European Railway Agency  
 
 
 
INTEROPERABILITY  UNIT  
REVISION OF THE WAGON  TSI 
TRANS -EUROPEAN CONVENTIONA L RAIL SYSTEM  
SUBSYSTEM ROLLING ST OCK 
TSI “WAGON”  
 
Reference:  IU-WAG TSI - Preliminary draft 1.0.doc Document 
type:  Technical specifications for 
Interoperability  
Version :  Preliminary draft 1.0 Status :  DRAFT  
Date :   31 January  2011   
  
  
  
 Edited by  Reviewed by  Approved by  
Name  Andreas SCHIRMER  
Gianvittorio TAVOLA  
Mikael AHO  Denis BIASIN   
Position  Project Officers  Adviser  Head of Unit  
Date  
& 
Signature     
 
 
 
 
Legenda:  
 
Text in yellow : references, links, etc. To be verified  ERA INTEROPERABILITY  UNIT  
 
 
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 AMENDMENT RECORD  
Version  Date  Chapter  number  Modification/description  Author  
0.1 11/12/08 All Creation  SH 
0.2 21/1/09 4.2.4 + 7.7.2.2.6.3  WP Meeting N°14 +SG Braking M6  SH 
0.2.3  20/3/2009  4.2.2  + 4.2.6+ 4.2.8  WP Meeting N°16 + SG Buffer and Draw Gear  DB 
0.2.4  08/04/2009  4.2.2   DB 
0.2.5  30/9/2009   WP Meeting  18 +20+ 21  SH 
0.2.6  30/11/2009  Clause  1 &,2  
Claues 4.2.2 +4.2.4 Preparatory for WP Meeting 2 3 SH-MA-DB 
0.2.7  02/12/2009  All up to 4.2 incl .  DB, MA, SH, 
AS 
0.2.8  08/01/2010  2.4; 4.2; 5.1; 5.3; 6.1  Amended following WP meeting n°23  DB, MA, AS  
0.2.8 amended  26/01/2010  Amended during WP meeting n°24  DB, AS, TG  
0.2.9  04/02/2010  Amended following WP meeting n°24  AS, GT  
0.2.9  
amended  26/02/201 0 Amended following comments received by WP and ERA proposal  AS, GT  
0.2.10  31/03/2010  Amended following WP meeting n°25, reviewed ERA proposal for chapters 4.2.4, (Braking), 4.2.3.5, (Running Safety), 
4.2.6, (System Protection) and 4.2.7 (Documentation fo r operation and maintenance).  AS, MA, GT  
0.2.10 amended  23/04/2010  Comments by NSA LU, CER, and editorial changes  AS, MA, GT  
0.2.11  31/05/2010  Incorporated results of WP meeting n°26, Review section 4.2, Added sections 4.3, 4.4, 4.5, 4.6, 4.7 and 4.8,  Proposal of 
draft chapter 5, Proposal of draft chapter 6  AS, MA, GT  
0.2.11 amended  22/06/2010  Improvement of wording and text structure in all chapters, proposal of clause on environmental conditions, consideration 
of comments for WP27  AS, MA, GT  
0.2.12  31/07/2010  General revision, First complete draft  AS, MA, GT  
0.2.12 amended  06/09/2010  Appendix D, Comments for WP 28 incorporated  AS, MA, GT  
0.2.13  17/09/2010  Results of WP28 incorporated, basis for call for specific cases  AS, MA, GT  
0.2.13 amended  15/10/2010  Chapter 6 modified according outcome of CSG meeting 06/10/2010, addition of section 6.4 and Appendix F, Extension 
of scope in chapters 1, 2 and section 4.1, Section 4.8 deleted, Proposal for clauses 4.2.3.6.5 / 6.2.2.3, Comments of WP 
members fo r WP 29 incorporated  AS, MA, GT  
0.2.13 amended 
agreed on in 
WP29  22/10/2010  Version directly after the WP meeting 29 including comments on the agreed modification to do for version 0.2.14  WP29  
0.2.14  08/11/2010  Revision of 1.1 “Technical scope”,  4.2.3.3 .3 Train detection systems based on loop equipment, 6.2.2.5 and Appendix 
C.14 “Thermal capacity” and 7.2 “Substitution, renewal and upgrading” and editorial improvement of the whole text in 
particular Appendix B.  AS, MA  
Preliminary 
draft 0.1  26/11/2010  Editorial modifications  AS MA, 
GT 
Preliminary 
draft 0.2  10/12/2010  Following feedback from DGMOVE , considering comments received from the WP 
members and CSG, basis for discussions in WP 30  AS, MA, 
GT 
Preliminary 
draft 0.3  17/12/2010  Version agreed on in WP 30. Remarks introduced where additional discussion is needed  WP30  
Preliminary 
draft 1.0  31/01/2011  Modification of clauses 4.2.4.3.3 and 6.2.2.4 “Thermal capacity”. Reference to Appendix C 
in clause 7.1.2 removed.  AS, MA  ERA INTEROPERABILITY  UNIT  
 
 
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 TABLE OF CONTENTS  
1. INTRODUCTION  ................................ ................................ ................................ .......................  7 
1.1 Technical Scope  ................................ ................................ ................................ ............................  7 
1.2 Geographical Scope  ................................ ................................ ................................ .....................  7 
1.3 Content OF THIS TSI  ................................ ................................ ................................ .....................  7 
1.4 REFERENCE DOCUMENTS  ................................ ................................ ................................ ..........  8 
2. SCOPE AND DEFINITION  OF SUBSYSTEM  ................................ ................................ .........  10 
3. ESSENTIAL REQUIREMEN TS ................................ ................................ ...............................  11 
4. CHARACTERISATION OF THE SUBSYSTEM  ................................ ................................ ....... 13 
4.1 INTRODUCTION  ................................ ................................ ................................ ...........................  13 
4.2 FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE SUBSYSTEM  ..............................  13 
4.2.1  General  ................................ ................................ ................................ ................................ ................................ .... 13 
4.2.2  Structures and mechanical part  ................................ ................................ ................................ ...............................  14 
4.2.2.1. Mechanical Interface  ................................ ................................ ................................ ................................ .........  14 
4.2.2.1.1 End coupling  ................................ ................................ ................................ ................................ ................  14 
4.2.2.1.2 Inner coupling  ................................ ................................ ................................ ................................ ...............  14 
4.2.2.2. Strength of unit  ................................ ................................ ................................ ................................ ..................  14 
4.2.3  Track interaction and gauging  ................................ ................................ ................................ ................................ . 14 
4.2.3.1. Gauging ................................ ................................ ................................ ................................ .............................  14 
4.2.3.2 . Compatibility with load carrying capacity of lines  ................................ ................................ ..............................  15 
4.2.3.3  Compatibility with train detection systems  ................................ ................................ ................................ .........  15 
4.2.3.3.1 Train detection  systems based on track circuits  ................................ ................................ ..........................  15 
4.2.3.3.2 Train detection systems based on axle counters  ................................ ................................ .........................  15 
4.2.3.3.3 Train detection systems based on loop equipment  ................................ ................................ ......................  15 
4.2.3.4 A xle bearing condition monitoring  ................................ ................................ ................................ ......................  16 
4.2.3.5 Running safety  ................................ ................................ ................................ ................................ ...................  16 
4.2.3.5.1 Safety against derailment running on twisted track  ................................ ................................ ......................  16 
4.2.3.5.2 Running dynamic behaviour  ................................ ................................ ................................ .........................  16 
4.2.3.6 Running gear ................................ ................................ ................................ ................................ ......................  16 
4.2.3.6.1 Structural design of bogie frame  ................................ ................................ ................................ ..................  17 
4.2.3.6.2 Characteristics of wheelsets ................................ ................................ ................................ .........................  17 
4.2.3.6.3 Characteristics  of wheels  ................................ ................................ ................................ .............................  18 
4.2.3.6.4 Characteristics of axles  ................................ ................................ ................................ ................................  19 
4.2.3.6.5 Axle boxes / bearings  ................................ ................................ ................................ ................................ ... 19 
4.2.3.6.6 Variable gauge wheelsets  ................................ ................................ ................................ ............................  19 ERA INTEROPERABILITY  UNIT  
 
 
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 4.2.4  Brake  ................................ ................................ ................................ ................................ ................................ ...... 20 
4.2.4.1 General  ................................ ................................ ................................ ................................ ..............................  20 
4.2.4.2 Safety requirements  ................................ ................................ ................................ ................................ ...........  20 
4.2.4.3.1 General functional requirements  ................................ ................................ ................................ ...............  21 
4.2.4.3.2. Brake performance  ................................ ................................ ................................ ................................ ... 21 
4.2.4.3.2.1 In -service brake  ................................ ................................ ................................ ................................ ... 21 
4.2.4.3.2.2 Parking brake  ................................ ................................ ................................ ................................ ...... 21 
4.2.4.3.3  Thermal capacity  ................................ ................................ ................................ ................................ ....... 22 
4.2.4.3.4 Wheel slide protection (WSP)  ................................ ................................ ................................ ...................  22 
4.2.5  Environmental conditions ................................ ................................ ................................ ................................ .........  22 
4.2.6  System protection  ................................ ................................ ................................ ................................ ....................  23 
4.2.6.1 Fire safety  ................................ ................................ ................................ ................................ ..........................  23 
4.2.6.1.1 General ................................ ................................ ................................ ................................ .........................  23 
4.2.6.1 .2. Functional and technical specification  ................................ ................................ ................................ .........  23 
4.2.6.1.2.1  Barriers  ................................ ................................ ................................ ................................ ...................  23 
4.2.6.1.2.2 Materials  ................................ ................................ ................................ ................................ .................  23 
4.2.6.1.2.3 Cables  ................................ ................................ ................................ ................................ ....................  23 
4.2.6.1.2.4 Flammab le liquids  ................................ ................................ ................................ ................................ .. 23 
4.2.6.1.2.5 Running capability  ................................ ................................ ................................ ................................ .. 24 
4.2.6.2. Protection against electrical hazards  ................................ ................................ ................................ ................  24 
4.2.6.2.1 Protective measures against indirect contact (protective b onding)  ................................ ..............................  24 
4.2.6.2.2 Protective measures against direct contact  ................................ ................................ ................................ . 24 
4.2.6.3 Attachment devices for rear -end signal ................................ ................................ ................................ ..............  24 
4.3 Functional and technical specification of the  interfaces  ................................ .........................  25 
4.3.1  Interface with infrastructure subsystem  ................................ ................................ ................................ ...................  25 
4.3.2  Interface with operation subsystem  ................................ ................................ ................................ .........................  25 
4.3.3  Interface with the Control, command and signalling s ubsystem  ................................ ................................ ..............  26 
4.4 Operating rules  ................................ ................................ ................................ ...........................  26 
4.5 Maintenance rules  ................................ ................................ ................................ .......................  26 
4.5.1  General documentation  ................................ ................................ ................................ ................................ ...........  27 
4.5.2  Maintenance design justification file  ................................ ................................ ................................ ........................  27 
4.5.3  Maintenance description file  ................................ ................................ ................................ ................................ .... 27 
4.6 Professional competencies  ................................ ................................ ................................ ........  28 
4.7 Health and safety conditions  ................................ ................................ ................................ ..... 29 
5 INTEROPERABILITY CONSTITU ENTS  ................................ ................................ .................  30 
5.1 General  ................................ ................................ ................................ ................................ ........  30 
5.2 INNOVATIVE SOLUTIONS  ................................ ................................ ................................ ...........  30 ERA INTEROPERABILITY  UNIT  
 
 
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 5.3 INTEROPERABILITY CONSTITUENT SPECIFICATION  ................................ .............................  30 
5.3.1  Running gear  ................................ ................................ ................................ ................................ ...........................  30 
5.3.2  Wheelset ................................ ................................ ................................ ................................ ................................ .. 31 
5.3.3  Wheel   ................................ ................................ ................................ ................................ ................................ ...... 31 
5.3.4  Axle  ................................ ................................ ................................ ................................ ................................ ...... 31 
5.3.5  Rear -end signal  ................................ ................................ ................................ ................................ .......................  31 
6 CONFORMITY ASSESSMENT OF CONSTI TUENTS AND V ERIFICATION OF THE 
SUBSYSTEM ................................ ................................ ................................ ...........................  32 
6.1 INTEROPERABILITY CONSTITUENT ................................ ................................ ..........................  32 
6.1.1  Modules  ................................ ................................ ................................ ................................ ................................ ... 32 
6.1.2  Conformity Assessment procedures  ................................ ................................ ................................ ........................  32 
6.1.2.1 R unning gear ................................ ................................ ................................ ................................ ......................  33 
6.1.2.2 Wheelset  ................................ ................................ ................................ ................................ ............................  33 
6.1.2.3 Wheel  ................................ ................................ ................................ ................................ ................................ . 33 
6.1.2.4 Axle  ................................ ................................ ................................ ................................ ................................ .... 34 
6.1.3  Innovative solutions for Interoperability Constituents  ................................ ................................ ..............................  34 
6.2  Subsystem  ................................ ................................ ................................ ................................ ... 35 
6.2.1  Modules  ................................ ................................ ................................ ................................ ................................ ... 35 
6.2.2  EC verification procedures  ................................ ................................ ................................ ................................ ....... 35 
6.2.2.1 Safety against derailment running on twisted track  ................................ ................................ ............................  35 
6.2.2.2 Running dynamic behaviour  ................................ ................................ ................................ ...............................  36 
6.2.2.3 Axle box / bearings  ................................ ................................ ................................ ................................ .............  36 
6.2.2.4 Thermal capacity  ................................ ................................ ................................ ................................ ................  36 
6.2.2.5 Environmental conditions  ................................ ................................ ................................ ................................ ... 37 
6.2.2.6 Fire safety  ................................ ................................ ................................ ................................ ..........................  37 
6.2.2.6.1 Barriers  ................................ ................................ ................................ ................................ .........................  37 
6.2.2.6.2 Materials  ................................ ................................ ................................ ................................ .......................  37 
6.2.4  Innovative solutions  ................................ ................................ ................................ ................................ .................  38 
6.3  Subsystem cont aining Interoperability constituents not holding an EC declaration  ............  38 
6.4  Project phases where assessment is required  ................................ ................................ .........  39 
6.5  Interoperability constituents in accordance with  DECISION 2006/861/EC  .............................  39 
7 IMPLEMENTATION  ................................ ................................ ................................ .................  40 
7.1 Authorisation for placing into service  ................................ ................................ .......................  40 
7.1.1  Transitional period  ................................ ................................ ................................ ................................ ...................  40 
7.1.1.1 Projects at advanced stage of  development  ................................ ................................ ................................ ...... 40 
7.1.1.2 Contracts in course of performance  ................................ ................................ ................................ ...................  40 
7.1.1.3 Rolling Stock of an existing design  ................................ ................................ ................................ ....................  41 
7.1.2  Mutual recognition of the first authorisation of pl acing in service  ................................ ................................ ............  41 ERA INTEROPERABILITY  UNIT  
 
