the design 
that are unchanged or those that are changed but do not affect the conformity of 
the subsystem, as far as it is still valid,  
– additional EC type or design examinati on certificate (amending the original 
certificate) for modified parts of the design that affect the conformity of the 
subsystem with the TSIs referred to in the certification framework defined in 
point 7.2.3.1.1.  
In case the validity period of the EC type or design examination certificate for the 
original type is limited to 10 years (due to the application of the former Phase A/B 
concept), the validity period of the EC type or design examination certificate for the 
modified type, type variant or type versio n shall be limited to 14 years after the date 
of appointment of a notified body by the applicant for the initial rolling stock type 
(beginning of phase A of the original EC type or design examination certificate).”;  
(49) in point 7.2.2.3, the heading and the fi rst paragraph are replaced by the following:  
“7.2.2.3. Particular rules for units in operation not covered by an EC declaration of 
verification with a first authorisation for placing in service before 1 January 2015  
The following rules apply, in addition t o clause 7.2.2.2, to units in operation with a 
first authorisation for placing in service before 1 January 2015, where the scope of 
the change has an impact on basic parameters not covered by the EC declaration.”;  EN 13  EN (50) point 7.2.2.4 is amended as follows:  
(a) the heading is replaced by the following:  
“7.2.2.4. Rules for the extension of the area of use for units in operation having an 
authorisation in accordance with Directive 2008/57/EC or in operation before 19 July 
2010”;  
(b) in point (4), point (a) is replac ed by the following:  
“(a) specific cases relating to any part of the extended area of use, listed in this TSI, 
TSI NOI and CCS TSI;”;  
(51) point 7.2.3.1 is replaced by the following:  
“7.2.3.1.    Rolling stock subsystem  
This point concerns a rolling stock type (unit type in the context of this TSI), as 
defined in Article 2(26) of Directive (EU) 2016/797, which is subject to an EC type 
or design verification procedure in accordance with section 6.2 of this TSI. It also 
applies to the EC type or design verificatio n procedure in accordance with the TSI 
NOI, which refers to this TSI for its scope of application to freight units.  
The TSI assessment basis for an EC type or design examination is defined in 
columns ‘Design review’ and ‘Type test’ of Appendix F of this TS I and of Appendix 
C of the TSI NOI.”;  
(52) points 7.2.3.1.1 and 7.2.3.1.2 are replaced by the following:  
“7.2.3.1.1.  Definitions  
(1) Initial assessment framework  
The initial assessment framework is the set of TSIs (this TSI and the TSI NOI) 
applicable at the be ginning of the design phase when the notified body is contracted 
by the applicant.  
(2) Certification framework  
The certification framework is the set of TSIs (this TSI and the TSI NOI) applicable 
at the time of issuing the EC type or design examination ce rtificate. It is the initial 
assessment framework amended with the revisions of TSIs that came into force 
during the design phase.  
(3) Design phase  
The design phase is the period starting once a notified body, which is responsible for 
EC verification, is c ontracted by the applicant and ending when the EC type or 
design examination certificate is issued.  
A design phase can cover a type and one or several type variant(s) and type 
version(s). For all type variant(s) and type version(s), the design phase is considered 
as starting at the same time as for the main type.  
(4) Production phase  
The production phas e is the period during which units may be placed on the market 
on the basis of an EC declaration of verification referring to a valid EC type or 
design examination certificate.  
(5) Unit in operation  EN 14  EN A unit is in operation when it is registered with ‘Valid’  registration code ‘00’, in the 
National Vehicle Register in accordance with Decision 2007/756/EC or in the 
European Vehicle Register in accordance with Implementing Decision (EU) 
2018/1614 and maintained in a safe state of running in accordance with 
Imple menting Regulation (EU) 2019/779.  
7.2.3.1.2.  Rules related to the EC type or design examination certificate  
(1) The notified body shall issue the EC type or design examination certificate 
referring to the certification framework.  
(2) When a revision of thi s TSI or of the TSI NOI comes into force during the design 
phase, the notified body shall issue the EC type or design examination certificate in 
accordance with the following rules:  
– For changes in the TSIs that are not referenced in Appendix A, conformity  with 
the initial assessment framework leads to conformity to the certification 
framework. The Notified Body shall issue the EC type or design examination 
certificate referring to the certification framework without additional 
assessment.  
– For changes in th e TSIs that are referenced in Appendix A, their application is 
mandatory in accordance with the transition regime laid down in that 
Appendix. During the transition period, the Notified Body may issue the EC 
type or design examination certificate referring to the certification framework 
without additional assessment. The Notified Body shall list in the EC type or 
design examination certificate all the points assessed in accordance with the 
initial assessment framework.  
(3) When several revisions of this TSI or of the TSI NOI come into force during the 
design phase, point (2) shall apply to all revisions successively  
(4) It is always permissible (but not mandatory) to use a most recent version of any 
TSI, either totally or for particular sections, unless expl icitly otherwise specified in 
the revision of those TSIs; in case of application limited to particular sections, the 
applicant has to justify and document that applicable requirements remain consistent, 
and that has to be approved by the notified body.”;  
(53) the following point 7.2.3.1.3 is inserted:  
“7.2.3.1.3  Validity of the EC type or design examination certificate  
(1) When a revision of this TSI or of the TSI NOI comes into force, the EC type or 
design examination certificate for the subsystem remains vali d unless it is required to 
be revised in accordance with the specific transition regime of a TSI change.  
(2) Only the changes to the TSIs with a specific transition regime can apply to 
units in production phase or to units in operation.”;  
(54) point 7.2.3.2 is replaced by the following:  
“7.2.3.2  Interoperability constituents  
(1) This point concerns interoperability constituents which are subject to type 
examination or design examination or to suitability for use.  
(2) The type or design examination or suitability  for use remains valid even if a 
revision of this TSI or of the TSI NOI comes into force, unless explicitly otherwise 
specified in the revision of those TSIs.  EN 15  EN During this time, new constituents of the same type are permitted to be placed on the 
market wit hout a new type assessment.”;  
(55) in point 7.3.2.2, the following point (b) is added:  
“(b) Specific case France (‘T0’)  
This specific case is applicable to all units intended to operate on the French railway 
network.  
Clauses 5.1 and 5.2 of standard EN 15437 -1:2009 apply with the following 
specificities. The notations are the ones used in picture 3 of the standard.  
WTA = 70 mm  
YTA = 1092,5 mm  
LTA = Vmax x 0,56 (Vmax being the maximal line speed at the level of 
HABC, expressed in km/h).  
Units mutually recognised in accordance with point 7.1.2 and units equipped with 
on-board axle bearing condition monitoring equipment are exempted from this 
specific case. The exemption of units in accordance with point 7.1.2 is not applicable 
when using other conformity assessment  methods in accordance with point 
6.1.2.4a.”;  
(56) in point 7.3.2.4, the heading “Specific case UK for Great Britain” and the following 
two paragraphs are deleted;  
(57) point 7.3.2.5 is replaced by the following:  
“7.3.2.5  Brake safety requirements (point 4.2.4.2)  
Specific case Finland  
For freight wagon intended to operate only on 1524 mm network, the safety 
requirement defined in point 4.2.4.2 is deemed fulfilled if the unit complies with 
conditions defined in point 9 of Appendix C with the following modifications:  
(1) (point 9(d) of Appendix C) the braking performance shall be determined on the 
basis of the minimum distance of 1 200 m between signals on the Finnish network. 
The minimum percentage of braked weight is 55 % for 100 km/h and 85 % for 120 
km/h;  
(2) (point  9(l) of Appendix C) if the brake system requires an interoperability 
constituent ‘friction element for wheel tread brakes’, the interoperability constituent 
shall comply with the requirements of point 6.1.2.5 or be made of cast iron.”;  
(58) point 7.3.2.7 is de leted;  
(59) point 7.6 is deleted;  
(60) Appendix A is replaced by the following:  
“Appendix A - Changes of requirements and transition regimes  
Changes with a generic transition regime:  
For TSI points listed in Table A.1, compliance with this Annex in its version 
applicable before [Publications Office: please insert the date of entry into force of 
this amending act] (‘the previous TSI’) does not systematically imply compliance 
with this TSI. However, for projects already in design phase on [Publications Office: EN 16  EN please insert the date of entry into force of this amending act], the requirement of the 
previous TSI can still apply until [Publications Office: please insert the date of entry 
into force of this amending act + 7 years] . Projects in production phase and units i n 
operation are not affected by the TSI requirements listed in Table A.1  
Table A.1 – transition regime of 7 years  
TSI point(s)  TSI point(s) in previous 
TSI  Explanation of the TSI change  
4.2.2.3 Second paragraph  New requirement  Inclusion of a requirement  on the securing 
devices  
4.2.3.5.3 Derailment 
detection and prevention 
function  No point  Inclusion of requirements for the derailment 
detection and prevention function  
4.2.4.3.2.1 Service brake  4.2.4.3.2.1 Service brake  Evolution of the specification referenced in 
Appendix A, Indexes [16] and [17]  
4.2.4.3.2.2 Parking brake  4.2.4.3.2.2 Parking brake  Evolution of the specification referenced in 
Appendix A Index [17]  
4.2.4.3.2.2 Parking brake  4.2.4.3.2.2 Parking brake  Change in the calculation of the pa rking brake 
parameters  
6.2.2.8.1 Testing of barriers  6.2.2.8.1 Testing of 
barriers  Evolution of the specification referenced in 
Appendix A Index [19]  
7.1.2 (h) Marking of the 
parking brake  7.1.2 (h) Marking of the 
parking brake  Change in the required marking  
Point 9 of Appendix C  Point 9 of Appendix C   Evolution of the specification referenced in 
Appendix A, Indexes [38], [39], [46], [48], [49], 
[58] 
Appendix H  New requirement  Inclusion of requirements on the codification of 
wagons  
Points referrin g to Appendix 
D.2 Index [A] except to point 
3.2.2  Points referring to 
ERA/ERTMS/033281 
V4except to point 3.2.2  ERA/ERTMS/033281 V5 replaces 
ERA/ERTMS/033281 V4, main changes concern 
frequency management for interference current 
limits and closure of open points  
 
