2006D0861 — EN — 24.01.2013 — 002.001

This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents

►B COMMISSION DECISION of 28 July 2006 concerning the technical specification of interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the trans-European conventional rail system (notified under document number C(2006) 3345) (Text with EEA relevance) (2006/861/EC) (OJ L 344, 8.12.2006, p.1)

Amended by:









▼B

COMMISSION DECISION

of 28 July 2006

concerning the technical specification of interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the trans-European conventional rail system

(notified under document number C(2006) 3345)

(Text with EEA relevance)

(2006/861/EC)







THE COMMISSION OF THE EUROPEAN COMMUNITIES, Having regard to the Treaty establishing the European Community, Having regard to Directive 2001/16/EC of 19 March 2001 of the European Parliament and of the Council on the interoperability of the conventional rail system ( 1 ), and in particular Article 6(1) thereof, Whereas: (1) In accordance with Article 2(c) of Directive 2001/16/EC, the trans-European conventional rail system is subdivided into structural and functional subsystems. (2) In accordance with Article 23(1) of the Directive, the subsystem ‘rolling stock — freight wagons’ needs to be covered by a technical specification for interoperability (TSI). (3) The first step in establishing a TSI is to have a draft TSI drawn up by the European Association for Railway Interoperability (AEIF) which was appointed as the joint representative body. (4) The AEIF has been given a mandate to draw up a draft TSI for the ‘rolling stock — freight wagons’ subsystem in accordance with Article 6(1) of Directive 2001/16/EC. The basic parameters for this draft TSI were adopted by Commission Decision 2004/446/EC of 29 April 2004 specifying the basic parameters of the Noise, Freight Wagons and Telematics applications for freight Technical Specifications for Interoperability referred to in Directive 2001/16/EC ( 2 ). (5) The draft TSI set up on the basis of the basic parameters was accompanied by an introductory report containing a cost-benefit analysis as provided for in Article 6(5) of the Directive. (6) The draft TSIs have been examined by the Committee set up by Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system ( 3 ) and referred to in Article 21 of Directive 2001/16/EC, in the light of the introductory report. (7) Directive 2001/16/EC and the TSIs do apply to renewals but not to maintenance-related replacements. However Member States are encouraged, when they are able to do so and where it is justified by the scope of the maintenance-related work, to apply the TSIs to maintenance-related replacements. (8) The putting into service of new, renewed or upgraded wagons must also take into full consideration the impact on the environment; this includes the impact of noise. It is therefore important that the implementation of the TSI being the subject of this Decision is carried out in conjunction with the requirements of the Noise TSI, to the extent that the Noise TSI applies to freight wagons. (9) In its current version the TSI does not fully deal with all aspects of interoperability; the items which are not dealt with are classified as ‘Open Points’ in Annex JJ of the TSI. Given that the verification of interoperability has to be established by reference to the requirements of the TSIs, in accordance with Article 16(2) of Directive 2001/16/EC, it is necessary, during the transition period between the publication of this Decision and the full implementation of the attached TSI, to lay down the conditions to be complied with in addition to those explicitly referred to in the TSI attached. (10) Individual Member States are to inform the other Member States and the Commission of the relevant national technical rules in use for achieving interoperability and meeting the essential requirements of Directive 2001/16/EC as well as of the bodies it appoints for carrying out the procedure for the assessment of conformity or suitability for use as well as the checking procedure in use for verifying the interoperability of subsystems within the meaning of Article 16(2) of Directive 2001/16/EC. For this latter purpose, Member States should apply, as far as possible, the principles and criteria provided for in Directive 2001/16/EC for the implementation of Article 16(2) in making use of the bodies notified under Article 20 of Directive 2001/16/EC. The Commission should carry out an analysis of the information forwarded by the Member States, in the form of national rules, procedures, bodies in charge of implementing procedures, and duration of these procedures, and, where appropriate, should discuss with the Committee the need for the adoption of any measures. (11) The TSI in question should not demand the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European conventional rail system. (12) The TSI is based on best available expert knowledge at the time of preparation of the relevant draft. Developments in technology, operational, safety or social requirements may make it necessary to amend or supplement this TSI. Where applicable, a review or updating procedure should be initiated in accordance with Article 6(3) of Directive 2001/16/EC. (13) To encourage innovation and in order to take into account the experience acquired, the attached TSI should be subject to a periodical revision at regular intervals. (14) Where innovative solutions are proposed the manufacturer or the contracting entity shall state the deviation from the relevant section of the TSI. The European Rail Agency will finalise the appropriate functional and interface specifications of the solution and develop the assessment methods. (15) Freight wagons currently operate under existing national, bilateral, multinational or international agreements. It is important that those agreements do not hinder current and future progress towards interoperability. To this end, it is necessary that the Commission examine those agreements in order to determine whether the TSI presented in this Decision needs to be revised accordingly. (16) In order to avoid any confusion, it is necessary to state that the provisions of Decision 2004/446/EC which concern the basic parameters of the trans-European conventional rail system shall not apply anymore. (17) The provisions of this Decision are in conformity with the opinion of the Committee set up by Article 21 of Directive 96/48/EC, Whereas: HAS ADOPTED THIS DECISION:







Article 1

A Technical Specification for Interoperability (TSI) relating to the ‘rolling stock — freight wagons’ subsystem of the trans-European conventional system referred to in Article 6(1) of Directive 2001/16/EC is hereby adopted by the Commission.

The TSI shall be as set out in the Annex to this Decision.

The TSI shall be fully applicable to the freight wagon rolling stock of the trans-European conventional rail system as defined in Annex I to Directive 2001/16/EC, account being taken of Articles 2 and 3 of this Decision.

▼M1

Article 1a

Technical Documents

1. The European Railway Agency (ERA) shall publish on its website the content of Annex LL as an ERA Technical Document.

2. The ERA shall publish on its website the list of fully approved composite brake-blocks for international transport referred to in Annexes P and JJ as an ERA Technical Document.

3. The Agency shall publish on its website the additional specifications related to the draw gear referred to in Annex JJ as an ERA Technical Document.

4. The Agency shall keep the Technical Documents referred to in paragraphs 1 to 3 up to date and inform the Commission of any revised version. The Commission shall inform the Member States through the Committee established under Article 29 of Directive 2008/57/EC. Should the Commission or a Member State consider that a Technical Document does not meet the requirements of Directive 2008/57/EC or of any other Community legislation, the matter shall be discussed in the Committee. On the basis of the Committee's deliberations and upon request of the Commission, the Technical Documents shall be withdrawn or modified by the Agency.

▼B

Article 2

1. With regard to those issues classified as ‘Open points’ set out in Annex JJ of the TSI, the conditions to be complied with for the verification of the interoperability pursuant to Article 16(2) of Directive 2001/16/EC shall be those applicable technical rules in use in the Member State which authorise the putting into service of the subsystem covered by this Decision.

2. Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:

(a) the list of the applicable technical rules mentioned in paragraph 1;

(b) the conformity assessment and checking procedures to be applied with regard to the application of these rules;

(c) the bodies it appoints for carrying out those conformity-assessment and checking procedures.

Article 3

Member States shall notify the following types of agreement to the Commission within six months of the entry into force of the attached TSI:

(a) national, bilateral or multilateral agreements between Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and necessitated by the very specific or local nature of the intended transport service;

(b) bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;

(c) international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country which deliver significant levels of local or regional interoperability.

Article 4

Those provisions of Decision 2004/446/EC which concern the basic parameters of the trans-European conventional rail system shall no longer apply as from the date on which this Decision becomes applicable.

Article 5

This Decision shall become applicable six months after the date of its notification.

Article 6

This Decision is addressed to the Member States.









ANNEX

Technical Specification for Interoperability relating to the subsystem Rolling Stock — Freight Wagons