 
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 7.2 substitution, renewal and upgrading ................................ ................................ .........................  41 
7.3 Specific cases  ................................ ................................ ................................ .............................  42 
7.3.1  Introduction  ................................ ................................ ................................ ................................ ..............................  42 
7.3.2  List of specific cases  ................................ ................................ ................................ ................................ ................  43 
APPENDIX A  OPEN POINTS  ................................ ................................ ................................ ... 44 
APPENDIX B  SPECIFIC PROCEDURES FOR RUNNING DYNAMICS ................................ ... 45 
APPENDIX C  ADDITIONAL OPTIONAL CONDITIONS FOR UNITS  USED UNDER 
CERTAIN OPERATIVE REGIMES  ................................ ................................ ..... 51 
APPENDIX D  STANDARDS OR NORMATI VE DOCUMENTS REFERRE D TO IN THIS 
TSI ................................ ................................ ................................ ......................  59 
APPENDIX E  REAR -END SIGNAL  ................................ ................................ ..........................  62 
APPENDIX F  ASSESSMENT ASSIGNED TO THE PRODUCTION PH ASES ........................  63 
 ERA INTEROPERABILITY  UNIT  
 
 
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 1. INTRODUCTION  
1.1 TECHNICAL SCOPE  
In general a  Technical Specification for Interoperability (TSI) is a specification by  
which a particular sub system is addressed in order  
 to meet the essential requirements an d  
 to ensure the interoperability  
as described in the Directive 2008/57/EC. This TSI concerns the rolling stock 
subsystem shown in point 1 of Appendix  II to the Directive  2008/57/EC  and within the 
rolling stock subsystem this TSI  covers freight wagon s including vehicles designed to 
carry lorries . In the following this part of the subsystem is called “wagon”.   
The application of this TSI is limited to  wagons with  a maximum  operating  speed 
lower than 190 km/h  and which are intended to be operated on networks  with a 
nominal track gauge of 1435 mm, 1520 mm, 1524 mm , 1600 mm  and 1668  mm.  
 
1.2 GEOGRAPHICAL SCOPE  
The geographical scope of this TSI is  the whole rail system,  in accordance with  
Article 1 of Directive 2008/57/EC.  
 
1.3 CONTENT  OF THIS TSI  
In accordance with Article 5(3) of the Directive , this TSI:  
a) indicates its intended scope ( chapter  2); 
b) lays down essential requirements for the concerned domain and for its interfaces 
vis-à-vis other subsystems  (chapter  3); 
c) establishes the functional and technical specificati ons to be met by the 
subsystem and its interf aces vis -à-vis other subsystems  (chapter 4); 
d) determines the interoperability constituents and interfaces which must be 
covered by European specifications, including European standards, which are 
necessary to ach ieve interoperability within the rail system  (chapter 5); 
e) state s, 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 „E C‟ verificatio n of the subsystems  on the 
other hand (chapter  6);  
f) indicate s the strategy for implementing the TSIs  (chapter 7); ERA INTEROPERABILITY  UNIT  
 
 
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 g) indicate s, for the staff concerned, the professional qualifications  and health and 
safety conditions at work required for  the op eration and maintenance of the 
above subsystem, as  well as for the implementation of th is TSI ( chapter 4). 
In accordance with Article 5(5) of the Directive, provision may be made for specific 
cases for each TSI. Such provisions are indicated in chapter  7. 
As far as possible the assessment procedure for the requirements in section 4.2 are 
defined in chapter 6. In these cases the text of  section  4.2 is referring to the 
corresponding clauses and sub clauses of chapter 6. If for a particular basic 
parameter th e separation of requirements and assessment procedures is not feasible, 
no reference is given.  
 
1.4 REFERENCE DOCUMENTS   
 CR WAG TSI: published in the Official Journal L344, - Commission Decision 
2006/861/EC of 28 July 2006, amended by Commission Decision 200 9/107/EC 
of 23 January 2009 . 
Legislative measures in force:  
 Directive 2008/57/EC , 
 Directive 2004/49/EC,  
 Conventional Rail Control, command and signalling TSI: Commission Decision 
2006/679/EC1, 
 High Speed RST TSI: Commission Decision 2008/232/EC2, 
 High spee d Infrastructure TSI: Commission Decision 2008/2 17/EC3, 
  Accessibility for people with reduced mobility (PRM) TSI: Commission Decision 
2008/164/EC4, 
 Safety in Railway Tunnels (SRT) TSI: Commission Decision 2008/163/EC5, 
 Conventional Rail Noise TSI: Commiss ion Decision 2006/66/EC6, 
 Conventional Rail Freight Wagons TSI (CR WAG TSI): Commission Decision 
2006/861/EC7, amended by Commission Decision 2009/107/EC8, 
 Conventional Rail Operation and Traffic Management (OPE) TSI: Commission 
Decision 2006/920/EC9, amen ded by Commission Decision 2009/107/EC10 and 
2010/640/EU,  
                                                      
1  OJ L 284, 28.03.2006, p.1  
2  OJ L 84, 26.0 3.2008, p.132  
3  OJ L 6440 , 19.03.2008, p.105  
4  OJ L 64, 07.03.2008, p.72  
5  OJ L 64, 07.03.2008, p.1  
6  OJ L 37, 08.02.2006, p.1  
7  OJ L 344, 8.12.2006, p.1  
8  OJ L 45, 14.02.2009, p.1  
9  OJ L 359, 18.12.2006, p.1  ERA INTEROPERABILITY  UNIT  
 
 
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  Common Safety Methods (CSM): Commission Regulation (EC) No 352/200911.  
 Description of modules for conformity assessment : Commission descision  
2010/713/EU12. 
 
Legislative measures under adoption proces s: 
 Conventional Rail Infrastructure TSI (CR INF TSI)  
 Conventional Rail Energy TSI (CR ENE TSI)  
 Recast of TSI OPE CR  
 Commission Decision on ERATV . 
 
Legislative measures under development:  
 Telematic application for passengers TSI (TAP -TSI) 
                                                                                                                                                        
10  OJ L 45, 14.02.2009, p. 1  
11  OJ L 108 , 29.04.2009, p.4  
12  OJ L 319, 04.12.2010, p.1 ERA INTEROPERABILITY  UNIT  
 
 
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 2. SCOPE AND DEFINITION O F SUBSYSTEM  
This TSI is applicable to “freight wagons including vehicles designed to carry lorries” 
of the rail  system as referred to in Appendix  I  section  1.2 and 2.2  and extended 
according to Appendix  I chapter  4 of the Directive  2008/57/EC . In the following this 
part of the subsystem is called “wagon”.  
The other vehicles listed in point 1.2 of Appendix  I to the Directive  2008/57/EC , 
especially mobile railway infrastructure construction and maintenance equ ipment, are 
in the scope of TSI “Locomotives and passenger rolling stock” ( CR LOC&PAS TSI) .  
Units  designed to carry  
 motor vehicles with their passengers on board or  
 motor vehicles without passengers on board b ut intended to be integrated in 
passenger trains (car carriers)  
are excl uded from the scope of this TSI.  
This TSI applies to new, upgraded or renewed wagons intended to be placed in 
service after the entry  into force  of this TSI . 
The documents necessary for  the procedures of maintenance and operation are 
specified in section  4.4 and 4.5  of this TSI . 
The additional optional  requirements  for units used under certain operative regimes 
are set out in Appendix  C of this TSI .  
 
In the present TS I the following definitions are used :  
A unit is the generic term used to name the rolling  stock . It is subject to the 
application of this TSI, and therefore subject to the EC verification procedure . 
A unit can consist of:  
 a freight wagon  that can be operated separately , featur ing an individual frame 
mounted  on its own set of wheels or 
 a rake o f permanently connected elements , those elements cannot  be operated 
separately  or 
 separate rail bogies  connected to a compatible road vehicle the combination of 
which  form a rake of a rail compatible system.  ERA INTEROPERABILITY  UNIT  
 
 
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 3. ESSE NTIAL REQUIREMENTS  
Article 4( 1) of the Directive 2008/57/EC  states  that the rail system, its subsystems and 
their interoperability constituents shall fulfil the essential requirements set out in 
general terms in Appendix  III of the Directive. Table 1  indicates basic parameters of 
this TSI and their correspondence to the essential requirements as explained in 
Appendix  III of the Directive.  
Table  1: Basic parameters and their  correspondence to the essential requirements  
clause  title Essential requirements  
Safety  R&A Health  Environ m. 
protection  Technical 
Compat ibility  
4.2.2.1.1  End coupling  1.1.1, 1.1.3, 
1.1.5 , 2.4.1      
4.2.2.1.2  Inner coupling  1.1.1, 1.1.3,  
2.4.1      
4.2.2.2  Strength of unit  1.1.1, 1.1.3,  
2.4.1      
4.2.3.1  Gauging  1.1.1     2.4.3  
4.2.3.2  Compatibility with load ca rrying 
capacity of lines  1.1.1     2.4.3  
4.2.3.3  Compatibility with train detection 
systems  1.1.1     2.4.3  
 
4.2.3.4  Axle bearing condition monitoring  1.1.1  1.2   2.4.3  
 
4.2.3.5 .1 Safety against derailment 
running on twisted track  1.1.1 ,1.1.2 , 
2.4.1     2.4.3 
4.2.3. 5.2 Running dynamic behaviour  1.1.1  
1.1.2     2.4.3  
4.2.3.6.1  Structural design of bogie frame  1.1.1 , 1.1.2 , 
1.1.3      
4.2.3.6.2  Characteristics of wheelset  1.1.1 , 1.1.2 , 
1.1.3     2.4.3  
4.2.3.6.3  Characteristics of wheel  1.1.1 , 1.1.2 , 
1.1.3     2.4.3  
4.2.3.6.4  Characteristics of axle  1.1.1 , 1.1.2 , 
1.1.3      
4.2.3.6.5  Axle box / bearing  1.1.1 , 1.1.2 , 
1.1.3      
4.2.3.6.6  Variable gauge wheelsets  1.1.1 , 1.1.2  
1.1.3      
4.2.4.2  Brake - Safety requirements  1.1.1 , 1.1.3  1.2 
2.4.2     
       ERA INTEROPERABILITY  UNIT  
 
 
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 clause title  Essential requirements  
Safety  R&A Health  Environment
al protection  Technical 
Compatibility  
4.2.4.3.1  Brake - General functional 
requirements  1.1.1  
2.4.1  2.4.2     
4.2.4.3.2.1  Brake performance – In-service 
brake  1.1.1 , 1.1.2  
2.4.1  2.4.2    1.5 
4.2.4.3.2.2  Brake performance – Parking 
brake  2.4.1     2.4.3  
4.2.4.3.3  Brake - Thermal capacity  1.1.1, 1.1.3  
2.4.1     2.4.3  
4.2.4.3.4  Brake - Wheel slide protection 
(WSP)  2.4.1  2.4.2     
4.2.5  Environmental conditions  1.1.1  
1.1.2     2.4.3  
4.2.6.1  Fire sa fety - General  1.1.1  
1.1.4      
4.2.6.1.2.1  Fire safety - Barriers  1.1.4      
4.2.6.1.2.2  Fire safety - Materials  1.1.4   1.3.2  1.4.2   
4.2.6.1.2.3  Fire safety - Cables  1.1.4  
1.1.5   1.3.2  1.4.2   
4.2.6.1.2.4  Fire safety – Flammable liquids  1.1.4      
4.2.6. 1.2.5  Fire safety – Running cabability  1.1.4  2.4.2     
4.2.6.2  Protection against electric hazard  1.1.5  
2.4.1      
4.2.6.3  Attachment device for rear -end 
signal  1.1.1      
 
 ERA INTEROPERABILITY  UNIT  
 
 
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 4 CHARACTERISATION OF THE SUBSYSTEM  
4.1 INTRODUCTION  
The rail system, to which th e Directive applies and of which the wagons  form a part, is 
an integrated system whose consistency shall be verified. This consistency shall be 
checked in particular with regard to the specifications of the rolling stock subsystem, 
its interfaces in relati on to the other subsystems of the rail system in which it is 
integrated, as well as the operating and maintenance rules.  
The common characteristics of the wagon  are defined in the present chapter  4 of this 
TSI and includ e, as far as possible, those related  to the compatibility with 
infrastructure . The relevant parameters are  available  in the technical file  set out in 
Annex VI of Directive 2008/57/EC . This transparency enables the railway 
undertakings to deal with their responsibilities .  
Except where this i s strictly necessary for the interoperability of the rail system , the 
functional and technical specifications  of the wagons  and its interfaces described in  
section  4.2 and 4.3  of this TSI , do not impose the use of technical solutions.  
Innovative solutions,  which do not fulfil the requirements specified in this TSI and/or 
which are not assessable as stated in this TSI, require new specifications and / or new 
assessment methods. In order to allow technological innovation, these specifications 
and assessment m ethods shall be developed by the process “innovative solution” 
described in chapter  6 of this TSI .  
 