Changes with a specific transition regime:  
For TSI points listed in Table A.2, compliance with this Annex in its version 
applicable before [Publications Office: please insert the date of entry into force of 
this amending act] (‘previous TSI’) does not systematically imply compliance with 
this TSI. However, for projects already in design phase on [Publications Office: 
please insert the date of entry into force of this amending act], the requirement of the 
previous TSI can still apply in accordan ce with the specific transition regime set out 
in Table A.2. Projects in production phase and units in operation are affected by the EN 17  EN TSI requirements listed in Table A.2 in accordance with the specific transition 
regime set out in that Table.  
Table A.2 – Specific transition regime  
TSI 
point(s)  TSI points(s) in 
previous TSI  Explanation on TSI 
change  Transition regime  
   Desig
n 
phase 
not 
started  Desig
n 
phase 
started  Productio
n phase  units in 
operatio
n 
Points 
referring 
to point 
3.2.2 
Appendi
x D.2 
Index [A]  Points referring to 
point 3.2.2 of 
ERA/ERTMS/03328
1 V4  ERA/ERTMS/03328
1 V5 replaces 
ERA/ERTMS/03328
1 V4  Transition regime is defined in Table B1 in 
Annex B to the CCS TSI  
 
”; 
(61) Appendix C is amended as follows:  
(a) in the section ‘Additional optional conditions’, “C.18” is replaced by “C.20”;  
(b) point 1 is replaced by the following:  
“1.    Manual coupling system  
The manual coupling system shall comply with the following requirements:  
– The screw coupling system excluding the draw hook, and the draw hoo k 
itself, shall respectively comply with the requirements related to freight 
wagons defined in Appendix D Index [31]  
– The wagon shall comply with the requirements related to freight wagons 
defined in Appendix D Index [59]  
– The buffer shall comply with the requirements related to freight wagons 
defined in Appendix D Index [32]  
Where a combined automatic and screw coupler is fitted, it is permissible for 
the auto coupler head to infringe the space for shunting staff on the left hand 
side when it is stowed and  the screw coupler is in use. In this case the marking 
defined in the specification referenced in Appendix D Index [2] is mandatory.  
In order to provide this full compatibility, it is permitted to have a different 
value of the distance between buffer centr elines, 1 790 mm (Finland) and 1 850 
mm (Portugal and Spain) taking into account the specification referenced in 
Appendix D Index [32]”;  
(c) point 2 is replaced by the following:  
“2. UIC footsteps and handrails  EN 18  EN The unit shall be equipped with footsteps and  handrails in accordance with the 
specification referenced in Appendix D Index [28] and with clearances in 
accordance with the same specification”;  
(d) point 3 is replaced by the following:  
“3. Ability to be hump shunted  
In addition to the requirements of point 4.2.2.2 the unit shall be assessed in 
accordance with the specification referenced in Appendix D Index [1] and 
classified in Category F I in accordance with the same specification with the 
following exception: for units designed to carry motor vehicl es or combined 
transport units without long stroke shock absorbers the Category F -II may be 
used. The requirements concerning the buffing tests in the same specification”;  
(e) in point 7, the following points (c) and (d) are added:  
“(c) If the unit has ele ctronic equipment on board emitting interference 
current via the rail, the ‘influencing unit’ (as defined in the technical document 
referenced in Appendix D.2 Index [A]) of which the unit is planned to be part 
shall be compliant with specific cases for tra ck circuits notified under Article 
12 of CCS TSI by applying the harmonised vehicle test methods and vehicle 
impedance referred in the technical document referenced in Appendix D.2 
Index [A]. Compliance of the unit can be demonstrated based on the technica l 
document referred in Article 12 of CCS TSI and is checked by the Notified 
Body as part of EC verification.  
(d) If the unit has electrical or electronic equipment on board emitting 
interference electromagnetic fields:  
– close to the wheel sensor of an axl e counter, or  
– induced by the return current via the rail if applicable.  
The ‘influencing unit’ (as defined in the technical document referenced in 
Appendix D.2 Index [A]) of which the unit is planned to be part shall be 
compliant with specific cases for axle counters notified under Article 12 of 
CCS TSI by applying the harmonised vehicle test methods referred in the 
technical document referenced in Appendix D.2 Index [A]. Compliance of the 
unit can be demonstrated based on the technical document referred in Article 
12 of CCS TSI and is checked by the Notified Body as part of EC 
verification.”;  
(f) point 8 is replaced by the following:  
“8. Tests concerning longitudinal compressive forces  
The verification of safe running under longitudinal compressive forces  shall be 
in accordance with the specification referenced in Appendix D Index [33].”;  
(g) point 9 is amended as follows:  
(i) in point (c), the second sentence is replaced by the following:  
“The brake modes G and P shall be assessed in accordance with the 
specification referenced in Appendix D Index [36].”;  EN 19  EN (ii) in point (e), the second sentence is replaced by the following:  
"The brake application time of the P brake mode in accordance with the 
specification referenced in Appendix D Index [36] are also valid  for 
further brake modes.”;  
(iii) in point (f), the second sentence is replaced by the following:  
“Details for standardised air reservoirs are set out in the specifications 
referenced in Appendix D Index [40] and Index [41].”;  
(iv) in point (h), the first sentence is replaced by the following:  
“The distributor and distributor isolating device shall be in accordance 
with the specification referenced in Appendix D Index [34].”;  
(v) point (i) is amended as follows:  
– point (i) is replaced by the following:  
“(i) The interface of the brake pipe shall be in accordance with the 
specification referenced in Appendix D Index [42].”;  
– point (iv) is replaced by the following:  
“(iv) The end cocks shall be in accordance with the specification 
referenced in Appendix D Index [ 43].”;  
(vi) points (j) and (k) are replaced by the following:  
“(j) The brake mode switching device shall be in accordance with the 
specification referenced in Appendix D Index [44].  
(k) Brake block holders shall be in accordance with the specification 
referenced in Appendix D Index [45].”;  
(vii) in point (l), the first sentence is replaced by the following:  
“If the brake system requires a ‘friction element for wheel tread brakes’ 
interoperability constituent, the interoperability constituent shall, in 
addition to the requirements of point 6.1.2.5, comply with the 
specification referenced in Appendix D Index [46] or Index [47].”;  
(viii)  in point (m), the first and second sentences are replaced by the 
following:  
“Slack adjusters shall be in accordance with  the specification referenced 
in Appendix D Index [48]. The assessment of conformity shall be carried 
out in accordance with the same specification”;  
(ix) point (n) is replaced by the following:  
“(n) If the unit is equipped with a wheel slide protection sy stem (WSP) it 
shall be in accordance with the specification referenced in Appendix D 
Index [49].  
 EN 20  EN Table C.3  
Minimum braking performance for brake modes G and P  
Braking 
mode  Command 
Equipment  unit 
type Load 
status  Requirement for running 
speed at 100 km/h  Requirement for running 
speed at 120 km/h  
Maximum 
braking 
distance  Minimum 
braking 
distance  Maximum 
braking 
distance  Minimum 
braking 
distance  
Braking 
mode 
‘P’ Changeover 
(1)  ‘S1’
(2)   Empty    Smax = 700 m  
λmin = 65 %  
amin = 0,60 
m/s2  Smin = 390 
m 
λmax = 125 
%, (130 
%)(3)  
amax = 1,15 
m/s2  Smax = 700 
m 
λmin = 100 
% 
amin = 0,88 
m/s2  Smin = 580 m  
λmax = 125 %, 
(130 %)(3)  
amax = 1,08 
m/s2  
Inter -
mediate    Smax = 810 m  
λmin = 55 %  
amin = 0,51 
m/s2  Smin = 390 
m 
λmax = 125 
% 
amax = 1,15 
m/s2    
Loaded  Smax = 700 m  
λmin = 65 %  
amin = 0,60 
m/s2  Smin = Max 
[(S = 480 
m, λ max = 
100 %, a max 
= 0,91 m/s2) 
(S obtained 
with a mean 
retardation 
force of 
16,5 kN per 
axle)](4)    
Variable 
load 
Relay(5)    ‘SS’
, 
‘S2’   Empty  Smax = 480 m  
λmin = 100 % 
(6) 
amin = 0,91 
m/s2 (6)  Smin = 390 
m 
λmax = 125 
%, (130 %) 
(1) 
amax = 1,15 
m/s2  Smax = 700 
m 
λmin = 100 
% 
amin = 0,88 
m/s2  Smin = 580 m  
λmax = 125 %, 
(130 %)(1)  
amax = 1,08 
m/s2  
‘S2’
(7)  Loaded  Smax = 700 m  
λmin = 65 %  
amin = 0,60 
m/s2  Smin = Max 
[(S = 480 
m, λ max = 
100 %, a max 
= 0,91 m/s2) 
(S obtained   EN 21  EN with a mean 
retardation 
force of 
16,5 kN per 
axle)] (8)  
‘SS’
(9)   Loaded  
(18 t per 
axle for 
brake 
blocks)    Smax (10) = Max [S = 700 m, 
λmax = 100 %,  
amax = 0,88 m/s2) (S obtained 
with a mean retardation force 
of 16 kN per axle)] (11)  
Braking 
mode 
‘G’      There shall 
be no 
separate 
assessment 
of the 
braking 
performanc
e of units in 
position G. 
A unit’s 
braked 
weight in 
position G 
is the result 
of the 
braked 
weight in  
position P 
(see the 
specificatio
ns 
referenced 
in 
Appendix 
D, either 
Index [17]  
or Index 
[58]    
 