1. Introduction 1.1. TECHNICAL SCOPE 1.2. GEOGRAPHICAL SCOPE 1.3. CONTENT OF THIS TSI 2. Definition of subsystem/scope 2.1 DEFINITION OF SUBSYSTEM 2.2. FUNCTIONS OF SUBSYSTEM 2.3. INTERFACES OF SUBSYSTEM 3. Essential requirements 3.1. GENERAL 3.2. THE ESSENTIAL REQUIREMENTS RELATE TO: 3.3. GENERAL REQUIREMENTS 3.3.1. Safety 3.3.2. Reliability and availability 3.3.3. Health 3.3.4. Environmental protection 3.3.5. Technical compatibility 3.4. REQUIREMENTS SPECIFIC TO THE ROLLING STOCK SUBSYSTEM 3.4.1. Safety 3.4.2. Reliability and availability 3.4.3. Technical compatibility 3.5. REQUIREMENTS SPECIFIC TO MAINTENANCE 3.5.1. Health and safety 3.5.2. Environmental protection 3.5.3. Technical compatibility 3.6. REQUIREMENTS SPECIFIC TO OTHER SUBSYSTEMS CONCERNING ALSO THE ROLLING STOCK SUBSYSTEM 3.6.1. Infrastructure Subsystem 3.6.1.1. Safety 3.6.2. Energy Subsystem 3.6.2.1. Safety 3.6.2.2. Environmental protection 3.6.2.3. Technical compatibility 3.6.3. Control and command and signalling 3.6.3.1. Safety 3.6.3.2. Technical compatibility 3.6.4. Operation and traffic management 3.6.4.1. Safety 3.6.4.2. Reliability and availability 3.6.4.3. Technical compatibility 3.6.5. Telematics applications for freight and passengers 3.6.5.1. Technical compatibility 3.6.5.2. Reliability and availability 3.6.5.3. Health 3.6.5.4. Safety 4. Characterisation of the subsystem 4.1. INTRODUCTION 4.2. FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE SUBSYSTEM 4.2.1. General 4.2.2. Structures and mechanical parts: 4.2.2.1. Interface (e. g. Coupling) between vehicles, between set of vehicles and between trains 4.2.2.1.1. General 4.2.2.1.2. Functional and technical specifications 4.2.2.1.2.1. Buffers 4.2.2.1.2.2. Draw Gear 4.2.2.1.2.3. Interaction of draw- and buffing-gear 4.2.2.2. Safe access and egress for rolling stock 4.2.2.3. Strength of Main Vehicle Structure and Securing of Freight 4.2.2.3.1. General 4.2.2.3.2. Exceptional Loads 4.2.2.3.2.1. Longitudinal Design Loads 4.2.2.3.2.2. Maximum Vertical Load 4.2.2.3.2.3. Load combinations 4.2.2.3.2.4. Lifting and Jacking 4.2.2.3.2.5. Equipment Attachment (Including body/bogie) 4.2.2.3.2.6. Other Exceptional Loads 4.2.2.3.3. Service (fatigue) Loads 4.2.2.3.3.1. Sources of load input. 4.2.2.3.3.2. Demonstration of fatigue strength 4.2.2.3.4. Stiffness of the main vehicle structure 4.2.2.3.4.1. Deflections 4.2.2.3.4.2. Modes of vibration 4.2.2.3.4.3. Torsional stiffness 4.2.2.3.4.4. Equipment 4.2.2.3.5. Securing of Freight 4.2.2.4. Doors closing and locking 4.2.2.5. Marking of freight wagons 4.2.2.6. Dangerous goods 4.2.2.6.1. General 4.2.2.6.2. Legislation applicable to rolling stock for the transport of dangerous goods 4.2.2.6.3. Additional legislation applicable to tanks 4.2.2.6.4. Maintenance rules 4.2.3. Vehicle track interaction and gauging 4.2.3.1. Kinematic gauge 4.2.3.2. Static axle load, mass per unit length and geometrical characteristics of axle spacing 4.2.3.3. Rolling stock parameters which influence ground based train monitoring systems 4.2.3.3.1. Electrical resistance: 4.2.3.3.2. Hot axle box detection 4.2.3.4. Vehicle dynamic behaviour 4.2.3.4.1. General 4.2.3.4.2. Functional and technical specifications 4.2.3.4.2.1. Safety against derailment and running stability 4.2.3.4.2.2. Safety against derailment when running on twisted tracks 4.2.3.4.2.3. Maintenance rules 4.2.3.4.2.4. Suspension 4.2.3.5. Longitudinal compressive forces 4.2.3.5.1. General 4.2.3.5.2. Functional and technical specifications 4.2.4. Braking 4.2.4.1. Braking performance 4.2.4.1.1. General 4.2.4.1.2. Functional and Technical Specification 4.2.4.1.2.1. Control train line 4.2.4.1.2.2. Braking Performance elements 4.2.4.1.2.3. Mechanical components 4.2.4.1.2.4. Energy storage 4.2.4.1.2.5. Energy limits: 4.2.4.1.2.6. Wheel slide protection (WSP) 4.2.4.1.2.7. Air-supply 4.2.4.1.2.8. Parking Brake 4.2.5. Communication 4.2.5.1. Vehicle capability to transmit information from vehicle to vehicle 4.2.5.2. Vehicle capability to transmit information between ground and vehicle 4.2.5.2.1. General 4.2.5.2.2. Functional and technical specification 4.2.5.2.3. Maintenance rules 4.2.6. Environmental conditions 4.2.6.1. Environmental conditions 4.2.6.1.1. General 4.2.6.1.2. Functional and technical specifications 4.2.6.1.2.1. Altitude 4.2.6.1.2.2. Temperature 4.2.6.1.2.3. Humidity 4.2.6.1.2.4. Air movement 4.2.6.1.2.5. Rain 4.2.6.1.2.6. Snow, ice and hail 4.2.6.1.2.7. Solar radiation 4.2.6.1.2.8. Resistance to Pollution 4.2.6.2. Aerodynamic effects 4.2.6.3. Cross winds 4.2.7. System protection 4.2.7.1. Emergency Measures 4.2.7.2. Fire safety 4.2.7.2.1. General 4.2.7.2.2. Functional and technical specification 4.2.7.2.2.1. Definitions 4.2.7.2.2.2. Normative References 4.2.7.2.2.3. Design rules 4.2.7.2.2.4. Material requirement 4.2.7.2.2.5. Maintenance of the fire protection measures 4.2.7.3. Electrical protection 4.2.7.3.1. General 4.2.7.3.2. Functional and technical specifications 4.2.7.3.2.1. Freight wagon bonding 4.2.7.3.2.2. Freight wagon electrical equipment bonding 4.2.7.4. Fixing of tail lamps 4.2.7.4.1. General 4.2.7.4.2. Functional and technical specifications 4.2.7.4.2.1. Characteristics 4.2.7.4.2.2. Position 4.2.7.5. Provisions for the hydraulic/pneumatic equipment of freight wagons 4.2.7.5.1. General 4.2.7.5.2. Functional and technical specifications 4.2.8. Maintenance: Maintenance file 4.2.8.1. Definition, contents and criteria of the Maintenance File 4.2.8.1.1.1. Maintenance File 4.2.8.1.2. Management of the Maintenance File. 4.3 FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE INTERFACES 4.3.1. General 4.3.2. Control and command and signalling subsystem – 4.3.2.1. Static axle load, mass per unit length and geometrical characteristics of axle spacing (Section 4.2.3.2) 4.3.2.2. Wheels 4.3.2.3. Rolling stock parameters which influence ground based train monitoring systems 4.3.2.4. Braking 4.3.2.4.1. Braking performance 4.3.3. Traffic operation and management subsystem 4.3.3.1. Interface between vehicles, between sets of vehicles and between trains 4.3.3.2. Doors closing and locking 4.3.3.3. Securing of freight 4.3.3.4. Marking of freight wagons. 4.3.3.5. Dangerous goods 4.3.3.6. Longitudinal compressive forces 4.3.3.7. Braking performance 4.3.3.8. Communication 4.3.3.8.1. Vehicle Capability to transmit information between ground and vehicle 4.3.3.9. Environmental Conditions 4.3.3.10. Aerodynamic effects 4.3.3.11. Cross winds 4.3.3.12. Emergency Measures 4.3.3.13. Fire Safety 4.3.4. Telematics applications for freight services subsystem 4.3.5. Infrastructure subsystem 4.3.5.1. Interface between vehicles, between sets of vehicles and between trains 4.3.5.2. Strength of Main Vehicle Structure and Securing of Freight 4.3.5.3. Kinematic gauge 4.3.5.4. Static axle load, mass per unit length and geometrical characteristics of axle spacing 4.3.5.5. Vehicle dynamic behaviour 4.3.5.6. Longitudinal compressive forces 4.3.5.7. Environmental Conditions 4.3.5.8. Fire protection 4.3.6. Energy subsystem 4.3.7. The Council Directive 96/49/EC and its Annex (RID). 4.3.7.1. Dangerous goods 4.3.8. Conventional Rail Noise TSI 4.4. OPERATING RULES 4.5. MAINTENANCE RULES 4.6. PROFESSIONAL QUALIFICATIONS 4.7. HEALTH AND SAFETY CONDITIONS 4.8. REGISTER OF INFRASTRUCTURE AND EUROPEAN REGISTER OF AUTHORISED TYPES OF VEHICLES 5. Interoperability constituents 5.1. DEFINITION 5.2. INNOVATIVE SOLUTIONS 5.3. LIST OF CONSTITUENTS 5.3.1. Structures and mechanical parts 5.3.1.1. Buffers 5.3.1.2. Draw gear 5.3.1.3. Decals for Markings 5.3.2. Vehicle track interaction and gauging 5.3.2.1. Bogie and Running Gear 5.3.2.2. Wheelsets 5.3.2.3. Wheels 5.3.2.4. Axles 5.3.3. Braking 5.3.3.1. Distributor 5.3.3.2. Relay valve for variable load/Automatic empty-load change over brake 5.3.3.3. Wheel slide protection device 5.3.3.4. Slack adjuster 5.3.3.5. Brake cylinder/actuator 5.3.3.6. Pneumatic half coupling 5.3.3.7. End Cock 5.3.3.8. Isolating device for distributor 5.3.3.9. Brake pad 5.3.3.10. Brake blocks 5.3.3.11. Brake Pipe Emptying Accelerator valve 5.3.3.12. Automatic load sensing & empty/load changeover device 5.3.4. Communication 5.3.5. Environmental conditions 5.3.6. System protection 5.4. CONSTITUENTS PERFORMANCES AND SPECIFICATIONS 5.4.1. Structures and mechanical parts 5.4.1.1. Buffers 5.4.1.2. Draw Gear 5.4.1.3. Decals for Markings 5.4.2. Vehicle track interaction and gauging 5.4.2.1. Bogie and Running Gear 5.4.2.2. Wheelsets 5.4.2.3. Wheels 5.4.2.4. Axles 5.4.3. Braking 5.4.3.1. Constituents approved at the time of publication of this TSI 5.4.3.2. Distributor 5.4.3.3. Relay valve for variable load/Automatic empty-load change over brake 5.4.3.4. Wheel slide protection device 5.4.3.5. Slack adjuster 5.4.3.6. Brake cylinder/actuator 5.4.3.7. Pneumatic half coupling 5.4.3.8. End Cock 5.4.3.9. Isolating device for distributor 5.4.3.10. Brake pad 5.4.3.11. Brake blocks 5.4.3.12. Brake Pipe Emptying Accelerator valve 5.4.3.13. Automatic load sensing & empty/load changeover device 6. Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem 6.1. INTEROPERABILITY CONSTITUENTS 6.1.1. Assessment procedures 6.1.2. Modules 6.1.2.1. General 6.1.2.2. Existing solutions for Interoperability Constituents 6.1.2.3. Innovative solutions for Interoperability Constituents 6.1.2.4. Assessment of suitability for use 6.1.3. Specification for assessment of ICs 6.1.3.1. Structures and mechanical parts 6.1.3.1.1. Buffers 6.1.3.1.2. Draw Gear 6.1.3.1.3. Marking of Freight Wagons 6.1.3.2. Vehicle track interaction and gauging 6.1.3.2.1. Bogie and Running Gear 6.1.3.2.2. Wheelsets 6.1.3.2.3. Wheels 6.1.3.2.4. Axle 6.1.3.3. Braking 6.2. SUBSYSTEM CONVENTIONAL RAIL ROLLING STOCK FREIGHT WAGONS 6.2.1. Assessment procedures 6.2.2. Modules 6.2.2.1. General 6.2.2.2. Innovative solutions 6.2.2.3. Assessment of Maintenance 6.2.3. Specifications for assessment of the subsystem 6.2.3.1. Structures and Mechanical Parts 6.2.3.1.1. Strength of main vehicle structure and Securing of Freight 6.2.3.2. Vehicle track interaction and gauging 6.2.3.2.1. Vehicle dynamic behaviour 6.2.3.2.1.1. Application of the partial type approval procedure 6.2.3.2.1.2. Certification of new wagons 6.2.3.2.1.3. Exemptions from dynamic behaviour test for wagons to built or converted to run up to 100 km/h or 120 km/h 6.2.3.2.1.4. Exemptions from stationary tests 6.2.3.2.2. Longitudinal compressive forces for freight wagons with side buffers 6.2.3.2.3. Measuring the freight wagons 6.2.3.3. Braking 6.2.3.3.1. Braking performance 6.2.3.3.2. Minimum Brake System Testing 6.2.3.4. Environmental conditions 6.2.3.4.1. Temperature and other environmental conditions 6.2.3.4.1.1. Temperature 6.2.3.4.1.2. Other environmental conditions 6.2.3.4.2. Aerodynamic effects 6.2.3.4.3. Cross winds 7. Implementation 7.1. GENERAL 7.2. TSI REVISION 7.3. APPLICATION OF THIS TSI TO NEW ROLLING STOCK 7.4. EXISTING ROLLING STOCK 7.4.1. Application of this TSI to existing rolling stock 7.4.2. Upgrading and renewal of existing freight wagons 7.4.3. Additional requirements for wagon marking 7.5. WAGONS OPERATING UNDER NATIONAL, BILATERAL, MULTILATERAL OR INTERNATIONAL AGREEMENTS 7.5.1. Existing agreements 7.5.2. Future agreements 7.6. AUTHORISATION FOR PLACING IN SERVICE OF TSI CONFORM WAGONS 7.7. SPECIFIC CASES 7.7.1. Introduction 7.7.2. List of specific cases 7.7.2.1. Structures and mechanical parts: 7.7.2.1.1. Interface (e. g. Coupling) between vehicles, between set of vehicles and between trains 7.7.2.1.1.1. Track gauge 1 524 mm 7.7.2.1.1.2. Track gauge 1 520 mm 7.7.2.1.1.3. Track gauge 1 520 mm/1 524 mm 7.7.2.1.1.4. Track gauge 1 520 mm 7.7.2.1.1.5. Track gauge 1 668 mm — Distance between buffers centrelines 7.7.2.1.1.6. Interface between vehicles 7.7.2.1.1.7. General specific case on the network of 1 000 mm or less 7.7.2.1.2. Safe access and egress for rolling stock 7.7.2.1.2.1. Safe access and egress for rolling stock Republic of Ireland and Northern Ireland 7.7.2.1.3. Strength of main vehicle structure and securing of freight 7.7.2.1.3.1. 1 520 mm gauge lines 7.7.2.1.3.2. 1 668 mm gauge lines — Lifting and jacking 7.7.2.2. Vehicle track interaction and gauging 7.7.2.2.1. Kinematic gauge 7.7.2.2.1.1. Kinematic gauge Great Britain 7.7.2.2.1.2. 1 520 mm and 1 435 mm track gauge wagons 7.7.2.2.1.3. Kinematic gauge Finland 7.7.2.2.1.4. Kinematic gauge Spain and Portugal 7.7.2.2.1.5. Kinematic gauge Ireland 7.7.2.2.2. Static axle load, dynamic wheel load and linear load 7.7.2.2.2.1. Static axle load, dynamic wheel load and linear load Finland 7.7.2.2.2.2. Static axle load, dynamic wheel load and linear load Great Britain 7.7.2.2.2.3. Static axle load, dynamic wheel load and linear load Lithuania, Latvia, Estonia 7.7.2.2.2.4. Static axle load, dynamic wheel load and linear load Republic of Ireland and Northern Ireland 7.7.2.2.3. Rolling stock parameters which influence ground based train monitoring systems 7.7.2.2.4. Vehicle dynamic behaviour 7.7.2.2.4.1. List of specific cases of wheel diameter related to various track gauges. 7.7.2.2.4.2. Material for wheels: 7.7.2.2.4.3. Specific loads cases: 7.7.2.2.4.4. Vehicle dynamic behaviour Spain and Portugal 7.7.2.2.4.5. Vehicle dynamic behaviour Republic of Ireland and Northern Ireland 7.7.2.2.5. Longitudinal compressive forces 7.7.2.2.5.1. Longitudinal compressive forces Poland and Slovakia in selected 1 520 mm lines, Lithuania, Latvia and Estonia 7.7.2.2.6. Bogie and Running Gear 7.7.2.2.6.1. Bogie and Running Gear Poland and Slovakia in selected 1 520 mm lines, Lithuania, Latvia, Estonia 7.7.2.2.6.2. Bogie and Running Gear Spain and Portugal 7.7.2.3. Braking 7.7.2.3.1. Braking performance 7.7.2.3.1.1. Braking performance Great Britain 7.7.2.3.1.2. Braking performance Poland and Slovakia in selected 1 520 mm lines, Lithuania, Latvia, Estonia 7.7.2.3.1.3. Braking performance Finland 7.7.2.3.1.4. Braking performance Spain and Portugal 7.7.2.3.1.5. Braking performance Finland, Sweden, Norway, Estonia, Latvia and Lithuania 7.7.2.3.1.6. Braking performance Republic of Ireland and Northern Ireland 7.7.2.3.2. Parking brake 7.7.2.3.2.1. Parking brake Great Britain 7.7.2.3.2.2. Parking brake Republic of Ireland and Northern Ireland 7.7.2.4. Environmental conditions 7.7.2.4.1. Environmental conditions 7.7.2.4.1.1. Environmental conditions Spain and Portugal 7.7.2.4.2. Fire safety 7.7.2.4.2.1. Fire safety Spain and Portugal 7.7.2.4.3. Electrical protection 7.7.2.4.3.1. Electrical protection Poland and Slovakia in selected 1 520 mm lines, Lithuania, Latvia, Estonia 7.7.3. Table of specific cases arranged by Member State