4.2 FUNCTIONAL AND TECHN ICAL SPECIFICATIONS OF THE SUBSYSTEM  
4.2.1  General  
In light of the essential requirements in chapter  3 of this TSI , the functional and 
technical specifications of the wagon part of the rolling stock subsystem are grouped 
and sorted out in the following clauses of this chapter : 
 Structures and mechanical parts  
 Vehicle t rack interaction and gauging  
 Brake  
 Environmental conditions  
 System p rotection  
When  the functional and technical specification s, that are  necessary in order to meet 
the essential requirements , have not been developed  concerning a particular technical  
aspect, this aspect is identified as an open point  in the relevant clause . As required in 
article 5 (6) of the Directive all open points are listed in Appendix  A of this TSI . As 
required in article 17(3)  of the Directive open points shall be addressed by the 
application of national technical rules.  ERA INTEROPERABILITY  UNIT  
 
 
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 4.2.2  Structures and mechanical  part 
4.2.2.1 . Mechanical Interface  
4.2.2. 1.1 End coupling   
The end  coupling is the mechanical interface between units forming  a train.  
The coupling system shall be designed in a way that no human presence between the 
units to be coupled / uncoupled shall be required whilst either one unit  is moving.  
End couplings shall be resilient and capable of withstanding the forces in accordance 
with the defined design operating state  of the unit .  
 
4.2.2 .1.2 Inner coupling  
The i nner coupling is the mechanical interf ace between elements  forming  a unit . 
The inner coupling shall be resilient and capable of withstanding the forces in 
accordance with  the defined design operating state  of the unit . 
The longitudinal strength of the inner coupling(s) shall be equal to or  higher than t he 
one of the end coupling(s) of the unit, unless  each  element is equipped with 
independent power brakes . 
The mechanical interface between two elements of an articulated unit shall be at least 
equally resistant  in the longitudinal direction as the end coupling of the unit.  
 
4.2.2. 2. Strength of unit 
The structur e of a unit body , any equipment attachments  and lifting and jacking points  
shall be designed  such that no cracks, no significant permanent deformation or 
ruptures occur under the load cases  defined in chapter 5 of  
EN12663 -2:2010 .  
The jacking  positions shall be m arked on the unit. The marking  shall comply with  
clause 4.5.13 of EN 15877 -1:2010 . 
 
4.2.3  Track interaction and gauging  
4.2.3.1. Gauging   
The reference contour  and its associated c alculation rules limit the outer dimensions 
of the unit .  
In order to estab lish the compatibility with infrastructure , the compliance with the 
reference contour associated to the unit  (G1, GA, GB and GC) , shall be determined 
by the kinematic method as desc ribed in  EN 15273 -2:2009 . ERA INTEROPERABILITY  UNIT  
 
 
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 4.2.3.2 . Compatibility with  load carrying capacity of  lines  
The vertical loading characteristics of the unit shall be determined in order to check 
compatibility  with the load carrying capacity of lines.  
The permissible payload a unit may carry, for axle loads  up to  and including  25t, shall 
be determined by application of clauses 6.1 and 6.2 of EN 15528:2008.  
 
4.2.3.3  Compatibility with train detection systems   
If the unit is intended to be compatible with one or more of the follow ing train detection  
systems this shall be established by compliance with the corresponding clauses 
4.2.3.3.1 , 4.2.3.3.2  and 4.2.3.3.3 of this TSI .  
 
4.2.3.3.1 Train detection systems based on track circuits  
The compatibility with the train detection system s based on track circuits is provided if 
the unit is complying with the requirements specified in the CR CCS TSI Annex A, 
Appendix  1 on 
 axle distances ( clauses 2.1.1 ,  2.1.2 and 2.1.4 ), 
 axle loads ( clauses 3.1.1 and 3.1.2)  and 
 electrical resistance  (clause s 3.5.1  and 3.5.2 ). 
 
4.2.3.3.2 Train detection systems based on axle counters  
The compatibility with the train detection systems based on axle counters is provided 
if the unit is complying with the requirements specified in the CR CCS TSI Annex A, 
Appendix  1 on 
 axle distances ( clauses 2.1.1 - 2.1.3), 
 wheel geometry (clauses 2.2.1  - 2.2.4),  
 metal free space around wheels ( clause 3.2.1) and  
 wheel material ( claus e 3.4.1) . 
 
4.2.3.3. 3 Train detection systems based on loop equipment  
The compatibility with the tra in detection systems based on loop equipment is 
provided if the unit is complying with the requirements specified in the CR CCS TSI 
Annex  A, Appendix 1 on  
 metal mass of the vehicle (clause  3.3). ERA INTEROPERABILITY  UNIT  
 
 
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 4.2.3.4 Axle bearing condition monitoring  
The axle bearing c ondition shall be monitored either by  
 Line side detection equipment or  
 Onboard  equipment.  
If the unit is intended to be monitored by line  side equipment the unit shall be 
compliant with clauses 5.1 and 5.2  of EN 15437 -1:2009  in order to ensure sufficient 
visibility.  The use of onboard equipment is an open point  in this TSI.  
 
4.2.3.5  Running safety  
The dynamic behaviour of a vehicle has a strong influence on safety against 
derailment, running safety and track loading.  
 
4.2.3.5.1 Safety against derailment ru nning on twisted track  
The unit  shall be designed to ensure safe running on twisted track, taking into account 
specifically the transition phase between canted and level track and cro ss level 
deviations.  
The demonstration of compliance is described in clause 6.2.2. 1 of this TSI . 
 
4.2.3.5.2 Running dynamic behaviour  
The unit  shall be designed to provide safe movement up to  the maximum design  
speed.  
The running dynamic behaviour of a unit shall be proven either by  
 following the procedures set out in chapter 5  of EN 14363:2005 , or 
 performing simulation s using a validated model . 
The demonstration of compliance is described in clause 6.2.2. 2 of this TSI . 
For units equipped with running gear assessed  on interoperability constituent level in 
accordance with clause 6.1.2 .1 of this TSI, a specific test or simulation  on subsystem 
level is not required.  
 
4.2.3.6 Running gear  
The running gear shall guarantee to carry and guide the unit safely as well as to 
transmit braking forces where so required.  
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 4.2.3.6 .1 Structural design of bogie frame  
The integrity of the structure of a bogie frame, all attached equipment and body to 
bogie connection shall be demonstrated based on methods as set out in clause 9.2 of 
EN 13749:200 5.  
The demonstration of compliance is described in cl ause 6.1.2.1  of this TSI . 
 
4.2.3.6.2  Characteristics of wheelsets   
The wheelset assembly shall be able to transmit forces and torque between the fitted 
elements.  
The geometric dimensions of the wheelsets, as defined in Figure 1 , shall be compliant 
with lim it values specified in table 2. These limit values shall be taken as design 
values (new wheelset) and shall be stated  as in -service limit values  in the 
maintenance file described in  section  4.5 of this TSI .  
Table 2: In service limits of the geometric dime nsions of wheelsets  
Designation  Wheel diameter  
D (mm)  Minimum 
value  (mm)  Maximum 
value (mm)  
Requirements linked to subsystem  
Front -to-front dimension (S R)  
(Distance between active faces)  
SR = A R+Sd(left wheel)+S d(right 
wheel)  D > 840  1410  
1426  
 330 ≤ D ≤ 840 1415  
Back to back distance  (A R) D > 840  1357  1363  
 330 ≤ D ≤ 840 1359  
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Flange 
angle  Chamfer  Reverse 
slope  
(Taper   
Figure 1:  Sym bols for wheelsets  
The demonstration of compliance is described in clause 6.1.2.2  of this TSI . 
 
4.2.3.6.3 Characteristics of w heels  
The characteristics of the wheels shall ensure the transmission of forces and torque 
as well as the resistance against thermal load where so required.  
Table  3: In service limits of the geometric dimensions of wheels  
Designation  Wheel diameter  
D (mm)  Minimum 
value  (mm)  Maximum 
value (mm)  
Width of the rim BR 
(With a maximum Burr of 5mm)  D ≥ 330  133 140 
Thickness of the flange (S d) D > 840  22 33 
 330 ≤ D ≤ 840 27,5 
Height of the flange (S h) D > 760  27,5 36 
 330 ≤ D ≤ 760 31,5 
Face of flange (q R) ≥ 330  6.5  
The geometrical dimensions of the wheels as defined in Figure 2 shall be com pliant 
with limit values specified in table 3. These limit values shall be taken as design 
values  and shall be stated  as in -service limit values  in the maintenance file described 
in section 4.5  of this TSI.  ERA INTEROPERABILITY  UNIT  
 
 
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Flange 
angle  Chamfer  Reverse 
slope  
(Taper  
Wear groov e  
Figure 2:  Sym bols for  wheels  
The demonstration of compliance is described in clause 6.1.2.3  of this TSI . 
Other types of wheels are permitted for vehicles restricted to national use. In that case 
the decision criteria and the fatigue stress criteria shall be specified in nation al rules . 
Those national rules shall be notified by Member States in accordance with Article 3.  
 
4.2.3.6.4 Characteristics of axles  
The characteristics of the axle shall ensure the transmission of forces and torque.  
The demonstration of compliance is descr ibed in clause 6.1.2.4  of this TSI . 
 
4.2.3.6.5 Axle boxes / bearings  
The axle box  and the rolling bearing  shall be designed with consideration of 
mechanical resistance and fatigue characteristics. Temperature limits reached in 
service  relevant for the hot box detection  shall be defined . 
The demonstration of compliance  is described in clause 6.2.2. 3 of this TSI . 
 
4.2.3.6.6 Variable gauge wheelsets  
This requirement is applicable to units equipped with variable gauge wheelsets with 
changeover between two track  gauge s.  
The changeover mechanism of the wheelset shall ensure the safe locking in the 
correct intended axial position of the wheel  and any  brake equipment  attached . 
The conformity assessment of the requirements specified in this clause is an open 
point . ERA INTEROPERABILITY  UNIT  
 
 
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 4.2.4  Brak e 
4.2.4.1 General  
The purpose of the train brak e system is to ensure that  
 the train's speed can be reduced,   
 the train's speed can be maintained on a slope  
 the train can be stopped within the maximum allowable braking distance and that  
 the trai n can be immobilised.  
The primary factors that influence the braking performance and the braking process 
are 
 the braking power,  
 the train mass,  
 the speed,  
 the allowable braking distance,  
 the available adhesion and  
 the track gradient.  
The brake perfor mance of a train is derive d from  the individual brake performance of 
each unit  in the train.  
 
4.2.4.2 Safety requirements  
The braking system contributes to the safety level of the railway system.  Therefore the  
design of the braking system of a unit has to undergo a risk assessment  considering  
the hazard of complete loss of the brake capability of the unit.  
One or a combination of t he following risk acceptance principles as set out in the CSM 
article 3(19), 3(20) and 3(21) shall be deployed for the risk asse ssment:  
 the application of codes of practice,  
 a comparison with a reference (or similar) system and/or  
 an explicit risk estimation.   ERA INTEROPERABILITY  UNIT  
 
 
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 4.2.4.3 Functional and technical requirements  
4.2.4.3.1 General  functional requirements  
The brake equipment of the unit  shall provide the functions of braking such as the  
application  and the release of the brake, upon a transmitted signal.  The brake shall be: 
 continuous, the brake application or release signal is transmitted from a central 
command to the whole train by a c ontrol line  
 automatic, an inadvertent disruption of the control line shall lead to brake 
activation on all units of the train. Each  parts of the train shall be brought to 
stand  still 
 disengageable , which enables its release and isolation.  
 
4.2.4. 3.2. Brak e performance  
4.2.4. 3.2.1  In-service brake  
The b rake performance of a train or a unit is its ability to decelerate . It is the result of 
the braking power available to decelerate the train or unit  within defined limits and all 
factors involved in the conver sion and dissipation of energy including train resistance.  
The brake performance of a unit shall be calculated in accordance with  EN 14531 -
6:2009 or UIC 544 -1:2010 . The calculation shall be validated by tests as set out in UIC 
544-1:2010, except for cases  as set out in UIC 544 -1:2010.  
 
4.2.4. 3.2.2  Parking  brake  
A Parking Brake is a brake used to prevent parked rolling stock moving under the 
specified conditions taking into account the place, wind, gradient and rolling stock 
loading state, until intention ally released.  
If the unit is equipped with a parking brake , the following requirements  shall be m et: 
 the immobilisation shall remain  until intentionally released . 
 where it is not possible to identify  the state of the parking brake  directly , an 
indicator s howing the state shall be provided on both sides on the outside of the 
vehicle.  
 the minimum parking brake performance , considering no wind, shall be 
determined by calculations as defined in the standard clause 6 of EN 14531 -
6:2009.  
 the minimum performance  of the parking brake  shall be marked on the unit. The 
marking shall comply with clause 4.5.25 of prEN 15877 -1:2009 . The parking 
brake of a unit shall be designe d with a wheel/rail (steel/steel) adhesion factor 
not higher than 0,1 5. ERA INTEROPERABILITY  UNIT  
 
 
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 4.2.4.3.3  Thermal capacity  
The brake equipment shall be able to withstand one emergency brake application  
without any adverse thermal or mechanical damage.   
The braking power , the unit is capable to withstand without any adverse thermal or 
mechanical damage , shall be defined and expressed  in terms of speed and brake 
application time.  
The demonstration of compliance is described in clause 6.2.2. 4 of this TSI . 
 