(1)  Changeover in accordance with the specification referenced in Appendix D Index [38].  
 
(2)  An ‘S1’ unit is a unit with empty/load device. The maximum load per axle is 22,5 t.  
 
(3)  Only for two stage load brake (changeover command) and P10 (cast iron blocks with 10 ‰ phosphor) - or LL -
brake blocks.  
 
(4)  The maximum mean retardation force allowed (for running speed at 100 km/h) is 
. This value comes fro m the maximum braking energy input permitted on 
a clasp braked wheel with a nominal new diameter in the range of [920 mm; 1000 mm] during braking (the 
brake weight shall be limited to 18 tonnes/axle).  
 
(5)  Variable load relay in accordance with the specif ication referenced in Appendix D Index [35] in combination 
with a variable load sensing device in accordance with the specification referenced in Appendix D Index [39].  
EN 22  EN  
(6) , with Te = 2 sec. Distance 
calculation in accordance with the specification referenced in Appendix D Index [16].  
 
(7)  An ‘S2’ unit is a unit with a variable load relay. The maximum load per axle is 22,5 t.  
 
(8)  The automatic -load controlled equipment of wagons worked under s conditions can provide a maximum 
braked weight of 𝜆 = 100% , up to load limit equal to 67 % of the maximum permissible wagon weight.  
 For standard wheelset with using the max axle load  
 Max 1000 mm; minimal worn 840 mm, max axle load 22,5t,  
 Max axle load for λ=100: 15 t  
 
 Max 840 mm; minimal worn 760 mm,  
 max axle load 20 t, Max axle load for λ=100: 13 t  
 
 Max 760 mm; minimal worn 680 mm,  
 max axle load 18 t, Max axle load for λ=100: 12 t  
 
 Max 680 mm; minimal worn 620 mm  
 Max axle load 16 t, Max axle load for λ=100: 10,5 t  
 
(9)  An ‘SS’ unit shall be equipped with a variable load relay. The maximum load per axle is 22,5 t.  
 
(10)  λ must not exceed 125 %, considering for braking only on wheels (brake blocks), the maximum mean 
retardation force allowed of 16 kN/axle (for running speed at 120 km/h).  
 