Table of content: Annexes







Reference Title A Structures and mechanical parts B Structures and mechanical parts, Marking of freight wagons C Vehicle track interaction and gauging, Kinematic gauge E Vehicle track interaction and gauging, Wheelset dimensions and tolerances for standard gauge F Communication, Vehicle capability to transmit information between ground and vehicle G Environmental conditions, Humidity I Braking, Interfaces of braking interoperability constituents J Vehicle track interaction and gauging, Bogie and running gear K Vehicle track interaction and gauging, Wheelset L Vehicle track interaction and gauging, Wheels M Vehicle track interaction and gauging, Axle N Structures and mechanical parts, Permissible stresses for static test methods O Environmental conditions, TRIV requirements P Braking performance, assessment of interoperability constituents Q Assessment procedures, Interoperability Constituents R Vehicle track interaction and gauging, Longitudinal forces S Braking, Braking performance T Specific cases, Kinematic gauge, Great Britain U Specific cases, Kinematic gauge, 1 520 mm track gauge V Specific cases, Braking performance, Great Britain W Specific cases, Kinematic gauge, Finland, static gauge FIN1 X Specific cases, Member States Spain and Portugal Y Constituents, Bogies and Running Gear Z Structures and mechanical parts, Impact (Buffing) Test AA Assessment procedures, Verification of Subsystems BB Structures and mechanical parts, Fixing of tail lamps CC Structures and mechanical parts, Sources of fatigue loading DD Assessment of Maintenance Arrangements EE Structures and mechanical parts, Footsteps and handrails FF Braking, List of approved brake components GG Specific Cases, Irish loading gauges HH Specific Cases, Republic of Ireland and Northern Ireland Interface between vehicles II Assessment Procedure: Limits for modifications of freight wagons not requiring new approval JJ LL Hot axle box detection reference document YY Structures and mechanical parts, Strength requirements for certain types of wagon components ZZ Structures and mechanical parts, Permissible Stress Based on Elongation Criteria

TRANS-EUROPEAN CONVENTIONAL RAIL SYSTEM

Technical Specification for Interoperability Subsystem Rolling Stock Scope Freight Wagons

1. INTRODUCTION

1.1. TECHNICAL SCOPE

This TSI concerns the rolling stock subsystem as listed in point 1 of Annex II to Directive 2001/16/EC.

Further information on the rolling stock subsystem is provided in Section 2.

This TSI covers freight wagons only.

1.2. GEOGRAPHICAL SCOPE

The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to Directive 2001/16/EEC.

1.3. CONTENT OF THIS TSI

In accordance with Article 5(3) of Directive 2001/16/EC, this TSI:

(a) indicates its intended scope (part of the network or rolling stock referred to in Annex I to the Directive; subsystem or part of subsystem referred to in Annex II to the Directive) — Section 2;

(b) lays down essential requirements for each subsystem concerned and its interfaces vis-à-vis other subsystems — Section 3;

(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or rolling stock provided for in Annex I to the Directive — Section 4;

(d) determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system — Section 5;

(e) states, in each case under consideration, the procedures for the assessment of conformity or suitability for use. This includes in particular the modules defined in Decision 93/465/EEC or, where appropriate, the specific procedures to be used to assess either the conformity or the suitability for use of interoperability constituents and ‘EC’ verification of subsystems — Section 6;

(f) indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm — Section 7;

(g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem concerned, as well as for the implementation of the TSI — Section 4.

Moreover, in accordance with Article 5(5), provision may be made for specific cases for each TSI; these are indicated in Section 7.

Lastly, this TSI also comprises, in Section 4, the operating and maintenance rules specific to the scope indicated in paragraphs 1.1 and 1.2 above.

2. DEFINITION OF SUBSYSTEM/SCOPE

2.1. DEFINITION OF SUBSYSTEM

The rolling stock, which is the subject of this TSI, comprises the freight wagons likely to travel on all or part of the trans-European conventional rail network. The freight wagons include rolling stock designed to carry lorries.

This TSI applies to new, upgraded or renewed freight wagons placed in service after entering this TSI into force.

This TSI does not apply to wagons being subject to a contract already signed before the date of entry into force of this TSI.

The section 7.3., 7.4 and 7.5 describe in which conditions and with which exceptions the TSI requirements shall be met.

The rolling stock freight wagons subsystem includes the structure of the vehicles, braking equipment, coupling and running gear (bogies, axles etc.) suspension, doors and communication systems.

The procedures for maintenance work allowing the mandatory corrective and preventive maintenance to assure safe operation and the performance required are also included in this TSI. They are specified in Section 4.2.8.

Requirements relating to the noise generated by freight wagons are excluded from this TSI, except maintenance issue, as there is a separate TSI dealing with the noise generated by freight wagons, locomotives, multiple units and coaches.

2.2. FUNCTIONS OF SUBSYSTEM

The freight wagons shall contribute to the following functions:

‘Load freight’ — the freight wagons provide the means to operate and carry the load safely.

‘Move rolling stock’ — the freight wagons are able to be moved safely on the network and contribute to the braking of the train.

‘Maintain and provide data on rolling stock, infrastructure and timetable’ –Specification of the maintenance file and certification of the maintenance establishments allow the control of the freight wagon maintenance. Data relating to the freight wagons is provided in the rolling stock register, marked on the wagons, and eventually by means of vehicle to vehicle and vehicle to ground communication devices.

‘Operate a train’ — the freight wagon shall be able to be operated safely under all expected environmental conditions and in certain expected situations.

‘Provide services for freight customers’ — Data relating to the freight wagon to support freight services for customers is provided in the rolling stock register, marked on the wagons and eventually by means of vehicle to ground communication devices.

2.3. INTERFACES OF SUBSYSTEM

The rolling stock freight wagons subsystem experiences the following interfaces to:

Control and command and signalling subsystem -

— Rolling stock parameters which influence ground based train monitoring systems — — Hot axle bearing detectors — Electrical detection of the wheelset — Axle counters

— Braking performance

Traffic operation and management subsystem

— Interface between vehicles, between sets of vehicles and between trains

— Doors closing and locking

— Securing of freight

— Loading rules

— Dangerous goods

— Longitudinal compressive forces

— Braking performance

— Aerodynamic effects

— Maintenance

Telematics applications for freight service subsystem

— Rolling stock reference data bases

— Wagon and intermodal unit operational database

Infrastructure subsystem

— Interface between vehicles, between sets of vehicles and between trains

— Buffers

— Kinematic gauge

— Static axle load, dynamic wheel load and linear load

— Vehicle dynamic behaviour

— Braking performance

— Fire protection

Energy subsystem

— Electrical protection

Noise Aspect

— Maintenance

The Council Directive 96/49/EC and its Annex (RID).