4.2.4.3. 4 Wheel slide protection (WSP)  
Wheel slide protection (WSP) is a system designed to use the maximum available 
adhesion by d ecreasing, holding or increasing the brake force to prevent wheel sets 
from locking and uncontrolled sliding. Thereby the stopping distance shall be 
optimized.  
If an electronic WSP -control is used negative effects caused by malfunctions of WSP 
shall be re duced by suitable system design processes and technical configuration.  
The WSP shall not alter the functional characteristics of the brakes. The vehicle's air 
equipment shall be dimensioned such that the air consumption of the WSP does not 
impair the perfo rmance of the pneumatic brake. The design process of the WSP shall 
take into account that the WSP has no  detrimental effect on the constituent parts of 
the vehicle (brake gear, wheel tread, axle boxes, etc).  
The following types of units shall be fitted wit h WSP:  
 Equipped  with all types of brake block, for which the maximum mean utilisation 
of adhesion  is greater than 0,12. 
 Equipped  with disc brakes only and/or with composite brake blocks, for which 
the maximum mean utilisation of adhesion is greater than 0,11. 
 
4.2.5  Environmental conditions  
The unit shall be designed for operation under the range of climatic conditions 
occurring in Europe as expressed by the  external temperature range of  
-40°C to +40°C . The provisions  taken  to meet the requirements , whether  design or 
test related,  shall be recorded in the technical file. I n particular provisions concerning 
the verification of the following functions :   
 Coupling function , only the  resiliency of couplings . 
 Brake function, including brake equipment such as the brake cylinder; air 
reservoirs; any interface connection with another unit (hoses etc) . 
The demonstration of compliance  is described in clause 6.2.2. 5 of this TSI . ERA INTEROPERABILITY  UNIT  
 
 
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 4.2.6 System protection  
4.2.6.1 Fire safety   
4.2.6 .1.1 General  
The fire safety aspects of t he unit design shall be aimed at   
 preventing a fire from occurring,   
 limiting the effects if a fire occurs . 
 
The goods carried on the unit are not part of the unit and do not have to be taken into 
account in the conformity assessment.  
 
4.2.6.1.2. Function al and technical specification  
4.2.6.1.2.1Barriers  
All significant potential fire sources and high risk components on the unit shall be 
identified by risk assessment and suitable and sufficient  measures shall be taken to 
reduce the risk  of a fire spreadin g. In order to limit the effects of fire, fire barriers with 
integrity  of at least 15 minutes shall be installed between potential fire sources  (high 
risk components ) and the carried load. 
The demonstration of compliance is described in clause 6.2.2. 6.1 of this TSI . 
 
4.2.6.1.2.2 Materials  
All permanent materials used on the unit shall have limited ignitability and flame 
spread properties, tested in accordance with an appropriate standard, unless  
 the material is separated from all potential fire risks on the  unit by a fire barrier 
and the safe application is  supported by a risk assessment or  
 the component  has a mass < 400g, and is  located within a horizontal distance of 
≥40 mm and a vertical distance of ≥ 400mm to other non tested  components.  
The demonstration of compliance is described in clause 6.2.2. 6.2 of this TSI . 
 
4.2.6.1.2.3 Cables  
All electrical cables shall have a fire performance which is suitable and sufficient  in 
accordance with the appropriate standards.  
 
4.2.6.1.2.4 Flammable liquids  
Flammable liq uid tanks for fuelling auxiliary equipment to the unit, shall be suitable . ERA INTEROPERABILITY  UNIT  
 
 
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 4.2.6.1.2.5 Running capability  
The risk of an uncontrolled application of the brakes as a result of a  fire shall be 
mitigated. For this both the lay -out of components and the materi als used in the brake 
system shall be suitable and sufficient .  
 
4.2.6.2. Protection against e lectric al hazard s  
4.2.6.2.1 Protective measures against indirect contact (protective bonding)  
The impedance between vehicle body and the running rail shall be lo w enough to 
prevent hazardous voltages between them.  
Units shall be bonded in accordance with the provisions as described in clause 6.4  of 
EN 50153:2002.  
 
4.2.6.2.2 Protective measures against direct contact  
The electrical installations and equipment  of a unit shall be designed so as to protect 
persons from electric shock.  
The unit shall be designed so that direct contact is prevented follow ing the provisions 
set out in clause 5  of EN 50153:2002 ,. 
 
4.2.6.3 Attachment  devices  for rear -end signal  
At the en d of a ll units , which may constitute the end of a freight train , a device shall be 
provided to install a rear -end signal composed of either : 
 2 lamps  or 
 2 reflective plates .  
The dimensions  and position of these devices  shall be as described in clause 6.3.1  of 
prEN16116 -2. The unit shall provide for a clearance allowing the installation of lamps 
and plates as set out in Appendix E of this TSI.   ERA INTEROPERABILITY  UNIT  
 
 
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 4.3 FUNCTIONAL AND TECHN ICAL SPECIFICATION O F THE INTERFACES  
4.3.1 Interface with infrastructure subsystem   
Table  4: Interface with infrastructure subsystem  
Reference Conventional Rail WAG TSI  Reference  
Conventional Rail Infrastructure TSI  
4.2.3.1 Gauging  4.2.4.1  Minimum structure gauge  
4.2.4.2  Distance between track centres  
4.2.4.5  Minimum radius of vertical curve  
4.2.3 .2 Axle load parameter  4.2.7.1  Track resistance to vertical loads  
4.2.7.3  Lateral track resistance  
4.2.8.1  Resistance of bridges to traffic loads  
4.2.8.2  Equivalent vertical loading for 
earthworks and earth pressure effects  
4.2.8.4  Resistance of exi sting bridges and 
earthworks to traffic loads  
4.2.3.5 .2 Running dynamic behaviour  4.2.9 Track geometrical quality  
4.2.3.6.2  Characteristics of wheelset  
4.2.3.6.3 Characteristics of wheels  
 4.2.5.1  Nominal track gauge  
4.2.5.6  Rail head profile for plain l ine 
4.2.6.2  In service geometry of switches and 
crossings  
 
4.3.2 Interface with operation subsystem  
Table 5: Interface with operation subsystem  
Reference Conventional Rail WAG TSI  Reference  
Conventional Rail Operation TSI  
4.2.2.2 Lifting and jacking  4.2.3.6.3  Contingency arrangements  
4.2.3.1 Gauging  4.2.2.5  Train composition  
4.2.3 .2 Axle load parameter  4.2.2.5  Train composition  
4.2.4 Brake  4.2.2.6 Train braking  
4.2.6.3 Attachment devices for rear-end 
signal . 
Appendix  E Rear -end signal  4.2.2. 1.3.2   Rear -end  
 
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 4.3.3 Interface with the Control, command and signalling subsystem  
Table  6: Interface with control, command and signalling subsystem  
Reference Conventional Rail WAG TSI  Reference  
Conventional Rail CCS TSI  
4.2.3.3.1 Rolling stock charact eristics 
compatible with train detection system based 
on track circuits  Appendix  A App 1 - Vehicle geometry , 
Vehicle design , Isolating emissions , EMC  
4.2.3.3.2 Rolling stock characteristics 
compatible with train detection system based 
on axle counters  Appendix  A App 1 - Vehicle geometry , Wheel 
geometry , Vehicle design , EMC  
4.2.3.3.3 Rolling stock characteristics 
compatible with train detection system based 
on loop equipment  Appendix  A App 1 - Vehicle metal  mass  
 
 
4.4 OPERATING RULES  
Operating rules are d eveloped under the railway undertaking safety management 
system.  They shall be based on the documentation related to operation.  
The documentation  related to operation  describes  the wagon  characteristics in 
relation to the design operating state to be consi dered in order to define the operating 
rules in normal and in various reasonably foreseeable degraded mode s. 
The documentation related to operation is composed of:  
 a description of operation in normal mode, including the operational 
characteristics and lim itations of the unit ( e.g. vehicle gauge, maximum design 
speed, axle loads, brake performance , compatibility with train detection 
systems ,...). 
 a description of operation in degraded mode  (when  equipment or functions 
described in this TSI  suffer safety fa ilures) as far as can reasonably predicted , 
together with the related acceptable limits and operating conditions of the unit 
that could be experienced . 
 
4.5 MAINTENANCE RULES  
Maintenance is a set of activities intended to keep a functional unit in, or to restor e it 
to a state in which it can perform its required function  (definition as per standard EN 
13 306).  
The following documents being part of the technical file  as set out in A nnex VI  of 
Directive 2008/57/EC  are necessary to undertake maintenance acti vities on wagons :  ERA INTEROPERABILITY  UNIT  
 
 
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  General documentation  (clause 4.5.1)  
 The maintenance design justification file  (clause 4.5.2)  and 
 The maintenance description file  (clause 4.5.3) .  
The applicant has to provide the initial version of the general documentation. This 
docum entation might be modified later by the Entity in charge of maintenance under 
its responsibility  as set out in Article 14a of the safety directive taking into account the 
existing operating and maintenance conditions of the unit.   
 
4.5.1 General documentat ion 
The general documentation  comprise s of: 
 Drawings  and description of components . 
 Any legal requirement concerning the maintenance of a wagon.  
 Drawing of systems ( electrical, pneumatic, hydraulic and control -circuit 
diagrams ). 
 Additional onboard systems (description of the systems including  description of 
functionality, specification of interfaces and data processing and protocols ). 
 Configuration files for each vehicle  (parts list  and bill of material ). 
 
4.5.2 Maintenance design justification file  
The mai ntenance design justification file  explains how maintenance activities are 
defined and designed in order to ensure that the rolling stock characteristics will be 
kept within permissible limi ts of use during its lifetime. The file shall give input data in 
order to determine the criteria for inspection and the periodicity of maintenance 
activities.  The maintenance design justification file consists of  
 precedents, principles and methods used to design the maintenance of the unit.  
 limits of the normal use of th e unit (e.g. km/month, climatic limits, foreseen  types 
of loads etc.).  
 relevant data used to design the maintenance and origin of these data (return of 
experience).  
 tests, investigations and calculations carried out to design the maintenance.  
 
4.5.3 Maint enance description file  
The maintenance description file describe s how maintenance activities can be 
conducted. Maintenance activities include , among others,  inspections, monitoring, 
tests, measurements, replacements, adjustments  and repairs.  
Mainte nance a ctivities are split into  ERA INTEROPERABILITY  UNIT  
 
 
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  preventive maintenance; scheduled and controlled  
 corrective maintenance  
The maintenance description file includes  the following:  
 Component hiera rchy and functional description.  The hierarchy sets up the 
boundaries of the rolling s tock by listing all the items belonging to the product 
structure of that rolling stock and using an appropriate number of discrete levels. 
The lowest item of the hierarchy shall be a replaceable  component ; 
 Parts list: t he parts list shall contain the techn ical and functional descriptions of 
the spare parts (replaceable units) and the references from the spare part 
provider and manufacturer, in order to allow identification and procurement of 
the correct spare parts.  The list shall include all parts specifie d for changing on 
condition, or which may require replacement following electrical or mechanical 
malfunction, or which will foreseeable require replacement after accidental 
damage.  
Interoperability constituent shall be indicated and referenced to their 
corresponding declaration of conformity .  
 The limit values for components which are not to be exceeded in service are to  
be stated; the possibility of specifying operational restrictions in degraded mode 
(limit value reached) is permitted . 
 European legal obli gations: where components or systems are subject to 
specific European legal obligations these obligations shall be listed . 
 A maintenance plan  i.e. the structured set of tasks to perform the maintenance 
including the activities, procedures  and means . The de scription of the 
maintenance activities  include:  
- Disassembly/assembly instructions drawings necessary for correct 
assembly/disassembly of replaceable parts . 
- Maintenance criteria . 
- Checks and tests . 
- Tools and materials required to undertake the task . 
- Consuma bles required to undertake the task . 
- Personal protective safety provision and equipment . 
 Necessary tests and procedures to be undertaken after each maintenance 
operation before re -entry into service of rolling stock;  
 
4.6 PROFESSIONAL COMPETE NCIES  
The prof essional competencies of staff required for the operation and maintenance of  
wagons  are not covered by this TSI.  
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 4.7 HEALTH AND SAFETY CO NDITIONS  
The provisions for health and safety of staff required for the operation and 
maintenance of wagons  are covere d by the essential requirements No. 1.1 .5, 1.3.2, 
2.5.1, 2.6.1 (as numbered in the Directive); the table in  chapter  3 mentions the 
technical clauses of this TSI in relation to these essential requirements.  
In particular, the following clauses of section  4.2 of this TSI  specify provisions for 
health and safety of staff:  
 Clause 4.2.2. 1.1:  End coupling   
 Clause 4.2.6.1:   Fire safety  
 Clause 4.2. 6.2:   Protection against electrical hazards.  
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 5 INTEROPERABILITY CONSTITUENTS  
5.1 GENERAL  
Interoperability constitue nts (IC) , as defined in  article  2(f) of the Directive , are listed in 
section  5.3 of this TSI  together with  
 their area of use covering parameters of the subsystem  and 
 the reference  to corresponding requirement s defined in section  4.2 of this TSI . 
When a req uirement is identified in  section  5.3 of this TSI  as being assessed at IC 
level, an assessment for the same requirement at subsystem level is not required.  
 