(11)  The requirement by a running speed of 120 km/h is to fulfil 𝜆 = 100 % up to the SS load limit, with following 
derogation: the mean retardation force for tread brake with wheel diameter [new max 1.000mm, worn min. 
840 mm] shall be limited to 16 kN/wheels et. This limit is caused by the maximum admissible braking energy 
corresponding to 20 t axle load with 𝜆 = 90 % and 18 t braked weight per wheelset.  
 If a braked weight percentage of more than 100 % is required with an axle load of more than 18 t, it is 
necessary to realize another type of brake system (for example disc brakes) to limit the thermal load on the 
wheel.  
”; 
(x) the following point (o) is added:  
“(o) For wagons with composite brake blocks and a nominal wheel 
diameter of max 1000 mm, minimal worn 840 mm and a braked weight 
per wheelset of more than 15,25 t (14,5 t plus 5%), a relay valve type E 
in accordance with the specification referenced in Appendix D Index [35] 
shall be used. For wagons with a nominal wheel diameter smaller than 
920 mm, t his brake weight limit value shall be adapted in line with the 
energy input into the wheel rim.”;  
(h) point 12 is replaced by the following:  
“12. Welding  
Welding shall be carried out in accordance with the specifications referenced in 
Appendix D Indexes [5 0] to [54]”;  
(i) in point 14, the second paragraph, the introductory phrase is replaced by the 
following:  
“With regard to the use of wheel tread brake systems, this condition is deemed 
to be met if the ‘friction element for wheel tread brakes’ interoperabi lity 
constituent is, in addition to the requirements of point 6.1.2.5, compliant with 
EN 23  EN the specification referenced in Appendix D, either Index [46] or Index [47], 
and if the wheel:”;  
(j) points 15 to 18 are replaced by the following:  
“15. Specific product properties concerning the wheel  
The wheels shall be in accordance with the specification referenced in 
Appendix D Index [55]. The thermal mechanical type test required in point 
6.1.2.3 shall be carried out in accordance with the specification referenced in  
Appendix D Index [11] when the complete brake system is acting directly on 
the wheel tread.  
16. Tow hooks  
Units shall be provided with tow hooks, each one being fixed to the side of the 
unit underframe in accordance with the specification referenced in Ap pendix D 
Index [56].  
Alternative technical solutions are allowed as far as conditions listed in the 
same specification are respected. If the alternative solution is a cable eye 
bracket, it shall in addition have a minimum diameter of 85 mm.  
17. Protective devices on protruding parts  
To ensure the safety of staff, protruding (e.g. angular or pointed) parts of the 
unit located up to 2 m above rail level or above passageways, working surfaces 
or tow hooks which are liable to cause accidents, shall be fitted wi th protective 
devices as described in the specification referenced in Appendix D Index [56].  
18. Label holders and attachment devices for rear -end signal  
All units shall be equipped with a label holder in accordance with the 
specification referenced in App endix D Index [57] and at both ends with 
attachment devices as set out in point 4.2.6.3.”;  
(k) point 20 is replaced by the following:  
“20. Running dynamic behaviour  
The combination of maximum operating speed and maximum admissible cant 
deficiency shall be in accordance with the specification referenced in Appendix 
D Index [7].  
Units equipped with established running gear as specified in point 6.1.2.1 are 
presumed to be in conformity with this requirement.”;  
(62) Appendix D is replaced by the following:  
“Appendix  D 
D.1 MANDATORY STANDARDS OR NORMATIVE DOCUMENTS REFERRED 
TO IN THIS TSI  
Index  Standard name  Standard 
reference  Standard 
version  
 Parameter  TSI Point  Standard Point  EN 24  EN [1] EN 12663 -2:2010  
Railway applications - Structural requirements of railway vehicle bodies - 
Part 2: Freight wagons  
[1.1]  Strength of unit  4.2.2.2  5 
[1.2]  Strength of unit – demonstration of conformity  6.2.2.1  6, 7 
[1.3]  Ability to be hump shunted  Appendix C, 
point 3  8 
[1.4]  Classification  Appendix C, 
point 3  5.1 
[1.5]  Requirements concerning the buffing tests  Appendix C, 
point 3  8.2.5.1  
[2] EN 15877 -1:2012+A1:2018  
Railway applications - Marking on railway vehicles - Part 1: Freight wagons  
[2.1]  Lifting and jacking position marking  4.2.2.2  4.5.14  
[2.2]  Marking of DDAF  4.2.3.5.3.4  4.5.59  
[2.3]  Applicable markings  7.1.2 (g)  all points 
except 
4.5.25(b)  
[2.4]  Marking for combined automatic and screw 
coupler  Appendix C, 
point 1  Figure 75  
[3] EN 12663 -1:2010+A1:2014  
Railway applications - Structural requirements of railway vehicle bod ies - 
Part 1: Locomotives and passenger rolling stock (and alternative method for 
freight wagons)  
[3.1]  Strength of unit – demonstration of conformity  6.2.2.1  9.2, 9.3  
[4] EN 15273 -2:2013+A1  :2016  
Railway applications - Gauges - Part 2: Rolling stock gauge  
[4.1]  Gauging  4.2.3.1  5, annexes A 
to J, L, M, P  
[5] EN 15528:2021  
Railway applications - Line categories for managing the interface between 
load limits of vehicles and infrastructure  EN 25  EN [5.1]  Compatibility with load carrying capacity of 
lines  4.2.3.2  6.1, 6.2  
[6] EN 15437 -1:2009  
Railway applications – Axle box condition monitoring – Interface and design 
requirements - Part 1: Track side equipment and rolling stock axle box  
[6.1]  Axle bearing condition monitoring  4.2.3.4  5.1, 5.2  
[7] EN 14363:2016  
Railway applications - Testing and Simulation for the acceptance of running 
characteristics of railway vehicles - Running Behaviour and stationary tests  
[7.1]  Safety against derailment running on twisted 
track  6.2.2.2  4, 5, 6.1  
[7.2]  Running dynamic behaviour  4.2.3.5.2  4, 5, 7  
[7.3]  Running dynamic behaviour - On-track tests  6.2.2.3  4, 5, 7  
[7.4]  Application to units operated on the 1668mm 
track gauge network  6.2.2.3  7.6.3.2.6 (2)  
[7.5]  Running dynamic behaviour  C.20  Table H.1  