— Dangerous goods

3. ESSENTIAL REQUIREMENTS

3.1. GENERAL

In the scope of the present TSI compliance with the specifications described:

— in section 4 for the subsystem

— and in section 5 for the interoperability constituents,

as demonstrated by a positive result of the assessment of:

— conformity and/or suitability for use of the interoperability constituents,

— and of verification of the subsystem, as described in section 6.

ensures fulfilment of the relevant essential requirements quoted in section 3 of this TSI.

Nevertheless, if part of the essential requirements are covered by national rules because of:

— open and reserved points declared in the TSI,

— derogation under article 7 of the Directive 2001/16/EC,

— specific cases described in section 7.7 of the present TSI,

the corresponding conformity assessment shall be carried out according to procedures under the responsibility of the Member State concerned.

Under Article 4(1) of Directive 2001/16/EC, the trans-European conventional rail system, subsystems and interoperability constituents including interfaces shall meet the relevant essential requirements set out in Annex III to the Directive 2001/16/EC.

3.2. THE ESSENTIAL REQUIREMENTS RELATE TO:

— Safety

— Reliability and availability

— Health

— Environmental protection

— Technical compatibility.

These requirements include general requirements, and requirements specific to each subsystem.

3.3. GENERAL REQUIREMENTS

3.3.1. SAFETY

The design, construction or assembly, maintenance and monitoring of safety-critical components and, more particularly, of the components involved in train movements must be such as to guarantee safety at the level corresponding to the aims laid down for the network, including those for specific degraded situations.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.2.1 (interface between vehicles)

— 4.2.2.2 (safe access and egress)

— 4.2.2.3 (strength of main vehicle structure)

— 4.2.2.5 (marking of freight wagons)

— 4.2.3.4 (vehicle dynamic behaviour)

— 4.2.3.5 (longitudinal compressive forces)

— 4.2.4 (braking)

— 4.2.6 (environmental conditions)

— 4.2.7 (system protection), except 4.2.7.3 (electrical protection)

— 4.2.8 (maintenance)

The parameters involved in the wheel/rail contact must meet the stability requirements needed in order to guarantee safe movement at the maximum authorised speed.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.3.2 (axle and wheel loading)

— 4.2.3.4 (vehicle dynamic behaviour)

— 4.2.3.5 (longitudinal compressive forces)

The components used must withstand any normal or exceptional stresses that have been specified during their period in service. The safety repercussions of any accidental failures must be limited by appropriate means.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.2.1 (interface between vehicles)

— 4.2.2.2 (safe access and egress for rolling stock)

— 4.2.2.3 (strength of main vehicle structure)

— 4.2.2.4 (doors closing)

— 4.2.2.6 (dangerous goods)

— 4.2.3.3.2 (hot axle box detection)

— 4.2.4 (braking)

— 4.2.6 (environmental conditions)

— 4.2.8 (maintenance)

The design of fixed installations and rolling stock and the choice of the materials used must be aimed at limiting the generation, propagation and effects of fire and smoke in the event of a fire.

This essential requirement is satisfied by the functional and technical specifications in sections

— 4.2.7.2 (fire safety)

Any devices intended to be handled by users must be so designed as not to impair the safe operation of the devices or the health and safety of users if used foreseeably in a manner not in accordance with the posted instructions.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.2.1 (interface between vehicles)

— 4.2.2.2 (safe access and egress for rolling stock)

— 4.2.2.4 (doors closing)

— 4.2.4 (braking)

3.3.2. RELIABILITY AND AVAILABILITY

The monitoring and maintenance of fixed or movable components that are involved in train movements must be organised, carried out and quantified in such a manner as to maintain their operation under the intended conditions.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.2.1 (interface between vehicles)

— 4.2.2.2 (safe access and egress for rolling stock)

— 4.2.2.3 (strength of main vehicle structure)

— 4.2.2.4 (doors closing)

— 4.2.2.5 (wagon markings)

— 4.2.2.6 (dangerous goods)

— 4.2.4.1 (braking system)

— 4.2.7.2.2.5 (maintenance of the fire protection measures)

— 4.2.8 (maintenance)

3.3.3. HEALTH

Materials likely, by virtue of the way they are used, to constitute a health hazard to those having access to them must not be used in trains and railway infrastructure.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.8 (maintenance)

Those materials must be selected, deployed and used in such a way as to restrict the emission of harmful and dangerous fumes or gases, particularly in the event of fire.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.7.2 (fire safety)

— 4.2.8 (maintenance)

3.3.4. ENVIRONMENTAL PROTECTION

The environmental impact of establishment and operation of the trans-European conventional rail system must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force.

This essential requirement is not relevant within the scope of this TSI.

The materials used in the trains and infrastructure must prevent the emission of fumes or gases which are harmful and dangerous to the environment, particularly in the event of fire.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.7.2 (fire safety)

— 4.2.8 (maintenance)

The rolling stock and energy-supply systems must be designed and manufactured in such a way as to be electromagnetically compatible with the installations, equipment and public or private networks with which they might interfere.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.3.3 (communication between vehicle and ground)

Operation of the trans-European conventional rail system must respect existing regulations on noise pollution.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.8 (maintenance)

— 4.2.3.4 (vehicle dynamic behaviour)

Operation of the trans-European conventional rail system must not give rise to an inadmissible level of ground vibrations for the activities and areas close to the infrastructure and in a normal state of maintenance.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.3.2 (static axle load, dynamic wheel load and linear load)

— 4.2.3.4 (vehicle dynamic behaviour)

— 4.2.8 (maintenance)

3.3.5. TECHNICAL COMPATIBILITY

The technical characteristics of the infrastructure and fixed installations must be compatible with each other and with those of the trains to be used on the trans-European conventional rail system.

If compliance with these characteristics proves difficult on certain sections of the network, temporary solutions, which ensure compatibility in the future, may be implemented.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.3.1 (kinematic gauge)

— 4.2.3.2 (static axle load, dynamic wheel load and linear load)

— 4.2.3.4 (vehicle dynamic behaviour)

— 4.2.3.5 (longitudinal compressive forces)

— 4.2.4 (braking)

— 4.2.8 (maintenance)

3.4. REQUIREMENTS SPECIFIC TO THE ROLLING STOCK SUBSYSTEM

3.4.1. SAFETY

The structure of the rolling stock and of the links between vehicles must be designed in such a way as to protect the passenger and driving compartments in the event of collision or derailment.

This essential requirement is not relevant within the scope of this TSI.

The electrical equipment must not impair the safety and functioning of the control and command and signalling installations.

This essential requirement is not relevant within the scope of this TSI.

The braking techniques and the stresses exerted must be compatible with the design of the track, engineering structures and signalling systems.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.3.5 (longitudinal compressive forces)

— 4.2.4 (braking)

Steps must be taken to prevent access to electrically-live constituents in order not to endanger the safety of persons.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.2.5 (marking of freight wagons)

— 4.2.7.3 (electrical protection)

— 4.2.8 (maintenance)

In the event of danger, devices must enable passengers to inform the driver and accompanying staff to contact him.

This essential requirement is not relevant within the scope of this TSI.

The access doors must incorporate an opening and closing system, which guarantees passenger safety.

This essential requirement is not relevant within the scope of this TSI.

Emergency exits must be provided and indicated.

This essential requirement is not relevant within the scope of this TSI.

Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.

This essential requirement is not relevant within the scope of this TSI.

An emergency lighting system of sufficient intensity and duration is compulsory on board trains.

This essential requirement is not relevant within the scope of this TSI.

Trains must be equipped with a public address system which provides a means of communication to the public from on-board staff and ground control.

This essential requirement is not relevant within the scope of this TSI.

3.4.2. RELIABILITY AND AVAILABILITY

The design of the vital equipment, of the running, traction and braking equipment and of the control and command system must be such as to enable the train to continue its mission, in a specific degraded situation, without adverse consequences for the equipment remaining in service.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.4.1.2.6 (wheel-slide-protection, see also section 5.3.3.3 and Annex I)

— 5.4.1.2 (Draw gear)

— 5.4.2.1 (Bogie and running gear)

— 5.4.2.2 (wheelsets)

— 5.4.3.8 (Isolating device for distributor)

3.4.3. TECHNICAL COMPATIBILITY

The electrical equipment must be compatible with the operation of the control and command and signalling installations.

This essential requirement is not relevant within in the scope of this TSI.

In the case of electric traction, the characteristics of the current-collection devices must be such as to enable trains to travel under the energy-supply systems for the trans-European conventional rail system.

This essential requirement is not relevant within the scope of this TSI.

The characteristics of the rolling stock must be such as to allow it to travel on any line on which it is expected to operate.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.2.3 (strength of main vehicle structure)

— 4.2.3.1 (kinematic gauge)

— 4.2.3.2 (static axle load, dynamic wheel load and linear load)

— 4.2.3.3 (rolling stock parameters which influence ground based train monitoring -systems)

— 4.2.3.4 (vehicle dynamic behaviour)

— 4.2.3.5 (longitudinal compressive forces)

— 4.2.4 (braking)

— 4.2.6 (environmental conditions)

— 4.2.8 (maintenance)

▼M2 —————

▼B

3.5. REQUIREMENTS SPECIFIC TO MAINTENANCE

3.5.1. HEALTH AND SAFETY

The technical installations and the procedures used in the centres must ensure the safe operation of the subsystem and not constitute a danger to health and safety.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.8 (maintenance)

3.5.2. ENVIRONMENTAL PROTECTION

The technical installations and the procedures used in the maintenance centres must not exceed the permissible levels of nuisance with regard to the surrounding environment.

This essential requirement is not satisfied by the functional and technical specifications within the scope of this TSI.

3.5.3. TECHNICAL COMPATIBILITY

The maintenance installations for conventional rolling stock must be such as to enable safety, health and comfort operations to be carried out on all stock for which they have been designed.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.8 (maintenance)

3.6. REQUIREMENTS SPECIFIC TO OTHER SUBSYSTEMS CONCERNING ALSO THE ROLLING STOCK SUBSYSTEM

3.6.1. INFRASTRUCTURE SUBSYSTEM

3.6.1.1. Safety

Appropriate steps must be taken to prevent access to or undesirable intrusions into installations.

Steps must be taken to limit the dangers to which persons are exposed, particularly when trains pass through stations.

Infrastructure to which the public has access must be designed and made in such a way as to limit any human safety hazards (stability, fire, access, evacuation, platforms, etc.).

Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.