5.2 INNOVATIVE SOLUTIONS  
As stated in section  4.1 of this TSI , innovative solutions may require ne w 
specification s and / or new assessment methods. Such specifications and 
assessment methods shall be developed by the process described in clause 6.1.3  of 
this TSI  whenever an innovative solution is envisaged for an interoperability 
constituent.  
 
5.3 INTE ROPERABILITY CONSTITUENT SPECIFICATION   
5.3.1 Running gear  
The running gear shall be designed for an application range, the area of use, as 
defined by the following parameters:  
 Maximum speed  
 Maximum cant deficiency  
 Minimum tare of the unit 
 Maximum axle loa d 
 Range of distances between bogie pivots or range of wheelbase  of “two -axle 
wagons”  
 Maximum height of centre of gravity of empty unit  
 Coefficient of height of centre of gravity of loaded unit 
 Minimum torsional stiffness coefficient of car body  
 Maximum mass distribution coefficient  for empty units with : 
mI
azz*21
 
 
Izz moment of inertia of the car body relative to the vertical axis through the centre of gravity of the car body  
m mass of the car body  
2a* wheelbase  
 Minimum nominal wheel diame ter ERA INTEROPERABILITY  UNIT  
 
 
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  Rail inclination  
The parameters speed and axle load may be considered in combin ation  in order to 
define the appropriate area of use (e.g. maximum speed and tare weight ). 
The running gear shall comply with the requirements expressed in clause 4.2.3.5.2 
and 4.2.3.6.1  of this TSI . These requirements shall be assessed at IC level.  
 
5.3.2 Wheelset  
The wheelset shall be assessed and designed for the area of use as defined by:  
 nominal wheel tread diameter.  
 maximum vertical static force . 
A wheelset shall compl y with the requirements on geometrical  and mechanical 
parameters  defined in clause 4.2.3.6.2  of this TSI . These requirements shall be 
assessed at IC level.  
 
5.3.3 Wheel  
A wheel shall be designed and assessed for an area of use defined by  
 nominal tread dia meter.  
 maximum vertical static force, maximum speed and service life.  
 maximum braking energy.  
A wheel shall comply with the requirements on geometrical, mechanical and thermo 
mechanical parameters  defined in clause 4.2.3. 6.3 of this TSI . These requiremen ts 
shall be assessed at IC level.  
 
5.3.4 Axle  
An axle shall be designed and assessed for an area of use defined by  
 maximum vertical static force .  
An axle shall comply with the requirements on mechanical parameters  defined in clause 
4.2.3. 6.4 of this TSI . These requirements shall be assessed at IC level.  
 
5.3.5 Rear -end signal  
The rear -end signal , as described in Appendix  E of this TSI , is an independent IC. 
There are no requirements in section  4.2 of this TSI  dealing with the rear -end signal. Its 
assessme nt by the notified body is not part of the assessment of the subsystem.  ERA INTEROPERABILITY  UNIT  
 
 
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 6 CONFORMITY ASSESSMENT OF CONSTI TUENTS AND 
VERIFICATION OF THE SUBSYSTEM  
6.1 INTEROPERABILITY CON STITUENT  
6.1.1  Modules  
The conformity assessment of an interoperability constituent shall be performed in 
accordance with  the module(s) described in the following table.  
Table  9: Modules for conformity  assessment  of interoperability constituents  
Module CA1  Internal production control plus product verification by individual examination  
Module CA2  Internal production control plus product verification at random intervals  
Module CB  EC-Type examination  
Module CD  Conformity to type based on quality management system of the production process  
Module CF  Conformity to type based on product ve rification  
Module CH  Conformity based on full quality management system  
Module  CH1 Conformity based on full quality management system plus design examination  
These modules are specified in detail  in the Commission D ecision 2010/713/EU.  
 
6.1.2  Conformity  Assessment procedures   
The manufacturer or his authorised representative established within the Community 
shall choose one of the modules or module combinations indicated in the following table 
in accordance with  the required constituent.  
Table  10: Module s to be applied for interoperability constituents  
Clause  Constituent  Modules  
CA1 or 
CA2 CB+CD  CB+CF  CH CH1 
4.2.3.6.1  Running gear   X X  X 
Running gear - established  X   X  
4.2.3.6.2  Wheelset  X(*) X X X(*) X 
4.2.3.6.3  Wheel  X(*) X X X(*) X 
4.2.3. 6.4 Axle X(*) X X X(*) X 
5.3.4  Rear -end signal  X   X  
 (*) Modules CA1, CA2 or CH may be used only in the case of products placed on the market, and therefore developed, 
before the entry into force of this TSI, provided that the manufacturer demonstrates  to the NoBo that design review and 
type examination were performed for previous applications under comparable conditions, and are in conformity with the 
requirements of this TSI; this demonstration shall be documented, and is considered as providing the s ame level of proof 
as module CB or design examination according to module CH1.  ERA INTEROPERABILITY  UNIT  
 
 
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Within the application of the chosen  modul e or modul e combination the interoperability 
constituent shall be assessed against the requirements mentioned in section  4.2 of this 
TSI. If necessary, additional requirements concerning the assessment of particular 
interoperability constituents are given in the following clauses.    
 
6.1.2. 1 Running gear   
The demonstration of compliance  for the running gear is set out in Appendix  B.2 of this 
TSI. 
Units equipped with a n established running gear as listed below are exempt from 
running dynamic testing  as long as they are operated within the established area of use:  
 Single axle running gear  
- Double link suspension  
- Niesky 2  
- Suspension S 2000  
 Two-axle bogie running gear  
- Y25 family  
- Two-axle steering axle bogie  
 Three -axle bogies  
- Three -axle bogie family with link suspension  
The assessment of the bogie frame strength shall be based on clause 9.2 of EN 
13749:2005.  
 
6.1.2. 2 Wheelset   
The demonstratio n of compliance for the mechanical behaviour of the  wheelset  
assembly shall be based on clause 3.2.1  of EN13260: 2009, which define s limit values 
for the axial assembly force and the associated verification test.   
A verification procedure shall exist to en sure at the assembly phase that no defects may 
detrimentally affect  safety due to any change in the mechanical characteristics of the 
fitted parts of the axle.  
 
6.1.2.3 Wheel   
The mechanical characteristics of forged and rolled  wheel s shall be proven following the 
procedure  as specified in clause 7  of EN 13979 -1:2003 +A1:2009 . 
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 ERA INTEROPERABILITY  UNIT  
 
 
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 maximum braking ener gy foreseen. A type test, as described in clause 6.2 of EN 13979 -
1:2003+A1:2009  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 cr iteria of residual stresses for forged and rolled wheels are set out in EN 
13979 -1:2003 +A1:2009 . 
A verification procedure shall exist to ensure at the production phase that no defects 
may detrimentally affect  safety due to any change in  the mechanical char acteristics of 
the wheels. The tensile strength of the material in the wheel, the hardness of the 
running surface, the fracture toughness  (only for trea d braked wheels) , resistance to 
impact, 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.  
 
6.1.2.4 Axle  
In addition to the requirement on the assembly above, the demonstration of compliance 
for mechanical resistance and fatigue  characteristics of the axle shall be based on 
clauses 4, 5 and 6  of EN13103:2009 . 
The decision criteria for the permissible stress are specified in clause 7  of EN 
13103:2009 . 
A verification procedure shall exist to ensure at the production phase that no d efects 
may detrimentally 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 cleanl iness shall be 
verified. The verification procedure shall specify the batch sampling used for each 
characteristic to be verified.  
 
6.1.3  Innovative solutions for Interoperability Constituents  
If an innovative solution (as defined in clause 4.1  of this TSI ) is proposed for an 
interoperability constituent as defined in section  5.2 of this TSI , the manufacturer or his 
authorised representative established within the Community shall state the deviations 
from the relevant clause of this TSI and submit them to t he European Commission for 
analysis. In case the analysis results in a favourable opinion, the appropriate functional 
and interface specifications as well as the assessment method which are necessary to 
be included in the TSI in order to allow the use of t his constituent will be developed.  
The appropriate functional and interface specifications and the assessment methods so 
produced shall be incorporated in the TSI by the revision process.  ERA INTEROPERABILITY  UNIT  
 
 
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 By the notification of a decision of the Commission, taken in accor dance with Article 29 
of the Directive, the innovative solution may be permitted to be used before being 
incorporated into the TSI by the revision process.  
 
6.2  SUBSYSTEM  
6.2.1  Modules  
The EC verification  of the subsystem “wagon”  shall be performed in accordance with  the 
module(s) described in the following table.  
Table  11: Modules for EC verification  of subsystems  
SB EC-Type Examination  
SD EC verification based on quality management system of th e production process  
SF EC verification based on product verification  
SH1 EC verification based on full quality management system plus design examination  
 
These modules are specified in detail  in the decision _____.  
 
6.2.2  EC verification  procedures  
The applicant shall choose one of the fo llowing combinations  of modules  or module  for 
the EC verification  of the subsystem .  
 (SB+SD) or  
 (SB+SF) or  
 (SH1) . 
Within the application of the chosen  module  or module  combination  the subsystem  shall 
be assessed against the requirements mentioned in section  4.2. If necessary , additional 
requirements concerning the assessment of particular constituents are given in the 
following clauses.    
 
6.2.2.1 Strength of unit  
The demonstration of conformity shall be based on chapters 6, 7 and 8 of EN 12663 -
2:2010.  
  
6.2.2.1 Safety again st derailment running on twisted track  
The demonstration of conformity shall be carried out either  in accordance with  ERA INTEROPERABILITY  UNIT  
 
 
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  the procedure defined in section  4.1 of EN 14363:2005  or 
 the method given in section  4.2 of  prEN15839 by using the pre -calculation for 
standardised solutions.  
 
6.2.2.2 Running dynamic behaviour  
The demonstration of compliance shall be carried out in accordance with chapter 5  of 
EN 14363:2005 .  
As an alternative to performing on -track tests on two different rail inclinations, as set out 
in pa ragraph 5.4.4.4 in EN 14363:2005 it is permitted to perform tests on only one rail 
inclination if demonstrated that the tests cover the range of contact conditions defined in 
Appendix  B1.1.  
When an on -track test with normal measuring method is required to be performed t he 
unit shall be assessed by the parameters set out in Appendix  B.1.2 and B.1.3 of this 
TSI. 
Alternatively, under the conditions stated in section  9.3 of  prEN 15827:2009 , a 
simulation may replace the above mentioned on -track tests.   
The combi nation of the  highest equivalent conicity and speed  for which  the unit meets  
the stability criterion in clause 5  of EN 14363:2005 shall be recorded in the report . 
The required test conditions for on -track tests , as set out in EN 14363:2005,  are not 
always fully achievable concerning  
 track geometric quality  and 
 combinations  of speed, curvature, cant deficiency.  
In case s this is not fully achievable  the demonstration of compliance is an open 
point . 
 
6.2.2.3 Axle box / bearings  
The demonstration of compl iance  for mechanical resistance and fatigue characteristics 
of the axle box and the rolling bearing  shall be based on clause  6 of EN12082 :2007 as 
well as the measurement of the required temperature limits . 
 
6.2.2.4 Thermal capacity  
Calculation s, simulation s or tests shall approve , that the temperature of the brake block , 
brake pad or brake disc does not exceed their  thermal capacity . The  following shall be 
taken into account:  
 Concerning the emergency brake application : The critical combination of  ERA INTEROPERABILITY  UNIT  
 
 
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 - speed  and  
- payload  
considering  straight and level track,  minimum wind and  dry rails.  
 Concerning the continuous brake application :  
- The range up to the maximum braking power ,  
- the range up to the maximum speed and  
- the corresponding brake application time.   
 
Brake bloc ks, listed in the Technical Document 02 (ERA/TD/2009 -02/INT) are 
exempted from these calculations, simulations and tests under the defined conditions of 
nominal wheel diameter, maximum axle load and brake configuration . 
 
6.2.2. 5 Environmental conditions  
Steel materials are deemed to comply with the range indicated in clause 4.2.5  of this 
TSI if specified for -20°C.  
 
6.2.2.6 Fire safety  
6.2.2.6.1 Barriers   
Barriers shall be tested in accordance with  EN1363 -1 or with an equivalent method . 
Steel sheet s of at least 2mm  thickness  and aluminium sheet s of at least  5mm thickness 
are deemed to comply  with the integrity requirements without testing.  
 
6.2.2.6.2 Materials  
For the following materials and components the fire safety requirements are fulfilled  
without addi tional tests : 
 Metals and alloys with inorganic coatings  (such as, but not limited to: galvanized 
coating, anodic coating, chromate film, phosphate conversion coating) . 
 Metals and alloys with an organic coating with a nominal thickness less than  0.3 
mm (such as, but not limited to paints, plastic coating, asphaltic coating) . 
 Metals and alloys with a combined inorganic and organic coating of which the 
nominal thickness  of the organic layer is  less than 0.3 mm . 
 Glass, stoneware, ceramic and natural stone produ cts, 
 Materials that meet the requirements of category C -s3,d2 or higher in accordance 
with EN 13501 -1:2007 +A1:2009 . ERA INTEROPERABILITY  UNIT  
 
 
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 6.2.4 Innovative solutions  
If the subsystem “wagon” includes an innovative solution (as defined in clause 4.1  of 
this TSI ), the applicant sh all state the deviations from the relevant clauses of the TSI, 
and submit them to the Commission for analysis.  In case the analysis results in a 
favourable opinion, the appropriate functional and interface specifications as well as the 
assessment methods w hich are necessary to be included in the TSI in order to allow 
this solution will be developed.   
The appropriate functional and interface specifications and the assessment methods so 
produced shall then be incorporated in the TSI by the revision process.  
By the notification of a decision of the Commission, taken in accordance with Article 29 
of the Directive, the innovative solution may be permitted to be used before being 
incorporated into the TSI by the revision process.  
 