[8] EN 16235:2013  
Railway application - Testing for the acceptance of running characteristics of 
railway vehicles - Freight wagons - Conditions for dispensation of freight 
wagons with defined characteristics from on -track tests in accordance with 
EN 14363  
[8.1]  Running dynamic behaviour  6.1.2.1  5 
[8.2]  Established running gear  6.1.2.1  6 
[8.3]  Minimum axle load for established running gears  6.1.2.1  Table 7, 8, 10, 
13, 16 and 19, 
in chapter 6  
[9] EN 13749:2021  
Railway applications - Wheelsets and bogies - Method of specifying the 
structural requirements of bogie frames  
[9.1]  Structural design of bogie frame  4.2.3.6.1  6.2 
[9.2]  Assessment of the bogie frame strength  6.1.2.1  6.2 EN 26  EN [10] EN 13260:2020  
Railway applications - Wheelsets and bogies - Wheelsets - Product 
requirements  
[10.1]  Characteristics of wheelsets  6.1.2.2  4.2.1  
[11] EN 13979 -1:2020  
Railway applications - Wheelsets and bogies - Monobloc wheels - Technical 
approval procedure - Part 1: Forged and rolled wheels  
[11.1]  Mechanical characteristics  of wheels  6.1.2.3  8 
[11.2]  Thermomechanical behaviour and criteria for 
residual stress  6.1.2.3  7 
[11.3]  Specific product properties concerning the wheel  Appendix C, 
point 15  7 
[11.4]  Specific product properties concerning the wheel 
- Thermomechanical type test  Appendix C, 
point 15  Table A.1  
[12] EN 13103 -1:2017  
Railway applications - Wheelsets and bogies - Part 1: Design method for 
axles with external journals  
[12.1]  Method of verification  6.1.2.4  5, 6, 7  
[12.2]  Decision criteria for permissible stress  6.1.2.4  8 
[13] EN 12082:2017+A1:2021  
Railway applications – Axle boxes - Performance testing  
[13.1]  Mechanical resistance and fatigue characteristics 
of the rolling bearing  6.2.2.4  7 
[14] UIC 430 -1:2012  
Conditions with which wagons must comply in  order to be accepted for 
transit between standard gauge railways and the Spanish and Portuguese 
broad gauge railways  
[14.1]  Changeover between 1435 mm and 1668 mm 
track gauges, for axle units  6.2.2.5  Figures 9 and 
10 of Annex 
B.4, and 
Figure 18 of 
Annex H  EN 27  EN [14.2]  Changeover between 1435 mm and 1668 mm 
track gauges, for bogie units  6.2.2.5  Figure 18 of 
Annex H and 
Figures 19 and 
20 of Annex I  
[15] UIC 430 -3:1995  
Goods wagons - Conditions to be satisfi ed by goods wagons to make them 
acceptable for running on both standard -gauge networks and the network of 
the Finnish state railways  
[15.1]  Changeover between 1435 mm and 1524 mm 
track gauges  6.2.2.5  Annex 7  
[16] EN 14531 -1:2015+A1  :2018  
Railway applications - Methods for calculation of stopping distances, slowing 
distances and immobilization braking - Part 1: General algorithms utilizing 
mean value calculation for train sets or single vehicles  
[16.1]  Service brake  4.2.4.3.2.1  4 
[16.2]  Parking brake  4.2.4.3.2.2  5 
[16.3]  Distance calculation  Appendix C, 
point 9, 
Table C.3  4 
[17] UIC 544 -1:2014  
Brakes - Braking performance  
[17.1]  Service brake - calculation  4.2.4.3.2.1  1 to 3 and 5 to 
8 
[17.2]  Service brake - validation  4.2.4.3.2.1  Appendix B  
[17.3]  Assessment of braking mode G  C.9 - Table 
C.3 1 to 3 and 5 to 
8 
[18] EN 50125 -1:2014  
Railway applications - Environmental conditions for equipment -Part 1: 
Rolling stock and on -board equipment  
[18.1]  Environmental conditions  4.2.5  4.7 
[19] EN 1363 -1:2020  
Fire resistance tests - Part 1: General Requirements  
[19.1]  Barriers  6.2.2.8.1  4 to 12  EN 28  EN [20] ISO 5658 - 2:2006/Am1:2011  
Reaction to fire tests — Spread of flame — Part 2: Lateral spread on 
building and transport products in vertical configurat ion 
[20.1]  Testing of the materials ignitability and flame 
spread properties  6.2.2.8.2  5 to 13  
[21] EN 13501 -1:2018  
Fire classification of construction products and building elements - Part 1: 
Classification using data from reaction to fire tests  
[21.1]  Material properties  6.2.2.8.2  8 
[22] EN 45545 -2:2020  
Railway applications - Fire protection on railway vehicles -Part 2: 
Requirements for fire behaviour of materials and components  
[22.1]  Test conditions  6.2.2.8.2  Ref T03.02 of 
Table 6  
[23] ISO 5660 -1:2015+Amd1:2019  
Reaction -to-fire tests — Heat release, smoke production and mass loss rate 
—Part 1: Heat release rate (cone calorimeter method) and smoke production 
rate (dynamic measurement)  
[23.1]  Testing of rubber parts of bogies  6.2.2.8.2  5 to 1 3 
[24] EN 50355:2013  
Railway applications - Railway rolling stock cables having special fire 
performance -Guide to use  
[24.1]  Cables  6.2.2.8.3  1, 4 to 9  
[25] EN 50343:2014/A1:2017  
Railway applications -Rolling stock -Rules for installation of cabling  
[25.1]  Cables  6.2.2.8.3  1, 4 to 7  
[26] EN 45545 -7:2013  
Railway applications -Fire protection on railway vehicles -Part 7: Fire safety 
requirements for flammable liquid and flammable gas installations  
[26.1]  Flammable liquids  6.2.2.8.4  4 to 9  
[27] EN 50153:2014+A2:2020  
Railway applications -Rolling stock -Protective provisions relating to 
electrical hazards  EN 29  EN [27.1]  Protective measures against indirect contact 
(protective bonding)  4.2.6.2.1  6.4 
[27.2]  Protective measures against direct contact  4.2.6.2.2  5 
[28] EN 16116 -2:2021  
Railway applications - Design requirements for steps, handrails and 
associated access for staff - Part 2: Freight wagons  
[28.1]  Attachment devices for rear -end signal  4.2.6.3  Figure 10  
[28.2]  UIC footsteps and handrails  
Clearances  Appendix C, 
point 2  4, 5  
6.2 
[29] EN 15153 -1:2013+A1:2016  
Railway applications -External visible and audible warning devices for trains  
-Part 1: Head, marker and tail lamps  
[29.1]  Rear -end signal - colour of tail lamps  Appendix E, 
point 1  5.5.3  
[29.2]  Rear -end signal - lighting intensity of tail lamps  Appendix E, 
point 1  Table 8  
[30] EN 12899 -1:2007  
Fixed, vertical road traffic signs - Part 1: Fixed signs  
[30.1]  Reflective plates  Appendix E, 