This essential requirement is not relevant within the scope of this TSI.

3.6.2. ENERGY SUBSYSTEM

3.6.2.1. Safety

Operation of the energy-supply systems must not impair the safety either of trains or of persons (users, operating staff, trackside dwellers and third parties).

This essential requirement is not relevant within the scope of this TSI.

3.6.2.2. Environmental protection

The functioning of the electrical or thermal energy-supply systems must not interfere with the environment beyond the specified limits.

This essential requirement is not relevant within the scope of this TSI.

3.6.2.3. Technical compatibility

The electricity/thermal energy supply systems used must:

— enable trains to achieve the specified performance levels;

— in the case of electricity energy supply systems, be compatible with the collection devices fitted to the trains.

This essential requirement is not relevant within the scope of this TSI.

3.6.3. CONTROL AND COMMAND AND SIGNALLING

3.6.3.1. Safety

The control and command and signalling installations and procedures used must enable trains to travel with a level of safety which corresponds to the objectives set for the network. The control and command and signalling systems should continue to provide for safe passage of trains permitted to run under degraded conditions.

This essential requirement is not relevant within the scope of this TSI.

3.6.3.2. Technical compatibility

All new infrastructure and all new rolling stock manufactured or developed after adoption of compatible control and command and signalling systems must be tailored to use of those systems. The control and command and signalling equipment installed in the train drivers' cabs must permit normal operation, under the specified conditions, throughout the trans-European conventional rail system.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.3.3.1 (electrical resistance)

— 4.2.4 (braking)

3.6.4. OPERATION AND TRAFFIC MANAGEMENT

3.6.4.1. Safety

Alignment of the network operating rules and the qualifications of drivers and on-board staff and of the staff in the control centres must be such as to ensure safe operation, bearing in mind the different requirements of cross-border and domestic services.

The maintenance operations and intervals, the training and qualifications of the maintenance and control centre staff and the quality assurance system set up by the operators concerned in the control and maintenance centres must be such as to ensure a high level of safety.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.2.5 (marking of freight wagons)

— 4.2.4 (braking)

— 4.2.8 (maintenance)

3.6.4.2. Reliability and availability

The maintenance operations and periods, the training and qualifications of the maintenance and control centre staff and the quality assurance system set up by the operators concerned in the control and maintenance centres must be such as to ensure a high level of system reliability and availability.

This essential requirement is satisfied by the functional and technical specifications in sections:

— 4.2.8 (maintenance)

3.6.4.3. Technical compatibility

Alignment of the network operating rules and the qualifications of drivers, on-board staff and traffic managers must be such as to ensure operating efficiency on the trans-European conventional rail system, bearing in mind the different requirements of cross-border and domestic services.

This essential requirement is not relevant within the scope of this TSI.

3.6.5. TELEMATICS APPLICATIONS FOR FREIGHT AND PASSENGERS

3.6.5.1. Technical compatibility

The essential requirements for Telematics applications guarantee a minimum quality of service for passengers and carriers of goods, particularly in terms of technical compatibility.

Steps must be taken to ensure:

— that the databases, software and data communication protocols are developed in a manner allowing maximum data interchange between different applications and operators, excluding confidential commercial data;

— easy access to the information for users.

This essential requirement is not relevant within the scope of this TSI.

3.6.5.2. Reliability and availability

The methods of use, management, updating and maintenance of these databases, software and data communication protocols must guarantee the efficiency of these systems and the quality of the service.

This essential requirement is not relevant within the scope of this TSI.

3.6.5.3. Health

The interfaces between these systems and users must comply with the minimum rules on ergonomics and health protection.

This essential requirement is not relevant within the scope of this TSI.

3.6.5.4. Safety

Suitable levels of integrity and dependability must be provided for the storage or transmission of safety-related information.

This essential requirement is not relevant within the scope of this TSI.

4. CHARACTERISATION OF THE SUBSYSTEM

4.1. INTRODUCTION

The trans-European conventional rail system, to which Directive 2001/16/EC applies and of which the rolling stock freight wagons subsystem is a part, is an integrated system whose compatibility shall be verified. This compatibility shall be checked in particular with regard to the specifications of the subsystem, its interfaces vis-à-vis the system in which it is integrated, as well as the operating and maintenance rules.

The functional and technical specifications of the subsystem and its interfaces, described in sections 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the trans-European conventional rail network. But innovative solutions for interoperability may require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in sections 6.1.2.3 and 6.2.2.2.

Taking account of all the applicable essential requirements, the rolling stock freight wagons subsystem is characterised in the present section 4.

4.2. FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE SUBSYSTEM

4.2.1. GENERAL

In light of the essential requirements in Section 3, the functional and technical specifications of the rolling stock freight wagons subsystem are arranged as follows:

— Structures and mechanical parts

— Vehicle track interaction and gauging

— Braking

— Communication

— Environmental conditions

— System protection

— Maintenance

These headings include the basic parameters as follows:

Interface (e. g. Coupling) between vehicles, between set of Vehicles and between trains

Safe access and egress for rolling stock

Strength of main vehicle structure

Securing of Freight

Doors closing and locking

Marking of freight wagons

Dangerous goods

Kinematic gauge

Static axle load, dynamic wheel load and linear load

Rolling stock parameters which influence ground based train monitoring systems

Vehicle dynamic behaviour

Longitudinal compressive forces

Braking performance

Vehicle capability to transmit information from vehicle to vehicle

Vehicle capability to transmit information between ground and vehicle

Environmental conditions

Aerodynamic effects

Cross winds

Emergency Measures

Fire safety

Electrical protection

Maintenance file

For each basic parameter a General paragraph introduces the following paragraphs.

These following paragraphs detail the conditions to be met in order to fulfil the requirements introduced in the General paragraph.

4.2.2. STRUCTURES AND MECHANICAL PARTS:

4.2.2.1. Interface (e. g. Coupling) between vehicles, between set of vehicles and between trains

4.2.2.1.1. General

Wagons shall have resilient buffing and draw gear at both ends.

Rakes of wagons, which are always operated as a unit when in service are considered to be a single wagon for the application of this requirement. The interfaces between these wagons shall incorporate a resilient coupling system, which is capable of withstanding the forces due to the intended operational conditions.

Trains, which are always operated as a unit in service, are considered to be a single wagon for the application of this requirement. They also shall incorporate a resilient coupling system as above. If they do not have a standard screw coupler and buffers they shall have the facility to fit an emergency coupler at both ends.

4.2.2.1.2. Functional and technical specifications

4.2.2.1.2.1. Buffers

When buffers are fitted, two identical buffers shall be fitted at a wagon end. These buffers shall be of a compressible type. The height of the centre line of the buffing gear shall be between 940 mm and 1 065 mm above rail level in all conditions of loading.

The standard distance between buffer centrelines shall be nominally 1 750 mm symmetrically about the centreline of the freight wagon.

Buffers shall be sized so that in horizontal curves and reverse curves, it is not possible for vehicles to lock buffers. The minimum acceptable overlap shall be 50mm.

The Infrastructure TSI specifies the minimum curve radius and reverse curve characteristics.

Wagons fitted with buffers with a stroke in excess of 105 mm shall be fitted with four identical buffers (elastic systems, stroke) exhibiting the same design characteristics.

If interchangeability of the buffers is required a free space on the headstock shall be provided for the supporting plate. The buffer shall be fixed to the wagon headstock by means of four M24 locked fasteners of a quality class which provides a yield strength of at least 640 N/mm2 (see Annex A fig. A1).

— Buffer characteristics — Buffers shall have a minimum stroke of 105 mm 0 –5 mm and a dynamic energy absorption capacity of at least 30 kJ. — The buffer heads shall be convex with a radius of curvature of their spherical working surface of 2 750 mm ± 50 mm. — Minimum height of the buffer head shall be 340 mm equally spaced from the longitudinal buffer axis. — Buffers shall have an identification mark. The identification mark shall contain at least the buffer stroke in ‘mm’ and a value for the energy absorption capacity of the buffer.

4.2.2.1.2.2. Draw Gear

The standard draw gear between vehicles shall be non-continuous and comprises a screw coupling permanently attached to the hook, a draw hook and a draw bar with an elastic system

The height of the centre line of the draw hook shall be between 920 mm and 1 045 mm above rail level in all conditions of loading.

Each wagon end shall have a facility for supporting a coupling when it is not in use. No part of the coupler assembly shall reach below 140 mm above rail level when at its lowest position due to wear and suspension travel.

— Draw gear characteristics: — The elastic system of the draw gear shall have as a minimum a static capacity of absorption of 8 kJ. — The draw hook and the draw bar shall withstand a force of 1 000 kN without breaking. — The screw coupler shall withstand a force of 850 kN without breaking. The breaking strength of the screw coupler shall be lower than the breaking strength of other parts of the draw gear. — The screw coupler shall be designed such that in-train forces cannot cause the coupler to unscrew involuntarily. — The maximum weight of the screw coupler shall not exceed 36 kg. — The dimensions of the screw couplers and draw hooks see Annex A fig A6 shall be as shown in Annex A figures A2 and A3The coupler length measured from the inside face of the coupler bow to the draw-bar pin centre-line shall be: — — 986 mm +10 -5 mm with completely screwed-out coupler — 750 mm ± 10 mm with completely screwed-in coupler

4.2.2.1.2.3. Interaction of draw- and buffing-gear

The characteristics of the buffers and draw gear shall be designed in order to enable the safe transit of curves in the track with a radius of 150 m.

Two wagons with bogies coupled on straight track with touching buffers shall generate compressive forces no higher than 250 kN on a 150 m radius curve.

There is no requirement specified for two axle wagons.

— Draw gear and buffing gear characteristics — The distance between the front edge of a draw-hook opening and the front side of the fully extended buffers shall be 355 mm + 45/-20 mm in the new condition as shown in Annex A fig. A4.

4.2.2.2. Safe access and egress for rolling stock

Vehicles shall be designed so that staff are not exposed to undue risk during coupling and uncoupling. If screw couplers and side buffers are used, the required spaces shown in Annex A fig. A5 shall be free of fixed parts. Connecting cables and flexible hoses may be inside this space. There shall be no devices under the buffers that hinder the access to the space.

The clearance above the draw hook is viewed in Annex A fig. A7.

If 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 (as viewed Annex A fig. A5) when it is stowed and the screw coupler is in use.

There shall be a handrail under each buffer. The handrails shall withstand the loads, which are applied by the shunters while accessing the space between the buffers.

At the ends of a wagon there shall be no fixed parts within 40 mm of a vertical plane placed at the end of the fully compressed buffers.

Except for wagons used only in fixed formation trains, there shall be at least one step and one handrail for shunters at each side of the vehicle. There shall be sufficient space above and around the steps that the safety of the shunter is ensured. Steps and handrails shall be designed to withstand the loads that are applied by the shunter. Steps shall be at least 150 mm from a vertical plane at the end of the fully compressed buffers (see Annex A figure A5). Steps and areas, which provide access for operation, loading and unloading, shall be slip resistant (see Annex EE).