6.3  SUBSYSTEM CONTAINING  INTERO PERABILITY CONSTITUE NTS NOT HOLDING 
AN EC DECLARATION  
A Notified Body is permitted to issue an EC certificate of verification of a subsystem, 
even if one or more  of the interoperability constituents incorporated within the 
subsystem are not covered by a relevant EC declaration of conformity in accordance 
with this TSI (non -certified ICs), either in the case :  
1. The constituent falls under the transition period as set out in Commission decision 
related to this TSI or  
2. the constituent was manufactured before the  entry into force of this TSI  and t he 
type of constituent has been  
- used i n a subsystem already approved and  
- put in service in at least one Member State before the entry in force of this 
TSI.  
The EC verification of the subsystem shall be carried out  by the  Notified Body against 
the requirements of chapter  4 using the corresponding requirements concerning  
assessment in chapter  6 of this TSI  together with chapter  7 of this TSI  except specific 
cases . For this verification the modules of the subsystem, set out in clause 6.2.2  of this 
TSI, apply.  
Neither an EC declaration of conformity nor an EC certificate of conformity shall be 
drawn up for the interoperability constituents assessed in this manner.  
The EC certificate of verification of the subsystem shall indic ate clearly which 
interoperability constituents have been assessed by the Notified Body as part of the 
subsystem verification.   
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 6.4  PROJECT PHASES WHERE  ASSESSMENT IS REQUIR ED 
The assessment shall cover the following two phases as identified by “X” in t he table F.1 
of Appendix  F in this TS I. In particular, where a type test is identified the conditions and 
requirements  of section  4.2 of this TSI  shall be considered.  
 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 of this 
TSI. 
 Production phase:  
- Routine test to verif y the conformity of production. The entity in charge of the 
assessment of the routine tests is determined according to the assessment 
module chosen . 
The Appendix  F of this TSI  is structured according to section  4.2 of this TSI . Where 
relevant, a reference to the sub  claus es of section  6.1 and 6.2  of this TSI  is given.  
 
6.5  INTEROPERABILITY CON STITUENTS IN ACCORDANCE WITH  DECISION 
2006/861/EC  
Where a constituent has been identified as an IC in the Decision 2006/861/EC , 
assessed in accordance with  the modules specified on Appendix  Q to Decision 
2006/861/EC and holding an EC declaration of conformity,  its treatment under this TSI 
is set out  as follows : 
 In the case this constituent is  not recognised as an IC in this TSI , neither the 
certificate  nor the declaration  are valid for the EC verification procedure  related to 
this TSI.  
 The following ICs shall not require a new conformity assessment under this T SI 
until the expiry of the corresponding certificate  or declaration : 
- Wheelset.  
- Wheel . 
- Axle. ERA INTEROPERABILITY  UNIT  
 
 
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 7 IMPLEMENTATION  
7.1 AUTHORISATION FOR PL ACING INTO SERVICE  
Chapters  2 to 6 of this TSI  and any specific provisions in  section  7.3 apply in full to the 
rolling sto ck coming within the scope set out in  section  1.2 which will be placed into 
service after this TSI enters into force.  
 
7.1.1 Transitional period  
During a  transitional period , as defined in accordance with the Directive  2008/57/EC , 
Article 5(3 -f), the appli cation of this TSI is not mandatory, under the following 
conditions : 
 Projects at advanced stage of development, as described in the clause 7.1. 1.1. 
 Contracts in course of performance, as described in the clause 7.1. 1.2. 
 Rolling stock of an existing design,  as described in clause 7.1. 1.3. 
Any rolling stock placed in service after the end date of the transitional period 
described in this clause shall fully comply with this TSI without prejudice to Article 9 of 
the Directive  2008/57/EC  which allows Member Stat es to request derogations under 
the conditions set out in this Article.  
 
7.1.1.1 Projects at advanced stage of development  
This clause concerns rolling stock which is developed and produced under a project at 
an advanced stage of development.  
It shall be s hown that the conditions set out in  article 2(t) of the Directive  2008/57/EC  
are met.  
 
7.1.1.2 Contracts in course of performance  
This clause concerns rolling stock which is developed and produced under a contract 
which is signed before the entry into forc e of this TSI.   
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.  
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 7.1.1.3 Rolling Stock of an existing design  
This clause concerns rolling stock which is produced in accordance with  a design 
developed before the entry into force of this TSI.  
The applicant has to  prove that the newly built rol ling stock will be produced in accordance 
with a documented design that 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 entry into 
force of this TSI.  
Any modification  to an existing design, which has an impact on the overall safety level 
of the subsystem concerned, shall be assessed in accordance with  the relevant parts 
of this TSI by applying the procedure as set out in Article 20 of the Directive  
2008/57/EC . The Memb er State shall thus examine the extent of the design change 
and decide to what extent this TSI needs to be applied.  
 
7.1.2  Mutual recognition of the first authorisation of placing in service  
In accordance with article 23(1) of the Directive 2008/57/EC this  TSI lays out the 
conditions under which a unit shall not be subject to any additional authorisation for 
placing in service. In the following these conditions  are given:  
 ... 
 ... 
 ... 
 ... 
 ... 
 
7.2 SUBSTITUTION, RENEWA L AND UPGRADING   
This TSI applies to  
 substitutions of constituents , 
 substitution  of elements within a unit  
  and to renew al or upgrad ing of wagons  
in accordance with the conditions laid down in Article 20 of the Directive.  
Concerning the substitution  of constituents  the following categories have to be 
considered.  
 Certified ICs: Constituents which are defined as IC in chapter 5 of this TSI and 
which are holding a certificate of conformity or suitability for use.  
 Non ICs: Any constituent, which is not defined as IC in chapter 5 of this TSI.  ERA INTEROPERABILITY  UNIT  
 
 
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  Non-certified ICs. Constituents which are defined  as IC in chapter 5 of this TSI 
and which are not holding a certificate of conformity or suitability for use . 
The table 12 shows the possible permutations . 
Table 12: Substitution permutation table  
 ...substituted by... 
...certified ICs  ...non ICs  ...non -certified ICs  
Certified ICs...  check  not possible  check  
Non ICs...  not possible  Check  not possible  
Non-certified ICs...  check  not possible  check  
 
The ECM may under its responsibility substitute a constituent b y another one utilising 
the same function and performance in accordance with  the relevant TSI requirements 
considering these constituents are  
 suitable, i.e. conform to the relevant TSI(s),  
 used within its area of use,  
 enabling interoperability,  
 meeting th e essential requirements and  
 in line with restrictions eventually stated in the technical file  
When the extent of the work leads to a different function or performance or in case of 
a substitution of an element within the unit, the contracting entity or th e manufacturer 
is required to send the Member State concerned a file describing the project. The 
Member State decides whether the a new authorisation for placing in service is 
needed.  
 
7.3 SPECIFIC CASES  
7.3.1  Introduction   
The specific cases, as listed in  the following clause, are classified as:  
 “P” cases: “permanent” cases.  
 “T” cases: “temporary” cases, where it is recommended that the target system is  
reached by 2020 (an objective set in Decision No 1692/96/EC of the European 
Parliament and Council of 2 3 July 1996 on Community guidelines for the 
development of the trans -European transport network, as amended by Decision 
884/2004/EC).  
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 7.3.2  List of specific cases  
List to be completed . 
 
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 APPENDIX  A OPEN POINTS  
Certain technical aspects, corresponding to the essential requirements, which are not 
explicitly covered by the specification s, are open points. These are  stipulated in section  
4.2 of this TSI  and listed in the table  A.1.  
 
Table A.1: List of open points  
Element of the Rolling Stock  
sub-system  Clau se  Technical aspect not covered by 
this TSI  Link  to other subsystems to cover 
the open point  
Axle bearing condition 
monitoring  4.2.3.4  Option on board equipment  Equipment not mandatory.  
Test conditions for on -track 
tests as set out in the EN 
14363 are  not always fully 
achievable  4.2.3.5.2  track geometric quality  and 
combinations of speed, curvature, cant 
deficiency (clause 5.4.2 of EN 14363).  
  
The changeover mechanism of 
the wheelset shall ensure the    
4.2.3.6.6  Assessment of safe locking in the 
correct intended axial position of the 
wheel.  
Assessment of the  
locking in the correct position of this 
equipment shall be ensured.   
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 APPENDIX  B  SPECIFIC PROCEDURES FOR RUNNING DYNAMICS   
B.1  Specific assessment concerning running dynamic testing following  EN 14363  
B.1.1Conditions for testing on one rail inclination  
 
 The parameter equivalent conicity tan γe for tangent track and large radius curves 
shall be distributed so that tan γe = 0,2 ± 0,05 occurs in a range of th e amplitude 
(y) of the wheelset s lateral displacement between +/ -2 and +/ -4 mm for a minimum 
of 50% o f track sections . 
 The instability criterion in EN14363:2005 shall be assessed for low -frequency body 
motions on at least two track sections  with equivalent conicities less than 0.05 
(mean value over the track sections ). 
 The instability criterion in EN14 363:2005 shall be assessed on  at least two track 
section s with equivalent conicities in accordance with the table B.1. 
Table B.1: Conditions for contact conditions in relation to on -track testing  
Maximum vehicle speed  Equivalent conicity  
60 km/h < V ≤ 140 km/h  ≥0,50  
140 km/h < V ≤ 200 km/h  ≥0,40  
200 km/h < V ≤ 230 km/h  ≥0,35  
230 km/h < V ≤ 250 km/h  ≥0,30  
 
B.1.2Limit values for running safety  
 
The limit values for running safety specified in clause 5.3.2.2 of EN 14363:2005 and for 
axle loads above 22.5 t in clause 5.3.2.2 of EN 15687:2010 shall be met and verified.  
When the quotient of guiding force and wheel force (Y/Q) limit is exceeded, it is allowed 
to recalculate the Y/Q estimated maximum value in accordance with  the following 
process: 
 create an alternative test zone made up of all track section s with 
300 m ≤ R ≤ 500 m, 
 for the statistical processing per section , use xi (97,5%) instead of xi (99,85%),  
 for statistical processing per zone,  replace k = 3 (when using one -dimensional 
method) or Student coefficient t (N - 2; 99%) (when using two -dimensional 
meth od) by Student coefficient t (N -2; 95%).  
Both results (before and after recalculation) shall be reported.  
 
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 B.1.3Track loading limit values  
 
The limit values for track loading specified in EN 14363:2005 clause 5.3.2.3 and for 
loads above 22.5 t in EN 156 87:2010 clause 5.3.2.2 shall be met and verified when so 
required by the methodology of EN 14363:2005.  
The quasi -static guiding force Yqst limit value shall  be evaluated for curv e radii 
250≤R<400m.  
The limit value shall be : (Yqst)lim = (30 + 10500/Rm) kN, where  
Rm = mean radius of the track section s retained for the evaluation.  
When this limit value is exceeded due to high friction conditions, it is permitted to 
recalculate the estimated value of Yqst on the zone after replacing the individual (Yqst)i 
values on the track section s "i" where (Y/Q)ir (mean value of Y/Q ratio on the inner rail 
over the section ) exceeds 0,40 by: (Yqst)i - 50[(Y/Q)ir - 0,4]. Both results (before and 
after recalculation) shall be reported.  
The values of the Yqst, Qqst and mean curve radius (before and after recalculation) 
shall be recorded in the test report.  
In case the Yqst value exceeds the limit value expressed above, the operational 
performance of t he unit (e.g. maximum speed) may be limited by the infrastructure, 
considering track characteristics (e.g. curve radius, cant, rail height).  
 
B.2 Qualification of running gear  
Following successful testing the acceptable parameter variation range is given b y the 
range between the nominal tested parameters extended as illustrated in figure B.1. 
It is permitted  to perform only one test and by doing so only validating the running gear 
for a limited range.  
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Allowed range of
parameter variation when l≥1,1
EN14363
Tested parameter space
Tested parameter space, 
test oneTested parameter space, 
test twoAllowed range of parameter variation when l≥1,0
The present 
standard 
Figure  B.1: Parameter variation ranges for the acceptance after successful testing compared to 
the process in EN 14363 :2005   
 
B.2.1 Test extent  
The tests shall be carried out  in accordance with the complete procedure  in chapter  5 of 
EN 14363 , considering  the specific procedures as set out in Appendix  B.1 of this TSI . 
The tests shall be performed  for the same intended operating conditions (v adm and I adm): 
 One test with a wagon of short running gear distance . 
 One test with a  wagon of long running gear distance  
Other values of body parameters shall be within the ranges defined in table B. 2.  
Table B. 2:  Body parameters  
 
 2-axle wagons  Bogie wagons  
Short test 
wagon  Long test 
wagon  Short test 
wagon  Long test 
wagon  
Running  gear 
distance  2a* [m] a)  7  9  7  13 
Torsional stiffness  ct* [kNmm²/rad]  0,5 x1010 ... 8 x1010 
a) 2a* is the distance between wheelsets for 2 -axle wagons or the distance between bogies for bogie wagons and ct* is the vehicle body torsional 
stiffness co efficient. ERA INTEROPERABILITY  UNIT  
 
 
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 Note 1: For the purposes of assessment of running behaviour a typical loading condition 
must be tested . It is not necessary to test the worst possible density of the load using 
the maximum axle load and filling the whole loading gauge.  
In addit ion, 2 axle wagons for speeds 100 km/h shall be tested in loaded condition also 
in section s of test zone 2 with clearances given by a gauge of  1450 mm in combination 
with wheelsets having distances between active faces at the minimum operation limit.  
Note 2: It is desirable to perform such tests based on measurements of lateral 
acceleration, if it can be shown that a relationship exists between accelerations and the 
sum of the guiding forces and a related limit value was established.  
Note 3: This require ment is intended to be shifted to the test conditions in EN 14363.  
 