point 2  Class Ref. 2  
[31] EN 15566:2022  
Railway applications - Railway rolling stock - Draw gear and screw coupling  
[31.1]  Manual coupling system  Appendix C, 
point 1  4, 5, 6, 7 
except clause 
4.3 and the 
dimension ‘a’ 
in Annex B 
Figure B.1 
which shall be 
treated as 
informative.  
[32] EN 15551:2022  
Railway applications - Railway rolling stock - Buffers  EN 30  EN [32.1]  Buffers  
 Appendix C, 
point 1  4 (except 4.3), 
6 (except 
6.2.2.3 and 
E.4), and 7  
[33] EN 15839:2012+A1:2015  
Railway applications - Testing for the acceptance of running characteristics 
of railway vehicles - Freight wagons - Testing of running safety under 
longitudinal compressive forces  
[33.1]  Tests concerning longitudinal compressive 
forces  Appendix C, 
point 8  All 
[34] EN 15355:2019  
Railway applications - Braking - Distributor valves and distributor -isolating 
devices  
[34.1]   Distributor and distributor isolating device  Appendix C, 
point 9(h)  5, 6 
[35] EN 15611:2020  
Railway applications - Braking - Relay valves  
[35.1]  Variable load relay  Appendix C, 
point 9, 
Table C.3 5, 6, 7, 10  
[35.2]  Type of relay valve  Appendix C, 
point 9(o)   
[36] UIC 540:2016  
Brakes - Air brakes for freight trains and passenger trains  
[36.1]  UIC brake  Appendix C, 
points 9(c) 
and (e)  2 
[37] EN 14531 -2:2015  
Railway applications - Methods for  calculation of stopping and slowing 
distances and immobilization braking - Part 2: Step by step calculations for 
train sets or single vehicles  
[37.1]  Service brake  4.2.4.3.2.1  4 & 5  
[38] EN 15624:2021  
Railway applications - Braking - Empty -loaded change over devices  EN 31  EN [38.1]  Changeover specification  Appendix C, 
point 9, 
Table C.3  4, 5, 8  
[39] EN 15625:2021  
Railway applications - Braking - Automatic variable load sensing devices  
[39.1]   Variable load sensing devices  Appendix C, 
point 9, 
Table C.3  5, 6, 9  
[40] EN 286 -3:1994  
Simple unfired pressure vessels designed to contain air or nitrogen – Part 3: 
Steel pressure vessels designed for air braking equipment and auxiliary 
pneumatic equipment for railway rolling stock  
[40.1]  Air reservoirs - steel Appendix  C, 
point 9(f)  4, 5, 6, 7  
[41] EN 286 -4:1994  
Simple unfired pressure vessels designed to contain air or nitrogen – Part 4: 
Aluminium alloy pressure vessels designed for air braking equipment and 
auxiliary pneumatic equipment for railway rolling stock  
[41.1]  Air reservoirs - aluminium  Appendix C, 
point 9(f)  4, 5, 6, 7  
[42] EN 15807:2021  
Railway applications - Pneumatic half couplings  
[42.1]  Interface of the brake pipe  Appendix C, 
point 9 (i)  5, 6, 9  
[43] EN 14601:2005+A1:2010+A2  :2021  
Railway applications - Straight and angled end cocks for brake pipe and 
main reservoir pipe  
[43.1]  End cocks  Appendix C, 
point 9(i)  4, 5, 7, 9  
[44] UIC 541 -1:2013  
Brakes - Regulations concerning the design of brake components  
[44.1]  Brake mode switching device  Appendix C, 
point 9(j)  Appendix E  
[45] UIC 542:2015  
Brake parts – Interchangeability  EN 32  EN [45.1]  Brake block holders  Appendix C, 
point 9 (k)  1 to 5  
[46] UIC 541 -4:2020  
Composite brake blocks - General conditions for certification and use  
[46.1]   Friction element for wheel tread brakes  Appendix C, 
point 9(l)  1, 2 
[47] EN 16452:2015+A1:2019  
Railway applications - Braking - Brake blocks  
[47.1]   Friction element for wheel tread brakes  Appendix C, 
point 9(l)  4 to 11  
[48] EN 16241:2014+A1 :2016  
Railway applications - Slack adjuster  
[48.1]  Slack adjusters  
Assessment of conformity  Appendix C, 
point 9(m)  4, 5, 6.2  
6.3.2 to 6.3.5  
[49] EN 15595:2018+AC  :2021  
Railway applications - Braking - Wheel slide protection  
[49.1]  Wheel slide protection system  Appendix C, 
point 9 (n)  5 to 9, 11  
[50] EN 15085 -1:2007+A1:2013  
Railway applications -Welding of railway vehicles and components -Part 1: 
General  
[50.1]  Welding  Appendix C, 
point 12  4 
[51] EN 15085 -2:2020  
Railway applications - Welding of railway  vehicles and components - Part 2:  
Requirements for welding manufacturer  
[51.1]  Welding  Appendix C, 
point 12  4, 5, 6, 7  
[52] EN 15085 -3:2007/AC :2009  
Railway applications - Welding of railway vehicles and components - Part 3: 
Design requirements  
[52.1]  Welding  Appendix C, 
point 12  4, 5, 6, 7  EN 33  EN [53] EN 15085 -4:2007  
Railway applications - Welding of railway vehicles and components - Part 4: 
Production requirements  
[53.1]  Welding  Appendix C, 
point 12  4, 5, 6  
[54] EN 15085 -5:2007  
Railway applications - Welding of railway vehicles and components - Part 5: 
Inspection, testing and documentation  
[54.1]  Welding  Appendix C, 
point 12  4 to 10  
[55] EN 13262:2020  
Railway applications - Wheelsets and bogies - Wheels - Product requirements  
[55.1]  Specific product  properties concerning the wheel  Appendix C, 
point 15  4, 5 and 6  
[56] UIC 535 -2:2006  
Standardisation and positioning on wagons of steps, end platforms, 
gangways, handrails, tow hooks, automatic coupler (AC), draw -only 
automatic coupler (DAC) and brake valve controls on the UIC member RUs 
and OSJD member RUs  
[56.1]  Tow hooks  
Conditions for alternative solutions  Appendix C, 
point 16  1.4  
1.4.2 to 1.4.9  
[56.2]  Protective devices on protruding parts   Appendix C, 
point 17  1.3 
[57] UIC 575:1995  
Wagons – Label -holders (interchangeability) and hazard identification panels  
[57.1]  Label holders and attachment devices for rear 
end signal  Appendix C, 
point 18  1 
[58] EN 16834:2019  
Railway applications - Braking – Brake performance  
[58.1]  Service brake  4.2.4.3.2.1  Annex D  
[58.2]  Validation of brake performance calculated with 
Index [17]  4.2.4.3.2.1  6, 8, 9, 10, 12  EN 34  EN [58.3]  Assessment of braking mode G  Appendix C, 
point 9, 
Table C.3  6, 8, 9, 12  
[59] EN 16839:2022  
Railway applications - Rolling stock - Head stock layout  
[59.1]  Head stock layout  Appendix C, 
point 1  4 except 4.3, 5 
except 5.5.2.3  
and  5.5.2.4 , 
6, 7, 8  
 