At each end of a wagon that may form the end of a train, there shall be devices for mounting a taillight. Steps and handrails shall be provided where necessary to enable easy access.

The handrails and footsteps shall be inspected at normal maintenance periods and remedial action taken if signs of significant damage, cracking or corrosion are found.

4.2.2.3. Strength of Main Vehicle Structure and Securing of Freight

4.2.2.3.1. General

The structural design of wagon shall be carried out in accordance with the requirements of Section 3 of EN12663 and the structure shall meet the criteria defined in Clauses 3.4 to 3.6 of this standard.

In addition to the criteria already identified, it is permissible to take the material elongation at failure into account in the selection of the safety factor defined in clause 3.4.3 of EN12663. Annex ZZ defines how the safety factor and permissible stress shall be determined.

When performing fatigue life assessments it is important to ensure that the load cases are representative of the intended application and expressed in a manner consistent with the adopted design code. Any relevant guidelines on the interpretation of the selected design code shall be followed.

The permissible stresses for the materials used in the construction of wagons shall be determined as specified in Section 5 of EN12663.

The wagon structure shall be inspected at normal maintenance periods and remedial action taken if signs of significant damage, cracking or corrosion are found.

This section defines the minimum structural requirements for the main load carrying (primary) structure of the wagons and the interfaces with equipment and payload.

These requirements cover:

— Exceptional loads: — — Longitudinal design loads — Maximum vertical load — Load combinations — Lifting and jacking — Equipment attachment (including body/bogie) — Other exceptional loads

— Service (fatigue) loads: — — Sources of load input — Payload spectrum — Track induced loading — Traction and braking — Aerodynamic loading — Fatigue loads at interfaces — Body/bogie connection — Equipment attachment — Coupler loads — Combinations of fatigue loads

— Stiffness of the main vehicle structure — — Deflection — Mode of vibration — Torsional stiffness — Equipment

— Securing of freight — Measures shall be taken to ensure that the load or parts of the load do not leave the freight wagon accidentally.

Requirements for fastening systems or devices such as spigots or securing rings are not mandatory in this TSI

4.2.2.3.2. Exceptional Loads

4.2.2.3.2.1. Longitudinal Design Loads

Different values will apply for different kinds of freight wagons as identified in EN12663 namely:

F-I: Wagons that may be shunted without restriction;

F-II: Wagons excluded from hump or loose shunting.

The basic structural design requirements assume that wagons in the above categories are fitted with buffers and couplers appropriate to the operations.

The structure shall conform to the requirements of Clause 3.4 of EN12663 when subject to all exceptional load cases.

The wagon bodies shall meet the longitudinal strength requirements as specified in tables 1, 2, 3, and 4 of EN12663 as appropriate, where the load paths exist.

NOTE 1: A force applied to one end of the wagon body shall be reacted at the corresponding position at the opposite end.

NOTE 2: Forces shall be applied horizontally to the mounting structure, divided equally on the axis of each side buffer location or on the axis of the coupler.

NOTE 3: If a buffing test (see Annex Z) is not to be performed, calculations shall be used to demonstrate that the wagon structure is capable of sustaining the maximum buffing loads it is expected to experience in service.

4.2.2.3.2.2. Maximum Vertical Load

The wagon body shall meet the requirements of table 8 of EN12663 modified as indicated in Note 1 below.

The wagon body shall also be designed to carry the anticipated maximum loads due to the method of loading and unloading. It is permissible to define the load cases either in terms of forces or in terms of accelerations applied to the mass being added and to the mass of the body plus any existing payload. The design cases shall represent the most unfavourable cases that the operator wishes to consider associated with the use of the wagon (including foreseeable abuse).

NOTE 1: The factor of 1,3 shall be used instead of 1,95 quoted in table 8 of EN 12663 and note ‘a’ shall not apply.

NOTE 2: Loads may be distributed uniformly over the full load-carrying surface, over a limited area or at discrete positions. The design case(s) shall be based on the most demanding applications.

NOTE 3: If it is intended that wheeled vehicles (including fork-lift trucks etc.) will operate over the floor of the wagon then the design shall accommodate the maximum local pressure loading associated with such operations.

4.2.2.3.2.3. Load combinations

The structure shall also conform to the requirements of Clause 3.4 of EN12663 when subject to the most adverse load combinations as specified in Clause 4.4 of EN12663.

4.2.2.3.2.4. Lifting and Jacking

The wagon body shall incorporate lifting points by which the whole wagon is capable of being safely lifted or jacked. It shall also be possible to lift one end of the wagon (including its running gear) with the other end resting on the remaining running gear.

The load cases specified in Clause 4.3.2 of EN12663 shall apply for lifting and jacking under workshop and servicing operations.

For lifting cases associated only with rescue following derailment or other abnormal incident, where some permanent deformation of the structure is acceptable, it is permissible to reduce the load factor in Tables 9 and 10 from 1,1 to 1,0.

If a factor of 1,0 is used for a validation test, the measured strains shall be extrapolated to demonstrate the conformance to the higher factor.

The lifting shall occur via designated lifting points. The location of the lifting points shall be defined by the customer's operational requirements.

4.2.2.3.2.5. Equipment Attachment (Including body/bogie)

The attachments of equipment shall be designed either:

— to carry the loads specified in tables 12, 13 and 14 of Section 4.5 of EN12663

Or as an alternative

— to be validated by carrying out an buffing test as described in Annex Z.

4.2.2.3.2.6. Other Exceptional Loads

The load requirements for structural parts of the wagon body, such as side and end wall structures, doors, stanchions and load restraint systems shall be designed to carry the maximum loads they will experience in performing their intended function. The load cases shall be determined using the principles for structural design given in EN12663.

Annex YY provides suitable design requirements for common types of wagon features that are in general use. However they shall be used only where they are applicable.

For new types of wagon the designer shall determine appropriate load cases to meet the specific requirements using the principles given in EN12663.

4.2.2.3.3. Service (fatigue) Loads

4.2.2.3.3.1. Sources of load input.

All sources of cyclic loading that can cause fatigue damage shall be identified. In accordance with Clause 4.6 of EN12663, the inputs listed in Annex N shall be considered and the way in which they are represented and combined shall be consistent with the intended use of the freight wagon. The definition of the load cases shall also be consistent with the material fatigue design code to be used as described in Clause 5.2 and method of validation in Clause 6.3 of EN12663. Where the fatigue load cases act in combination, they shall be taken into account in a manner consistent with the characteristics of the loads and the form of design analysis and fatigue design code being employed.

For most conventional wagon designs the loading defined in Table 16 of EN12663 can be considered as sufficient to represent the full effective combination of fatigue load cycles.

Where detailed data are not available, Annex CC shall be used to determine the main sources of fatigue loading.

4.2.2.3.3.2. Demonstration of fatigue strength

In accordance with Clause 5.2 of EN12663, the behaviour of materials under fatigue loading shall be based on current European Standard, or alternative sources of equivalent standing, wherever such sources are available. Acceptable material fatigue design codes are Eurocode 3 and Eurocode 9 as well as the method described in Annex N.

4.2.2.3.4. Stiffness of the main vehicle structure

4.2.2.3.4.1. Deflections

Deflections under the loads or load combinations shall not be such as to cause the wagon or its payload to exceed the permitted operational envelope (see Annex C and Annex T).

Deflections shall also not impair the functionality of the wagon as a whole or that of any installed components or systems.

4.2.2.3.4.2. Modes of vibration

The design process shall take into account that the natural modes of vibration of the wagon body, in all loading conditions including tare, shall be separated sufficiently, or otherwise de-coupled from the suspension frequencies, so as to avoid the occurrence of undesirable responses at all operating speeds.

4.2.2.3.4.3. Torsional stiffness

The torsional stiffness of the wagon body shall be consistent with the suspension characteristics such that the derailment criteria are achieved in all loading conditions including tare.

4.2.2.3.4.4. Equipment

The natural modes of vibration of equipment, on its mountings, shall be separated sufficiently, or otherwise de-coupled from the wagon body or suspension frequencies, so as to avoid the occurrence of undesirable responses at all operating speeds.

4.2.2.3.5. Securing of Freight

Annex YY provides suitable design requirements for common types of features that are in general use. However they shall be used only where they are applicable.

4.2.2.4. Doors closing and locking

Doors and hatches of freight vehicles shall be designed to be closed and locked. This remains valid while the vehicles are in a moving train (unless this is part of the procedure for discharging the payload). For this, locking devices shall be used which indicate their status (open/closed) and they shall be visible by an operator outside the train.

The locking devices shall be designed to be secured against unintentional opening during running. Closing and locking systems shall be designed so that the operating staff are not placed at undue risk.

Suitable and clear instructions for use shall be applied near each locking device and shall be visible by the operator.

The closing and locking devices shall be designed to withstand the loads which are caused by the payload under normal, regular conditions and when the payload has been displaced in a foreseeable manner.

The closing and locking devices shall be designed to withstand the loads that occur while the vehicles are passing other trains under all conditions, including when in tunnels.

The forces, which are needed to actuate the closing and locking devices, shall be of a magnitude that can be applied by an operator without additional tools. Exceptions are allowable when additional tools are specifically made available or when motor driven systems are used.

The closing and locking systems shall be inspected at normal maintenance periods and remedial action taken if signs of damage or malfunction are found.

4.2.2.5. Marking of freight wagons

Markings are required on wagons to:

— Identify each individual wagon by its unique number, as specified in the Traffic Operations and Management TSI, and recorded in the Register.

— Provide information required to produce train consists, including brake mass, length over buffers, tare weight, speed versus load table for different line categories.

— Identify operational restrictions to staff, including geographical limitations, and shunting restrictions.

— Provide pertinent safety information for staff operating wagons or attending in an emergency, including overhead live wire and electrical equipment warning signs, lift/jacking points, vehicle specific safety instructions. — These markings are listed in the Annex B and pictograms are included if required. The markings shall be located as high as practicable on the wagon structure up to a height of 1 600 mm above rail level. Hazard signs shall be located in such a position that they can be seen before the hazard zone is actually reached. The markings of wagons that do not have vertical sides +/- 10 degrees, shall be affixed on special panels. — Markings may be achieved either by painting or by decals. — The requirements for Dangerous Goods Markings are covered by directive 96/49/EC with its valid Annex — When changes to a wagon occur that require changes to the markings, such changes shall be consistent with changes to the data recorded in the Rolling Stock Register. — Markings shall be cleaned/replaced when required to ensure that they remain legible.

4.2.2.6. Dangerous goods

4.2.2.6.1. General

Wagons carrying dangerous goods shall meet the requirements of this TSI and in addition the requirements of RID.

Further developments in this legal area are led by an international working group (RID-Committee) of representatives from the governments which are members of the COTIF.