B.2.2 Range of running gear parameters  for dispensation from on -track tests  
Following successful testing in accordance with  Appendix  B.2.1 the acceptable 
parameter variation range  for disp ensation from on -track tests  is given by the range 
between the nominal tested parameters extended as illustrated in figure B.1 and 
specified in tables B.3  and B.4.  
All parameters given in these tables are nominal values. The upper limit of the 
acceptable range depends on the maximum tested value of the respective parameter, 
the lower limit on the minimum tested value.  
In case of extension of the already applicable parameter range of a running gear, new 
tests shall be performed with parameters outside the p reviously tested range.  
Table  B.3: Accepted parameters for a single axle running gear which was tested successful in 
accordance with Appendix  B.2.1 of this TSI  
Nominal parameter  Minimum  Maximum  
Maximum axle load  P - Ptested 
Vertical eigenfrequency  vz 0.9 v z in load range  1.12 v z in load range  
Vertical damping   Tested characteristics  Tested characteristics  
Lateral suspension 
characteristics   Tested characteristics  Tested characteristics  
Wheel di ameter  D Diameter of tested application 
Dnom –90 mm  Diameter of tested application  
Dnom +90 mm  
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Table  B.4: Accepted parameters for a bogie which was tested successful in accordance with 
Appendix B.2.1 of this TSI  
Nominal parameter  Minimum  Maximum  
Maximu m axle load  Pmax - 1,05 . Pmax,tested  
Bogie axle distance 
(between outer axles of the bogie)  2a+ 2a+
tested  2a+
tested + 0,2 m  
Vertical eigenfrequency 
(see Appendix  C) z 0,90 . z,tested  in load range  1,12.  z,tested in load range  
Vertical Damping   Tested characteristics  Tested characteristics  
Axle guiding longitudinal   Tested characteristics  Tested characteristics  
Axle guiding lateral   Tested characteristics  Tested  characteristics  
Lateral secondary susp.  
characteristics   Tested characteristics  Tested characteristics  
Yaw resistance of bogiea) M*
z 0,80 . M*
z,tested  1,20 . M*
z,tested  
Moment of inertia of 
whole bogie (around z -axis) I*
zz 0 1,10   I*
zz,tested  
Wheel d iameter  D Dtested –90 mm  Dtested +90 mm  
Nominal height of  
 centre pivot  hcp hcP,tested  – 150 mm  hcP,tested  + 50 mm  
a)  for a friction based yaw resistance torque measured at two specified loads typical for empty and loaded condition. For other 
systems, a ppropriate parameters must be used to control stability and safety against derailment in empty condition and 
maximum guiding force in loaded conditions.  
 
B.2.3 Range of vehicle body parameters for dispensation from on -track tests  
Following successful test ing according to Appendix  B.2.1 of this TSI  the acceptable 
parameter variation range for a dispensation from on -track tests  is given by the range 
between the nominal tested parameters and extended where applicable as specified in 
table B.5. All parameters g iven in this table are nominal values. The upper limit of the 
acceptable range depends on the maximum tested value of the respective parameter, 
the lower limit on the minimum tested value.  
To extend the applicable vehicle parameter range of a standardised running gear, test 
results of a third tested vehicle outside the previously tested range shall be used.  ERA INTEROPERABILITY  UNIT  
 
 
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 Table B. 5: Accepted parameters for vehicles (included articulated wagons and permanently 
coupled units) equipped with a running gear which was tested s uccessfully 
according to Appendix B.2.1  of this TSI  
Nominal parameter  Minimum  Maximum  
Distance between 
wheelsets  (non bogie vehicles)  2a* Lowest value of 6 m and 2a*
tested Highest value of 10 m and 
2a*
tested 
Distance between 
bogies (bogie vehicles)  2a* Lowest value of 6,5 m and 
2a*
tested 2a*
tested + 3m  
Centre of gravity height 
of empty wagon  hcg 0 1,2 . hcg,empty,tested, max  
Coefficient of height of 
centre of gravity - loaded 
vehicle a)  
 0  loaded,tested,max  x 0,8(l'-1) 
with l' – factor for track loading 
parameters (see 3.10)  
Torsional stiffness per 
car body  ct* > 0,5 1010 kNmm²/rad  '- 
Mean axle load of the 
tare unit (non-bogie wagon)  Pmean,tare  Smallest value of 5,75 t and 
Pmean,tare,tested  - 
Mean axle load of the 
tare unit  (bogie wagon)  Pmean,tare  Smallest value of 4 t and 
Pmean,tare,tested  - 
Maximum axle load  P - 1,05 . Ptested 
Mass distrib. coefficient  
(empty and loaded vehicle)   0 1,2 . tested 
a) for evaluation of admissib le cant deficiency Iadm of 130 mm for axle loads ≤ 225 kN and 100 mm for axle loads> 225 kN 
and up to 250 kN.  
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 APPENDIX  C ADDITIONAL OPTIONAL CONDITIONS FOR UNITS USED UNDER 
CERTAIN OPERATIVE RE GIMES   
In addition to the assessment against the core TSI req uirements  an applicant may ask the 
Notified Body for the assessment of conformity with the requirements  set out in this 
Appendix . A unit which fulfils  all the following conditions  may be marked ???. A unit in 
accordance with all conditions  of this Appendix  except for those set out in C.3, C.6 and C.7 
may be marked ???. 
 
C.1  End coupling  
The manual coupling system shall comply with the following requirements:  
 the screw coupling system excluding  the draw hook shall comply with the 
requirements of EN15566:200 9 except clause 4.4 related to freight wagons , 
 the draw hook shall comply to EN15566:2009 except clause 4.4 related to freight 
wagons and except the dimension “a” in Annex A Figure A.1. , 
 the buffer shall comply with the requirements of the part EN15551:200 9                             
related to freight wagons.  
 There shall be no fixed parts within 40 mm of a vertical plane placed at the end 
of the fully compressed buffers.  
 The space for shunting staff operation shall be in accordance to prEN 16116 -2, 
clause  6.2. 
 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.  In this case marking EN 15 877 -1 Figure 
78 is  mandatory.  
 the buffing centre line shall be located at a height between 940 and 1065 mm 
above rail level in all loading and wear conditions.  
 the hook shall be located at a height between 920 and 1045 mm above rail level 
in all loading  and wear conditions . 
 The clearance for draw hook shall be in accordance with prEN16116 -2:20__ , 
clause 6.3.2.  
 
Interaction of buffers and draw gear  
 The characteristics of the buffers and draw gear shall be designed in order to 
enable the safe transit of curves in the track wi th a radius of 150 m. Two units 
with bogies coupled on straight track with touching buffers shall generate 
compressive forces not higher than 250 kN on a 150 m radius curve. There is no 
requirement specified for two axle wagons.  ERA INTEROPERABILITY  UNIT  
 
 
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  The distance between the fr ont 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 Figure C.1:  
 
Figure C.1:  Configuration of buffers and draw gear  
 
Units designed for 1435mm and 1520 mm or 1435mm a nd 1524mm, or 1435mm and 
1668mm gauge network(s), equipped with manual coupling and “UIC” pneumatic 
brake system, shall be compatible with both,  
 the interface requirements for “End Coupling” mentioned before , and  
 former buffers layout of broad gauge netw orks.  
In order to provide this full compatibility, it is permitted to have a different value of the 
distance between buffer centrelines, 1790 mm (Finland) and 1850 mm (Spain) taking 
into account clause 6.2.3.1 of EN 15551.  
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 C.2  Footsteps and handrails  
Concerning Footsteps and handrails sections  4.2, 4.3, 5 and 6.2.2  of prEN 16116 -
2:20__,  shall apply.  
 
C.3  Strength of main vehicle structure and equipment  
In addition to the requirements of 4.2.2. 2 of this TSI the unit shall be classified in 
Category F I in accordance with  clause 5.1  of EN 12663 -2:2010  with the following 
exception:  units designed to carry motor vehicles or combined transport units  without 
long stroke shock absorbers the Category F -II may be used .The requirements  
concerning the buffing tests in clause 8.2.5.1 of EN 12663 -2:2010  applies . 
 
C.4  Lifting and jacking  
The unit  shall comply with the following diagram on the free space under the re -railing 
places for re -railing:  
 
Figure C.2 : Free spaces under rerailing places  
 
C.5  Marking of units  
Markings of prEN 15877 -1:2010  are required  if applicable . The following are always 
applicable:  
 4.5.2  Gauge marking  
 4.5.3  Vehicle Tare Weight  
 4.5.4  Vehicle load table  ERA INTEROPERABILITY  UNIT  
 
 
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  4.5.5  Sign for length over buffers  
 4.5.1 2  Table of Maintenance dates  
 4.5.1 4 Lifting an d re-railing signs  
 4.5.2 3  Distances between end axles and bogie centres  
 4.5.__   Brake weight  
 
C.6  Gauging  
The reference contour with which the unit complies with shall be G1 and GI1 
determined as defined in 4.2.3.1 of this TSI.  
 
C.7  Unit characteristics  for the compatibility with train detection systems  
The unit shall be compatible with the train detection systems based on track circuits 
and based on axle counters as specified in clauses 4.2.3.3.1and 4.2.3.3.2.  
 
C.8  Longitudinal compressive forces  
The v erification of safe running under longitudinal compressive forces shall be based 
on EN 15839:2011.  
 
C.9  Brake  
The brake system shall be compatible  with vehicles equipped with UIC approved 
brake systems.  The brake system of a unit is compatible with the UI C brake system if 
it fulfils the following requirements : 
 The unit shall be equipped with a pneumatic brake pipe with an inner diameter of  
32 mm.  
 Brake modes have different brake application and release times  and specific 
brake weight percentage.  
 Every unit shall be fitted with a brake system having at least brake modes G and 
P. 
The brake modes G and P shall be assessed according to 
EN15355:2008 +A1:2010  and EN 15611:2008 +A1:2010  or UIC 540:2006.  
 The minimum braking performance for brake -modes G and P shall  be in 
accordance with table  C.1: 
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 Table C.1 : Minimum braking performance for brake modes G and P  Braking mode  
unit typ e 
Command Equipment  
Load status  Requirement for running speed at 100km/h  Requirement for running speed at 120km/h  
Maximum braking 
distance  Minimum braking 
distance  Maximum braking 
distance  Minimum braking 
distance  Braking mode “P”  
All 
All 
Empty  Smax = 480m  
λmin = 100% (1) 
amin=0,91m/s2 (1) Smin = 390m,  
λmax=125%, (130%)*,  
amax= 1,15m/s2 Smax = 700m  
λmin = 100%  
amin = 0,88m/s2 Smin =580m,  
λmax= 125%, (130%)*,  
amax=1,08m/s2 „‟S1‟‟(2) 
Changeover (9) 
Inter-mediate  
Smax = 810m  
λmin = 55%  
amin = 0,51m/s2 Smin= 390m,  
λmax= 125%,  
amax =1,15m/s2 
 Loaded  
Smax = 700m  
λmin = 65 %  
amin = 0,60m/s2 Smin = Max [(S = 480m, 
λmax=100%, a max= 
0,91m/s2), (S obtained 
with a mean retardation 
force of 16,5 kN per 
axle)] (5). “S2”(3) 
Variable load 
Relay (10) 
Loaded  
Smax = 700m 
λmin = 65 %  
amin = 0,60m/s2 Smin = Max [(S = 480m, 
λmax=100 %, a max = 
0,91m/s2), (S obtained 
with a mean retardation 
force of 16,5 kN per 
axle)] (6). “SS”(4) 
Variable load 
Relay (10) 
Loaded  
(18t per axle for 
brake blocks)  
 Smax(8) = Max [S = 700m, λ max=100%,  
amax = 0,88m/s2), (S obtained with a mean 
retardation force of 16kN per axle)] (7). Braking mode “G”  
 There shall be no 
separate assessment 
of the braking 
performance of units in 
position G. A unit ‟s 
braked weight  in 
position G is the result 
of the braked weight  in 
position P (see UIC 
544-1)  
 
*only for two stage load brake (changeover command) and P10 (cast iron blocks with 10 ‰ phosphor) - or LL -brake blocks  
(1) “a” = ((Speed (Km/h))/3,6)^2)/(2x(S -((Te)x(Speed (Km/h)/3,6)))), with Te=2sec. Dis tance calculation EN 14531 -1:2005  section 
5.11  
(2) a unit “S1” is a unit with empty/load device. Maximum load per axle is 22,5 t.  
(3) a unit “S2” is a unit with a variable load relay. Maximum load per axle is 22,5 t.  ERA INTEROPERABILITY  UNIT  
 
 
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 (4) a unit “SS” shall be equipped wit h a variable load relay. Maximum load per axle is 22,5 t.  
(5) The maximum mean retardation force admitted (for running speed at 100km/h) is 18x0,91 = 16,5 kN/axle. This value comes 
from the maximum braking energy input permitted on a clasp braked wheel wit h a nominal new diameter in the range of [920 
mm; 1 000 mm] during braking (the brake weight  shall be limited to 18 tonnes/axle).  
(6) The maximum mean retardation force admitted (for running speed at 100km/h) is 18x0,91 = 16,5 kN/axle. This value comes 
from the maximum braking energy input permitted on a clasp braked wheel with a nominal new diameter in the range of [920 
mm; 1 000 mm] during braking (the brake weight  shall be limited to 18 tonnes/axle). Usually a unit, with V max = 100 km/h and 
fitted with a variable relay is designed to obtain λ = 100% up to 14.5 t/axle.  
(7) The maximum mean retardation force admitted (for running speed at 120km/h) is 18x0,88 = 16 kN/axle. This value comes 
from the maximum braking energy input permitted on a clasp braked wh eel with a nominal new diameter in the range of [920 
mm; 1 000 mm] during braking (the brake weight  shall be limited to 18 tonnes). The mass/axle is limited to 20 t/axle and the 
corresponding λ is 90%. If it is required λ > 100% with mass/axle > 18 t then it is necessary to consider another kind of brake.  
(8) λ must not exceed 125%, considering for brake only on wheels (brake blocks), the maximum mean retardation force admitted 
of 16 kN/axle (for running speed at 120km/h).  
(9) Changeover according to EN 156 24:2008 +A1:2010 . 
(10) Variable load relay according to EN 15611:2008 +A1:2010  in combination with variable load sensing device according to EN 
15625:2008 +A1:2010 . 
 