D.2 TECHNICAL DOCUMENTS  
Index  Document name  reference  version  
 Parameter  TSI Point  Standard Point  
[A] Interfaces between Control -Command and Signalling Trackside and other 
Subsystems  
Appendix A of CCS TSI, table A 2.1, index 77  
ERA/ERTMS/033281 V5.0  
[A.1]  train detection system based 
on track circuits  4.2.3.3(a)  axle distances (3.1.2.1, 3.1.2.3, 
3.1.2.4, 3.1.2.5),  
vehicle axle load (3.1.7.1),  
impedance between wheels 
(3.1.9),  
use of composite brake blocks 
(3.1.6),  
if the rolling stock is equipped: 
use of shunt assisted devices 
(3.1.8),  
if the rolling stock has electrical or 
electronic equipment on board 
creating interference current in the 
rail: conducted interference 
(3.2.2).  
[A.2]  train detection system based 
on axle counters  4.2.3.3(b)  axle distances (3.1.2.1, 3.1.2.2, 
3.1.2.4, 3.1.2.5),  
wheel geometry (3.1.3.1 -3.1.3.4),  
metal/inductive components -free 
space between wheels (3.1.3.5),  EN 35  EN wheel material (3.1.3.6),  
if the rolling stock has electrical or 
electronic equipment on board 
creating interference 
electromagnetic fields close to the 
wheel sensor: electromagnetic 
fields ( 3.2.1).  
[A.3]  train detection system based 
on loop equipment  4.2.3.3(c)  vehicle metal construction 
(3.1.7.2).  
[A.4]  Influencing unit  7.1.2 (d1)  Point 3.2  
[A.5]  Vehicle impedance  7.1.2 (d1)  Point 3.2.2  
[A.6]  Harmonised test method  7.1.2 (d1)  Point 3.2.1  
[A.7]  Influencing unit  Appendix C, 
point 7  Point 3.2  
[A.8]  Vehicle impedance  Appendix C, 
point 7  Point 3.2.2  
[A.9]  Harmonised test method  Appendix C, 
point 7  Point 3.2.1  
”; 
(63) Appendix E is amended as follows:  
(a) in point 1, the first and second paragraphs are replaced by the following:  
“The colour of tail lamps shall be in accordance with the specification referenced in 
Appendix D Index [29].  
The tail lamp shall be designed to display a lighting intensity in accordance with the 
specification refe renced in Appendix D Index [29].”;  
(b) in point 2, the fourth sentence is replaced by the following:  
“The plate shall be retro -reflective in accordance with the specification referenced in 
Appendix D Index [30].”;  
(64) Appendix G is replaced by the following:  
“Appendix G  
LIST OF COMPOSITE BRAKE BLOCKS EXEMPTED OF A 
DECLARATION OF CONFORMITY AS REFERRED IN ARTICLE 8B  
This Appendix, referenced ERA/TD/2009 -02/INT, Version 15.0 is published on the 
ERA website (http://www.era.europa.eu).”  
(65) the following Appendix H is added:  
“Appendix H  
Codification of units intended to be used in combined transport  EN 36  EN The following requirements are applicable to units intended to be used in combined 
transport and requiring a Wagon Compatibility Code.  
H.1 Wagon Compatibility Code  
(1) The Wagon Compatibility Code (WCC) specifies the type of Intermodal Loading 
Unit that can be loaded on the unit.  
(2) The WCC shall be determined for all units and assessed by a Notified Body.  
 