4.2.2.6.2. Legislation applicable to rolling stock for the transport of dangerous goods







Rolling Stock Council Directive 96/49/EC and its Annex in their valid version Marking and Labelling Council Directive 96/49/EC and its Annex in their valid version Buffers Council Directive 96/49/EC and its Annex in their valid version Spark protection Council Directive 96/49/EC and its Annex in their valid version Use of wagons for the transport of Dangerous Goods in long tunnels Under examination by working groups mandated by the European Commission (AEIF and RID)

4.2.2.6.3. Additional legislation applicable to tanks







Tank Council Directive 1999/36/EC on transportable pressure equipment (TPED) in its valid version Tank testing, inspection and marking EN 12972 Tanks for transport of dangerous goods-testing, inspection and marking of metallic tanks from April 2001

4.2.2.6.4. Maintenance rules

The maintenance of tank/freight wagons shall be compliant with the following European Standard and the Council Directive:







— Testing and inspection EN 12972 Tanks for transport of dangerous goods-testing, inspection and marking of metallic tanks from April 2001 — Maintenance of Tank and its equipment Council Directive 96/49/EC and its Annex in their valid version — Mutual agreements on Tank-inspectors Council Directive 96/49/EC and its Annex in their valid version

4.2.3. VEHICLE TRACK INTERACTION AND GAUGING

4.2.3.1. Kinematic gauge

This section defines the maximum outside dimensions of wagons to ensure that they remain within the infrastructure gauge. To achieve this, the maximum possible movement of the wagon is considered; this is called the kinematic envelope.

The kinematic envelope of the rolling stock is defined by means of a reference profile and its associated rules. It is obtained by applying the rules giving reductions in relation to the reference profile, which the various parts of the rolling stock shall meet.

These reductions depend on:

— the geometric characteristics of the rolling stock in question,

— the position of the cross-section in relation to the bogie pivot or to the axles,

— the height of the point considered in relation to the running surface,

— constructional tolerances,

— the maximum wear allowance,

— the elastic characteristics of the suspension.

The study of the maximum construction gauge takes into account both the lateral and vertical movements of the rolling stock, drawn up on the basis of the geometrical and suspension characteristics of the vehicle under various loading conditions.

The construction gauge of rolling stock travelling on a given section of line shall be smaller, by an appropriate safety margin, than the minimum structure gauge of the line in question.

A rolling stock gauge comprises two fundamental elements: a reference profile and the rules for that profile. It allows determination of the maximum dimensions of rolling stock and the position of fixed structures on the line.

In order that a rolling stock gauge is applicable, the following three parts of that gauge shall be specified:

— the reference profile;

— the rules for determining the maximum construction gauge for the wagons;

— the rules for determining the clearances to structures and the track spacing.

Annex C specifies the reference profile and the rules for the maximum construction gauge for wagons.

The associated rules for determining the clearances for installation of structures are covered in the Infrastructure TSI.

All equipment and parts of wagons that give rise to transverse and vertical displacements shall be checked at appropriate maintenance intervals.

In order to keep the wagon inside the kinematic gauge, the maintenance plan shall include provision for inspection of the following items:

— wheel profile and wear,

— bogie frame,

— springs,

— side bearers,

— body structure,

— constructional clearances,

— maximum wear allowance,

— elastic characteristics of the suspension,

— axle guide wear,

— elements that affect the vehicle flexibility coefficient,

— elements that affect the roll centre.

— Devices causing movements affecting the gauge

▼M2

4.2.3.2. Static axle load, mass per unit length and geometrical characteristics of axle spacing

The permissible payload that a wagon may carry, for lines up to 25t, shall be determined by application of clauses 6.1 and 6.2 of EN 15528:2008. For the train detection systems characteristics additional requirements are imposed on wagons (see CCS TSI Annex A, Appendix 1).

▼B

4.2.3.3. Rolling stock parameters which influence ground based train monitoring systems

4.2.3.3.1. Electrical resistance:

The electrical resistance of each wheelset measured across the treads of the two wheels shall not exceed 0,01 ohm for new or reassembled wheelsets incorporating new components.

These resistance measurements are to be made using an applied voltage of 1,8 to 2,0 volts DC.

4.2.3.3.2. Hot axle box detection

▼M1

This remains an open point except for wagons wich comply with the conditions set out in section 7.6.4.

▼B

4.2.3.4. Vehicle dynamic behaviour

4.2.3.4.1. General

The dynamic behaviour of a vehicle has strong effects on safety against derailment and running stability. The vehicle dynamic behaviour is determined by

— the maximum speed

— static track features (alignment, track gauge, cant, rail inclination, discrete and periodic track irregularities)

— dynamic track features (horizontal and vertical track stiffness and track damping)

— wheel/rail contact parameters (Wheel and rail profile, track gauge)

— wheel defects (wheel flats, out of roundness)

— mass and inertia of car body, bogies and wheelsets

— suspension characteristic of the vehicles

— distribution of the payload.

In order to ensure safety and running stability, measurements in different operating conditions or comparison studies with a proven design (e. g. simulation/calculation) have to be carried out to assess the dynamic behaviour.

Rolling stock shall have characteristics that enable stable running within the applicable speed limit.

4.2.3.4.2. Functional and technical specifications

4.2.3.4.2.1. Safety against derailment and running stability

In order to ensure safety against derailment and running stability the forces between wheel and rail have to be limited. In particular, the forces in question are transverse track forces Y and vertical forces Q.

— Lateral track force Y — In order to prevent track shifts, interoperable Rolling stock shall comply with the Prud'homme criteria for the maximum transverse force — (ΣY)lim = α (10 + P/3), where α = 0,85 and P = maximum static axle load — or — (H2m)lim ((H2m) is the floating mean value of the lateral force in an axle measured over 2m) — This value will be determined by the TSI Infrastructure — In curves, the limit of the quasi-static lateral force on the outer wheel is — Yqst, lim — This value will be determined by the TSI Infrastructure

▼M1

— Y/Q forces — To limit the risk of wheel climb on the rail the quotient of lateral force Y and vertical load Q of a wheel shall not exceed — (Y/Q)lim = 0,8 for dynamic on-track tests — (Y/Q)lim = 1,2 for stationary tests

▼B

— Vertical force — The maximum dynamic vertical force exerted on the rail is — Qmax — This value will be determined by the TSI Infrastructure — In curves the limit of the quasi-static vertical force on the outer wheel is — Qqst, lim — This value will be determined by the TSI Infrastructure

4.2.3.4.2.2. Safety against derailment when running on twisted tracks

▼M1

Wagons are able to run on twisted tracks when (Y/Q) for stationary tests does not exceed the limit given in section 4.2.3.4.2.1 in a curve of radius R = 150 m and for a given twisted track:

▼B

for a wheel base of 1,3 m ≤ 2a*

— g lim = 7 ‰ for 2a+ < 4m

— g lim = 20/2a+ + 2 for 2a+ > 4m

— g lim = 20/2a* + 2 for 2a* < 20m

— g lim = 3 ‰ for 2a* > 20 m

The wheelbase 2a* represents the axle spacing for 2-axle wagons or the distance between the pivot centres of a bogie wagon. The wheelbase 2a+ represents the axle spacing for a bogie.

4.2.3.4.2.3. Maintenance rules

The following key parameters essential for safety and running stability shall be maintained according to the maintenance plan:

— suspension characteristics

— body-bogie connections

— tread profile

The maximum and minimum dimensions for wheelsets and wheels for Standard Gauge are given in Annex E.

Cases for other track gauges are found in Section 7.

4.2.3.4.2.4. Suspension

Suspension of freight wagons shall be designed such that the values specified in 4.2.2.1.2.2 and 4.2.2.1.2.3 are adhered to in the conditions ‘empty’ and ‘laden to the load limit’. The suspension calculation shall demonstrate that the suspension deflection is not exhausted when the wagons are fully loaded and considering dynamic influences.

4.2.3.5. Longitudinal compressive forces

4.2.3.5.1. General

This parameter describes the maximum longitudinal compressive forces that can be applied on an interoperable freight wagon or an individual vehicle, or group of special coupled vehicles, of an interoperable train-set during a braking or a banking operation, without any risk of derailment.

When subjected to Longitudinal Compressive Forces, the wagon shall continue to run safely. In order to ensure safety against derailment, the wagon or system of coupled wagons shall be assessed by tests, calculations or through comparison with the characteristics of already approved (certified) wagons.

The longitudinal force that can be applied on a vehicle without derailing shall be higher than a threshold value depending on the vehicle design (two axle, bogie wagon, fixed group of vehicles, Combirail, Road- Railer™, etc.) fitted with UIC coupler or accepted central coupler or coupling rod/short couplers.

The conditions to certify the wagons, fixed groups of wagons and coupled groups of wagons are given in section 4.2.3.5.2.

The conditions that affect the maximum longitudinal compressive force that a wagon is capable of withstanding without derailment include:

— cant deficiency

— train and wagon braking system

— system of draw gear and buffers on the wagons or specially coupled wagon-groups

— design characteristics of the wagon

— characteristics of the line

— train driver's handling of the train, especially braking

— wheel/rail contact parameters (wheel and rail profile, track gauge)

— load distribution of the individual freight wagons

Longitudinal compressive forces have a strong effect on safety against derailment of a vehicle. Therefore measurements in different operating conditions have been carried out to find the acceptable limits of longitudinal compressive force that can be applied on a vehicle without risk of derailment. To avoid testing wagons shall correspond with the characteristics of wagons that have been previously approved by national safety authorities or on their behalf, or to be built according to approved design characteristics of wagons and be fitted with approved components such as certified bogies

The reference test is given in Section 6.2. Experience with different wagon-types has resulted in different methods of acceptance depending on factors such as tare weight, length, wheelbase, overhang, distance between pivots etc.

4.2.3.5.2. Functional and technical specifications

The subsystem shall withstand the longitudinal compressive forces in the train without derailing or damaging the vehicle. In particular the determining factors are

— transverse wheel/rail forces -Y-

— vertical forces -Q-

— lateral forces on axle-boxes -Hij-

— braking forces (due to wheel/rail contact, dynamic braking and different braking groups of the wagons and trains)

— diagonal and vertical buffer forces

— coupling forces ± Z

— damping of buffer- and coupling forces

— the result of coupler tightness

— the result of coupler slack

— jerks as a result of longitudinal movements in the trains and coupler slack

— Wheel lift

— Axle guide deflection

Longitudinal Compressive Forces (LCF) are influenced by many factors. The different factors are given in the documents for construction and operating conditions of wagons to which it is necessary to certify wagons for normal traffic on different lines and under different conditions.