 If a unit is equipped with a brake system having in addition  further  brake mode s 
the assessme nt procedure as described in clause 4.2.4.3.2.1  shall be carried out 
for these additional brake mode s. The brake application time  of the P brake 
mode according to EN15355:2008 +A1:2010  and EN 15611:2008 +A1:2010  or 
UIC 540:2006 are also valid for further  brake mode s. 
 The energy storage has to be designed in such way that after a brake 
application with the maximum brake cylinder pressure and the maximum unit 
specific brake cylinder stroke at any load state the pressure in the auxiliary 
reservoir must be at lea st 0,3 bar more than the brake cylinder pressure without 
the addition of any further energy.  
 The pneumatic energy of the brake system shall not be used for other 
applications different than those related to braking purposes.  
 The pneumatic half coupling :  
- The interface shall be according to UIC 541 -1:2003 Appendix D and E or 
FprEN 15807:2008  
- 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 f ace the right when 
looking at the end of the unit.  
- The end cocks shall be in accordance with EN 14601:2005 +A1:2010 . 
 
C.10 Parking brake  
If a unit is equipped with a parking brake the location shall be:  
 On both sides of the unit if it is operated from the ground or  
 On a platform, that can be accessed from both sides of the unit  ERA INTEROPERABILITY  UNIT  
 
 
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C.11 Environmental conditions  
The following  requirements are deemed to comply with the range indicated in  
clause 4.2.5.  
 Air reservoir shall be designed for the temperature  range  of -40°C to + 100°C.  
 Brake cylinders and brake couplings  shall be designed for the temperature range  
of -40°C to +70°C.  
 Hoses for air brakes and air supply shall be specified for the temperatures range 
-40°C to +70°C.  
 The grease for the lubrication of roller  bearing shall be specified for ambient 
temperatures down to -20°C. 
 
C.12 Welding  
For welding EN 15085 -1-5:2007 apply.  
 
C.13  Track Gauge  
The unit shall be  compatib le with the 1435 mm track gauge.  
 
C.14  Brake thermal capacity  
The brake system shall resist a  thermal load equivalent to a braking power of 45 kW  
per wheel  for 34 minutes at 70km/h in addition to the requirements set out in clause 
4.2.4.3.3 .  
Brake blocks, listed in the Technical Document 02 (ERA/TD/2009 -02/INT) are 
exempted from these simulations  and tests for the nominal wheel diameter D= 920mm, 
the mass per wheel 11,25 t and for the appropriate block configuration used in the unit . 
If the design of the unit complies with the following “standard” conditions  
 nominal wheel diameter D between 680 mm  and 920 mm  
 maximum design speed 120 km/h  
 brake block force between 5 and 38 kN for K brake block and between 12 and 
100 kN for LL brake blocks for single sided brake block configuration . 
 brake block force between 2.5 and 19 kN for K brake block and betwee n 6 and 
50 kN for LL brake blocks for double side  brake block configuration . 
 braked mass per wheel between 2.5 and 11.25 t  
 the specific ratio between the max. brake energy and the rim volume of the 
wheel of the unit does not exceed the specific ratio or t he brake block listed in ERA INTEROPERABILITY  UNIT  
 
 
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 the technical Document 02 (ERA/TD/2009 -02/INT) for the nominal wheel 
diameter D 920mm and the mass per wheel 11,25 t.  
and  
 the brake block is listed  in the Technical Document 02 (ERA/TD/2009 -02/INT) for 
the nominal wheel diameter D  920mm, the mass per wheel 11,25 t and the 
appropriate block configuration used in the unit  
and  
 the wheel is according to 6.1.2.3 with the requirements of C.15  
the requirements concerning thermal capacity are fulfilled.  
If the design of the unit does not  meet the “stand ard” conditions above the wheel  shall 
be tested according to 6.1.2.3 with the requirements of C.15 and the brake block shall 
be tested by a test bench program defined in accordance with the test bench 
programs of UIC 541 -4:2010 taking into account the maximum brake energy.  
 
C.15  Wheel  
The wheels shall be in accordance with EN 13262:  2004+A1:2008  and EN 13979 -
1:2003 +A1:2009 . The thermal mechanical type test required in 6.1.2.3 shall be carried 
out in accordance with table C. 2 when the brake system is acting directly on the wheel 
tread.  
Table  C.2:  
Wheel diameter range [mm]  1000 - 920 920 - 840 840 - 760 760 - 680 
Standard power value  50 kW  50 kW  42,5 kW  38 kW  
Application time  45 min  45 min  45 min  45 min  
Running speed  60 km/h  60 km/h  60 km/ h 60 km/h  
 
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 APPENDIX  D STANDARDS OR NORMATI VE DOCUMENTS REFERRE D TO IN THIS TSI  
 
TSI Standard  
Characteristics to be assessed  Mandatory ref  
Standard N°  Clauses  
Structure and mechanical part  4.2.2   
Strength of unit  
 
 4.2.2.2  
4.2.2.2  EN12663 -2:2010  5 
EN 15877 -1:2010  4.5.13  
Vehicle track interaction and gauging  4.2.3   
Gaugin g 4.2.3.1  EN 15273 -2:2009  all 
Compatibility with load carrying capacity 
of lines  4.2.3.2  EN 15528:2008  6.1, 6.2  
Axle bearing condition monitoring  4.2.3.4  EN 15437 -1:2009  5.1, 5.2  
Safety against derailment running on 
twisted track  4.2.3.5.1  - - 
6.2.2. 1 EN 14363:2005  4.1 
prEN 15839  4.2 
Running dynamic behaviour  4.2.3.5.2  EN 14363:2005  5 
6.1.2.2.1  
6.1.2.2.1  EN 14363:2005  5 
EN 15687:2010  5 
prEN 15827:2009  9.3 
  
Runni ng gear  4.2.3.6  - - 
6.1.2.2.1  EN 13749:200 5 9.2 
CEN TC 256 WI 
337:2010  all 
Structural design of bogie frame  4.2.3.6.1  EN 13749:200 5 9.2 
6.1.2.2.1  EN 13749:200 5 9.2 ERA INTEROPERABILITY  UNIT  
 
 
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 TSI Standard  
Characteristics to be assessed  Mandatory ref  
Standard N°  Clauses  
Wheelset  4.2.3.6.2  - - 
6.1.2.2.2  EN13260: 2009 3.2.1  
Wheel  4.2.3.6.3  - - 
6.1.2.2.3  EN 13979 -1:2003 
+A1:2009  7, 6.2  
Axle 4.2.3.6.4  - - 
6.1.2.2.4  EN 13103:2009  7 
Brake  4.2.4   
In-service brake  4.2.4.3.2.1  EN 14531 -6 all 
UIC 544 -1 all 
Parking brake  4.2.4.3.2. 2 EN 14531 -6:2009  6 
EN 15877 -1:2010  4.5.25  
System pr otection  4.2.6  
Fire protection - materials  6.2.2.6 .2 EN 13501 -1 all 
Protection against electric hazard – 
indirect contact  4.2.6.2.2.1  EN 50153:2002  6.4 
Protection against electric hazard – 
indirect contact  4.2.6.2.2.2  EN 50153:2002  5 
Rear end  4.2.6.3  prEN16116 -2 6.3.1 ERA INTEROPERABILITY  UNIT  
 
 
IU-WAG TSI - Preliminary draft 
1.0.doc  Version Preliminary draft 1.0  PAGE 61 OF 63 
  
Additional voluntary assessment for 
wagons used under certain operative 
regimes  App.  C  
End coupling  
 C.1 EN 15566:2009  all 
EN 15551:2009  all 
EN 16116:20__  all 
Footsteps and handrails  C.2 EN 16116:20__  all 
Strength of main vehicle structur e and 
equipment  C.3 EN12663 -2:2010  5.1, 
8.2.5.1  
Marking of units  C.5 EN 15877 -1:2010  all 
Longitudinal compressive forces  C.8 EN 15839:2011  all 
Brake  C.9 EN 14601:2005  
+A1:2010  all 
EN 14531 -1:2005  5.11 
EN 15355:2008  
+A1:2010  all 
EN 15611:2008  
+A1:2010  all 
EN 15624:2008  
+A1:2010  all 
EN 15625:2008  
+A1:2010  all 
prEN 15807:2008  all 
UIC 540:2006  all 
UIC 541 -1:2003  all 
Welding  C.12  EN 15085 -1-5:2007  all 
Brake thermal capacity  C.14  UIC 541 -4:2010  all 
Wheel  C.15  EN 13262:  
2004+A1:2008  all 
EN 13979 -1:2003 
+A1:2009  all 
 
 
 
 ERA INTEROPERABILITY  UNIT  
 
 
IU-WAG TSI - Preliminary draft 
1.0.doc  Version Preliminary draft 1.0  PAGE 62 OF 63 
 APPENDIX  E REAR -END SIGNAL   
 
E.1 Lamps  
The colour of tail lamps shall be in accordance with clause 5.5.3 of EN 15153 -1:2010, 
(values).  
The lamp shall display a luminous area of at least 170 mm diameter.  
The reflecto r system shall be designed to display a lighting strength of at least 15 
candela of red light along the axis of the lighting surface for an angle of opening of 
15° horizontally and 5° vertically. The intensity must be at least 7.5 candela of red 
light.  
The lamp shall be suitable to be attached to units  using the devices as set out in 
4.2.6.3 of this TSI. The lamp shall be equipped with:  
 a switch  (on/off)   
 a warning light which indicates the battery status.  
 
E.2 Reflective plates   
The reflective plates  shall be suitable to be attached to units using the devices as set 
out in 4.2.6.3 of this TSI. The reflective section  of the plates  shall be 150x200 mm as 
illustrated in figure E.1 . The side triangles shall be white, the top and the bottom 
triangles shall be re d. The plate shall be retro -reflective in accordance with  EN 12899 -
1:2007 Class Ref. 2.  
 
  
200 
mm 
 
Figure  E.1: Reflective plate  
 
150 mm  ERA INTEROPERABILITY  UNIT  
 
 
IU-WAG TSI - Prelimin ary draft 
1.0.doc  Version Preliminary draft 1.0  PAGE 63 OF 63 
 APPENDIX  F ASSESSMENT ASSIGNED TO THE PRODUCTION PH ASES  
 
Table F.1: Assessment assigned to t he production phases  
Characteristics to be  
assessed, as specified in clause 4.2  Design and development  
phase  Production  
phase  Particular 
assessment 
procedure  Design  
review  Type Test  Routine  
Test 
Element of the Rolling Stock  sub -system  Clause     Claus e 
Structure and mechanical part  4.2.2   
End coupling  4.2.2. 1.1 X n.a. n.a. - 
Inner coupling  4.2.2. 1.2 X n.a. n.a. - 
Strength of unit 4.2.2. 2 X X n.a. - 
Vehicle t rack interaction and gauging  4.2.3   
Gauging  4.2.3.1  X n.a. n.a. - 
Compatibility with load  carrying capacity of 
lines 4.2.3. 2 X X n.a - 
Compatibility with train detection systems  4.2.3.3  X X X - 
Axle bearing condition monitoring  4.2.3.4  X X n.a. - 
Safety against derailment running on twisted 
track  4.2.3. 5.1 X X n.a. 6.2.2.1  
Running dynamic behaviour  4.2.3. 5.2  X X n.a. 6.1.2.1  / 6.2.2.2  
Structural design of bogie frame  4.2.3. 6.1  X X. n.a. 6.1.2.1  
Characteristics of wheelsets  4.2.3. 6.2  X X X 6.1.2.2  
Characteristics of wheels  4.2.3 .6.3  X X X 6.1.2.3  
Characteristics of axles  4.2.3.6.4  X X X 6.1.2.4  
Axle boxes / bearings  4.2.3.6.5  X X X 6.2.2.3  
Variable gauge wheelsets  4.2.3. 6.6 open  open  open  Open  
Brak e 4.2.4   
Safety requirements  4.2.4.2   X n.a n.a - 
Functional  and technical  requirements  4.2.4.3  X X n.a - 
In-service brak e 4.2.4. 3.2.1 X X  X - 
Parking brake  4.2.4. 3.2.2  X n.a n.a - 
Thermal capacity  4.2.4. 3.3 X X n.a 6.2.2.4  
Wheel slide protection (WSP)  4.2.4. 3.4 X X n.a - 
Environmental conditions  4.2.5  
Environmental conditions  4.2.5 X n.a. /X (1) n.a. 6.2.2.5  
(1) Type test if an d as defined by the applicant   
System protection  4.2.6  
Fire safety  4.2.6.1  X  X n.a 6.2.2. 6 
Protection against electric hazard  4.2.6.2  X  X n.a - 
Attachment devices for rear end signal  4.2.6.3  X  X n.a -