H.2 Wagon Correction Digit  
(1) The Wagon Correction Digit (WCD) is the result of a comparison between the 
geometric characteristics of the unit under assessment and the characteristics of the 
reference wagons defined in point H.3.  
(2) This comparison shall be performed for all units and assessed by a Notified Body. 
The re sult of the assessment shall be included in the report of the Notified Body.  
(3) On the basis of the assessment:  
For units having equivalent or more favourable geometric characteristics than the 
reference wagon, the WCD may be calculated if requested by th e applicant.  
For units having less favourable geometric characteristics than the reference wagon, 
the calculation of the WCD is not required by this TSI.  
 
H.3 Characteristics of the reference wagons  
The combined transport 'P' profiles are calculated on the  basis of the characteristics 
of the reference recess wagon defined as:  
– Distance between bogie pivots (a) 11200mm  
– Bogie wheelbase (p) 1800mm  
– Height of semi -trailer (ST) loading plane 330mm  
– Maximum overhang (na) 2000mm  
– Load tolerance 10mm  
– Dissym metry 1°  
– Height of ST + wagon roll centre (Hc) 1000mm  
– q+w play 11.5mm  
– Play in side bearers (J) 12mm  
– Half-distance between side bearers (bG) 850mm  
– ST + wagon flexibility (s) 0.3  
The combined transport 'C' and ISO profiles are calculated on the bas is of the 
characteristics of the reference wagon defined as:  
– Distance between bogie pivots (a) 13500mm  
– Bogie wheelbase (p) 1800mm  
– Height of swap body loading plane 1175mm  EN 37  EN – Maximum overhang (na) 2000mm  
– Load tolerance 10mm  
– Dissymmetry 1°  
– Height of wagon roll centre (Hc) 500mm  
– q+w play 11.5mm  
– Play in side bearers (J) 12mm  
– Half-distance between side bearers (bG) 850mm  
– Wagon flexibility (s) 0.15”.