With the objective to certify wagons for mixed traffic on the European Network, tests on a special testing track, and in running trains on different lines were performed in order to ensure that wagons can withstand a minimum longitudinal force, without derailing. The following definition was made:

Wagons and rakes of wagons (with coupling rod/short coupler between the wagons) fitted with screw couplings and side-buffers at their outer ends, shall withstand a minimum longitudinal force measured in the conditions of the reference test of:

— 200 kN for two-axle freight wagons with UIC coupling

— 240 kN for freight wagons fitted with two-axle bogies with UIC coupling

— 500 kN for freight wagons with all types of central bar couplers and without buffers

For other coupling systems, limit values are not yet defined.

The coefficient of friction of the buffer heads shall be such as to meet the requirements of this TSI in terms of maximum lateral forces.

Maintenance rules:

If the buffer heads have to be lubricated in order to ensure the required coefficient of friction, then the maintenance plan shall include provision for maintaining the coefficient of friction at this level.

4.2.4. BRAKING

4.2.4.1. Braking performance

4.2.4.1.1. General

The purpose of the train braking system is to ensure that the train's speed can be reduced or it can be stopped within the maximum allowable braking distance. The primary factors that influence the brake process are the braking power, the train mass, the speed, the allowable braking distance, the adhesion and the track gradient.

Braking performance of a train or a vehicle is the result of the braking power available to retard the train within defined limits and all factors involved in the conversion and dissipation of energy including train resistance. Individual vehicle performance is defined so that the overall braking performance of the train can be derived.

Vehicles shall be equipped with continuous automatic brake.

A brake is continuous if it allows the transmission of signals and energy from central command unit to the whole train.

A continuous brake is automatic, if it becomes effective immediately on the whole train with every inadvertent break of the control train line, e. g. brake-pipe.

Where it is not possible to detect the state of the brake, an indicator showing the state shall be provided on both sides of the vehicle.

The brake energy storage (e.g. supply reservoirs of indirect pneumatic air brake system, brake pipe air) and the brake energy used to build up the brake effort (e.g. air from brake cylinders of indirect pneumatic air brake system) shall be used only for braking use.

4.2.4.1.2. Functional and Technical Specification

4.2.4.1.2.1. Control train line

The minimum propagation braking signal speed shall be 250 m/s.

4.2.4.1.2.2 Braking Performance elements

Braking performance shall take into account mean application time, instantaneous deceleration, mass and initial speed. Braking performance shall be determined by both deceleration profiles and by braked mass percentage.

Deceleration profile:

The deceleration profile describes the predicted instantaneous deceleration of the vehicle (at the level of a vehicle) or the train (at the level of a train) in normal conditions.

Knowledge of individual vehicle deceleration profiles enables the calculation of the overall train deceleration profile.

The deceleration profile includes the effect of:

a) the response time between brake demand and reaching full brake effort. Te is the equivalent build-up application time and is defined as: Te = t1 + (t2/2) For pneumatic brake the end of the time t2 corresponds to 95 % of established brake cylinder pressure.

b) the corresponding function ( deceleration = F(speed) ) as defined as a succession of sections with a constant deceleration. Note: a denotes the instantaneous deceleration and V the instantaneous speed

Brake mass percentage:

The brake mass percentage (lambda) is the ratio of the sum of the brake masses divided by the sum of the masses of the vehicles.

▼M2

The method of determining the brake mass/brake mass percentage shall remain applicable in addition to the method of deceleration profiles; the manufacturer shall supply these values.

▼B

Braking power for an individual vehicle shall be determined in emergency braking for each braking mode (i.e. G, P, R, P + ep) available on the vehicle and for several loading conditions including at least tare and fully loaded.

G braking mode: brake mode used for freight trains with specified brake application time and brake release time.

P braking mode: brake mode for freight trains with specified brake application time and brake release time and specified brake mass percentage.

R braking mode: brake mode for passenger trains and fast freight trains with specified brake application time and brake release time as for braking mode P and specified minimum brake mass percentage.

Ep brake (indirect Electro-pneumatic brake): assistance to indirect air brake that uses an electrical command on the train and electro-pneumatic valves on the vehicle and thus starts operating more rapidly and less jerkily than the conventional air brake.

Emergency braking: Emergency braking is a brake command that stops the train to ensure the specified level of safety without any brake system degradation.

The minimum braking performance for brake-modes G and P: shall be in accordance with the following table:







Braking Mode — Te range (s) Wagon Type Command Equipment Load Requirement for running speed at 100km/h Requirement for running speed at 120km/h Maxi Mini Maxi Mini Braking mode ‘P’ - 1,5 ≤ Te ≤ 3 s All All EMPTY S = 480m λ = 100 % (1) γ = 0,91 m/s2 (1) Case A — composite blocks: S = 390 m, λ = 125 %, γ = 1,15 m/s2 Case B — other cases: S = 380 m, λ = 130 %, γ = 1,18 m/s2 S = 700 m λ = 100 % γ = 0,88 m/s2 Case A — composite blocks: S = 580 m, λ = 125 %, γ = 1,08 m/s2 Case B — other cases: S = 560 m, λ = 130 %, γ = 1,13 m/s2 ‘S1’ (2) Empty/ Load Device Intermediate Load S = 810 m λ = 55 % γ = 0,51m/s2 Case A — composite blocks: S = 390 m, λ = 125 %, γ = 1,15 m/s2 Case B — other cases: S = 380 m, λ = 130 %, γ = 1,18 m/s2 LOADED (Maximum = 22,5 t/axle) S = 700 m λ = 65 % γ = 0,60 m/s2 Case A — Brake only on wheels (Brake blocks): S = greater of (S = 480 m, λ = 100 %, γ = 0,91 m/s2) or (S obtained with a mean retardation force of 16,5 kN per axle (5). Case B — Other cases: S = 480 m, λ = 100 %, γ = 0,91 m/s2 ‘S2’ (3) Variable load Relay LOADED (Maximum = 22,5 t/axle) S = 700m λ = 65 % γ = 0,60 m/s2 Case A — Brake only on wheels (Brake blocks): S = greater of (S = 480 m, λ = 100 %, γ = 0,91 m/s2) or (S obtained with a mean retardation force of 16,5 kN per axle (5). Case B — Other cases: S = 480 m, λ = 100 %, γ = 0,91 m/s2 ‘SS’ (4) Variable load relay LOADED (Maximum = 22,5 t/axle) Case A — Brake only on wheels (Brake blocks): S = greater of (S = 700 m, λ = 100 %, γ = 0,88 m/s2) or (S obtained with a mean retardation force of 16 kN per axle (6). Case B — Other cases: S = 700 m, λ = 100 %, γ = 0,88 m/s2 Braking mode ‘G’ — 9 ≤ Te ≤ 15 s There shall be no separate assessment of the braking power of wagons in position G. A wagon's braked mass in position G shall be the same as braked mass in position P (1) S is obtained according annex S, ‘λ’ = ((C/S)-D) according annex S, ‘γ’ = ((Speed (Km/h))/3,6)2)/(2x(S-((Te)x(Speed (Km/h)/3,6)))), with Te=2sec. (2) a wagon ‘S1’ is a wagon with Empty/load device (3) a wagon ‘S2’ is a wagon with a variable load relay (4) a wagon ‘SS’ shall be equipped with a variable load relay. (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 with a nominal new diameter in the range of [920 mm; 1 000 mm] during braking (the brake mass shall be limited to 18 tonnes). Wheels with a nominal new diameter (< 920 mm) and/or push brakes shall be accepted in accordance with national rules. (6) 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 wheel with a nominal new diameter in the range of [920 mm; 1 000 mm] during braking (the brake mass shall be limited to 18 tonnes). Wheels with a nominal new diameter (< 920 mm) and/or push brakes shall be accepted in accordance with national rules.

This table is based on a reference speed of 100 km/h and an axle load of 22,5 t and 120 km/h and an axle load of 22,5 t. Higher axle loads can be accepted under specific operational conditions in accordance with national rules. The permitted maximum axle load shall be in accordance with the infrastructure requirements.

If a wagon is equipped with a WSP, the above performance shall be achieved without activation of the WSP and according to the conditions in annex S.

Other braking modes (example: R braking mode) are permitted according to national rules and the mandatory use of WSP as specified in § 4.2.4.1.2.6.

Brake Pipe Emptying Accelerator valve

If the brake pipe-emptying accelerator is separately installed on the wagon, it shall be capable of isolation from the brake pipe by a specific device. The wagon shall be clearly marked to indicate this isolation device, or this device shall be secured in an ‘open’ position by a seal.

4.2.4.1.2.3. Mechanical components

The assembly of brake components shall be aimed to prevent any partial or full detachment of these components.

— Slack adjuster — A device to automatically maintain the design clearance between the friction pair shall be provided. — A minimum of 15 mm clearance between the slack adjuster envelope and other components shall be provided. — Provision shall be made for the necessary free clearances for the slack adjuster extremities and connections to be maintained at all times. — For slack adjusters within a bogie, there is no special envelope. But, for all design conditions, the minimum clearance necessary between the slack adjuster and other components shall be ensured to prevent contact. Should a smaller clearance be required, the reasons why contact will not occur shall be demonstrated.

— Pneumatic half coupling — The opening of the automatic air brake coupling head shall face the left when looking at the end of the vehicle. The opening of the main reservoir coupling head shall face the right when looking at the end of the vehicle. — The vehicles shall be fitted with devices to enable the unused couplings to be suspended at least 140 mm above rail level to prevent both damage and, as far possible, penetration of foreign bodies into the interior coupling.

4.2.4.1.2.4. Energy storage

The energy storage shall be sufficient to obtain during an emergency braking at maximum speed, whatever the loaded state of the vehicle, the maximum brake effort without any further supply of energy (e.g. for indirect compressed air brake system: Brake Pipe only without replenishment by main reservoir pipe). When a vehicle is equipped with WSP the above condition applies with the WSP fully operational (i.e. WSP air consumption).

4.2.4.1.2.5. Energy limits:

The brake system shall be designed to allow the vehicle to run on all existing lines of the trans-European conventional rail system.

The brake system shall stop the vehicle loaded and maintain the speed of the vehicle without any thermal or mechanical damage in the following conditions:

1. Two successive emergency braking applications from the maximum speed to a stop on straight and level track with minimum wind and dry rail.

2. Maintain a speed of 80 km/h in a slope with a mean declivity of 21 ‰ and a length of 46 km. (The south slope of St Gothard's line between Airolo and Biasca is the reference slope.)

4.2.4.1.2.6. Wheel slide protection (WSP)

Wheel slide protection (WSP) is a system designed to make the best use of available adhesion by a controlled reduction and restoration of the brake force to prevent wheelsets from locking and uncontrolled sliding, thereby optimising stopping distance. The WSP shall not alter the functional characteristics of the brakes. The vehicle's air equipment shall be dimensioned such that the air consumption of the WSP does not impair the performance of the pneumatic brake. The design process of the WSP shall take into account that the WSP shall not have a detrimental effect on the constituent parts of the vehicle (brake gear, wheel tread, axle boxes, etc).

The following types of wagons shall be fitted with WSP:

a) equipped with brake blocks made of cast iron or sintered material, for which the maximum mean