2002D0735 — EN — 24.01.2013 — 001.001

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

►B COMMISSION DECISION of 30 May 2002 concerning the technical specification for interoperability relating to the rolling stock subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC (notified under document number C(2002) 1952) (Text with EEA relevance) (2002/735/EC) (OJ L 245, 12.9.2002, p.402)

Amended by:

Official Journal No page date ►M1 COMMISSION DECISION of 23 July 2012 L 217 1 14.8.2012





Corrected by:









▼B

COMMISSION DECISION

of 30 May 2002

concerning the technical specification for interoperability relating to the rolling stock subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC

(notified under document number C(2002) 1952)

(Text with EEA relevance)

(2002/735/EC)







THE COMMISSION OF THE EUROPEAN COMMUNITIES, Having regard to the Treaty establishing the European Community, Having regard to Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail network ( 1 ), and in particular Article 6(1) thereof, Whereas: (1) In accordance with Article 2(c) of Directive 96/48/EC, the trans-European high-speed rail system is subdivided into structural or functional subsystems. These subsystems are described in Annex II to the Directive. (2) In accordance with Article 5(1) of the Directive, each of the subsystems shall be covered by a technical specification for interoperability (TSI). (3) In accordance with Article 6(1) of the Directive, draft TSIs shall be drawn up by the joint representative body. (4) The Committee set up under Article 21 of Directive 96/48/EC has appointed the European Association for Railway Interoperability (AEIF) as the joint representative body in accordance with Article 2(h) of the Directive. (5) The AEIF has been given a mandate to draw up a draft TSI for the rolling stock subsystem in accordance with Article 6(1) of the Directive. This mandate has been established in accordance with the procedure laid down in Article 21(2) of the Directive. (6) The AEIF has drawn up the draft TSI, together with an introductory report containing a cost-benefit analysis as provided for in Article 6(3) of the Directive. (7) The draft TSI has been examined by the representatives of the Member States, in the framework of the Committee set up by the Directive, in the light of the introductory report. (8) As specified in Article 1 of Directive 96/48/EC, the conditions for achieving interoperability of the trans-European high-speed rail system concern the design, construction, upgrading and operation of the infrastructures and rolling stock contributing to the functioning of the system to be put into service after the date of entry into force of the Directive. With regard to the infrastructures and rolling stock already in service at the time of entry into force of this TSI, the TSI should be applied from the time when work is envisaged on these infrastructures. However, the degree to which the TSI is applied will vary according to the scope and extent of the works foreseen and the costs and the benefits generated by the intended applications. In order for such partial works to concur in achieving full interoperability, they need to be underpinned by a coherent implementation strategy. In this context, a distinction should be made between upgrading, renewal and maintenance-related replacement. (9) It is recognised that Directive 96/48/EC and the TSIs do not apply to renewals or maintenance-related replacement. It is desirable however that the TSIs should apply to renewals — as will be the case for the TSIs for the conventional rail system under Directive 2001/16/EC. In the absence of a mandatory requirement and taking into account the extent of the renewal work, Member States are encouraged, where they are able to do so, to apply the TSIs to renewals and maintenance-related replacement. (10) In its current version, the TSI, which is the subject of this Decision, covers features specific to the high-speed system. As a general rule, it does not address the common aspects of the high-speed and conventional rail system. The interoperability of the latter is the subject of another Directive ( 2 ). Given that verification of interoperability has to be established by reference to the TSIs, in accordance with Article 16(2) of Directive 96/48/EC, it is necessary, during the transition period between the publication of this Decision and the publication of the Decisions adopting the ‘conventional rail’ TSIs, to lay down the conditions to be complied with in addition to the TSI attached. For these reasons it is necessary that each Member State informs 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 96/48/EC. In addition, those rules being national, it is necessary that each Member State informs the other Member States and the Commission 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 96/48/EC. Member States shall apply, as far as possible, the principles and criteria provided for in Directive 96/48/EC for the implementation of Article 16(2) in the case of those national rules. As to the bodies in charge of those procedures, Member States will make use, as far as possible, of bodies notified under Article 20 of Directive 96/48/EC. The Commission will carry out an analysis of this information (national rules, procedures, bodies in charge of implementing procedures, duration of these procedures) and, where appropriate, will discuss with the Committee the necessity of any measure to be taken. (11) The TSI, which is the subject of this Decision, does not impose the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European high-speed rail network. (12) The TSI, which is the subject of this Decision, is based on best available expert knowledge at the time of preparation of the corresponding draft. Developments in technology or social requirements may make it necessary to amend or supplement this TSI. Where appropriate, a review or updating procedure will be initiated in accordance with Article 6(2) of Directive 96/48/EC. (13) In some cases, the TSI, which is the subject of this Decision, allows a choice between different solutions, making it possible to apply definitive or transitional interoperable solutions that are compatible with the existing situation. In addition, Directive 96/48/EC provides for special implementing provisions in certain specific cases. Furthermore, in the cases provided for in Article 7 of the Directive Member States must be allowed not to apply certain technical specifications. It is therefore necessary that the Member States ensure that a rolling stock register is published and updated each year. This register will set out the main characteristics of the national rolling stock (e.g. the basic parameters) and their concordance with the characteristics prescribed by the applicable TSIs. To this end, the TSI, which is the subject of this Decision, indicates precisely which information must appear in the register. (14) The application of the TSI which is the subject of this Decision must take into account specific criteria relating to technical and operational compatibility between the infrastructures and the rolling stock to be placed in service and the network into which they are to be integrated. These compatibility requirements entail a complex technical and economical analysis that is to be done on a case by case basis. The analysis should take into account: — the interfaces between the different subsystems referred to in Directive 96/48/EC, — the different categories of lines and rolling stock referred to in that Directive and — the technical and operational environments of the existing network. That is why it is essential to establish a strategy for the implementation of the TSI which is the subject of this Decision, which should indicate technical stages to move from the present network conditions to a situation where the network is interoperable. (15) The provisions of this Decision are in conformity with the opinion of the Committee set up by Directive 96/48/EC, Whereas: HAS ADOPTED THIS DECISION:







Article 1

The TSI relating to the ‘rolling stock’ subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC is hereby adopted by the Commission. The TSI is set out in the Annex to this Decision. The TSI is fully applicable to the rolling stock of the trans-European high-speed rail system as defined in Annex I to Directive 96/48/EC, taking into account Article 2 and Article 3 hereunder.

Article 2

1. With regard to the aspects that are common to the high-speed and the conventional rail systems, but not covered in the attached TSI, the conditions to be complied with for the verification of the interoperability within the meaning of Article 16(2) of Directive 96/48/EC are the applicable technical rules in use in the Member State which authorises the placing in service of the subsystem concerned 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:

— the list of the applicable technical rules mentioned under Article 2(1),

— the conformity assessment and checking procedures to be applied with regard to the application of these rules,

— the bodies it appoints for carrying out those conformity assessment and checking procedures.

Article 3

1. For the purposes of this Article:

— ‘upgrading’ means major work to modify a subsystem or part of a subsystem which changes the performance of the subsystem,

— ‘renewal’ means major work to replace a subsystem or part of a subsystem which does not change the performance of the subsystem,

— ‘maintenance-related replacement’ means replacement of components by parts of identical function and performances in the context of predictive or corrective maintenance.

2. In the case of upgrading, the contracting entity will submit a dossier describing the project to the Member State concerned. The Member State will examine the dossier and, taking into account the implementation strategy in Chapter 7 of the attached TSI, will (where appropriate) decide whether the scale of the work requires the need for a new authorisation for placing in service under Article 14 of Directive 96/48/EC. Such authorisation for placing in service is necessary whenever the level of safety may objectively be affected by the work envisaged.

Where a new authorisation for placing in service under Article 14 of Directive 96/48/EC is necessary, the Member State decides whether:

(a) the project includes full application of the TSI, in which case the subsystem will be subject to the EC verification procedure in Directive 96/48/EC; or

(b) full application of the TSI is not yet possible. In this case the subsystem will not be in full conformity with the TSI and the EC verification procedure in Directive 96/48/EC shall be applied only in respect of the parts of the TSI applied.

In these two cases the Member State will inform the Committee set up pursuant to Directive 96/48/EC of the relevant dossier including the parts of TSI being applied and the degree of interoperability being achieved.

3. In the case of renewal and maintenance-related replacement, application of the attached TSI is voluntary.

Article 4

The relevant parts of Commission recommendation 2001/290/EC ( 3 ) on the basic parameters of the trans-European high-speed rail system have no longer effect from the date of entry into force of the attached TSI.

Article 5

The attached TSI shall enter into force six months after notification of this Decision.

Article 6

This Decision is addressed to the Member States.









ANNEX

Technical specification for interoperability relating to the rolling stock subsystem

▼C1

CONTENTS 1. INTRODUCTION 1.1. TECHNICAL SCOPE 1.2. GEOGRAPHICAL SCOPE 1.3. CONTENT OF THIS TSI 2. SUBSYSTEM DEFINITION/SCOPE 2.1. SUBSYSTEM DESCRIPTION 2.2. ROLLING STOCK FUNCTIONS WITHIN THE SCOPE OF THIS TSI 2.2.1. Carry and protect passengers and train staff 2.2.2. Accelerate, maintain speed, brake and stop 2.2.3. Keep train driver informed, provide a view ahead, and allow control of the train 2.2.4. Support and guide the train on the track406 2.2.5. Signal its presence to others 2.2.6. Function safely even in the event of incidents 2.2.7. Respect of the environment 2.3. FUNCTIONS OUTSIDE THE SCOPE OF THIS TSI 2.3.1. Ability to operate on available traction supply systems 2.3.2. Onboard control command equipment 2.3.3. Maintainability during service on the network 3. ESSENTIAL REQUIREMENTS 3.1. 3.2. 3.3. 3.3.1. Safety 3.3.2. Reliability and availability411 3.3.3. Health requirements 3.3.4. Protection of the environment 3.3.5. Technical compatibility 3.4. VERIFICATION 4. CHARACTERISTICS OF THE SUBSYSTEM 4.1. BASIC PARAMETERS OF THE ROLLING STOCK SUBSYSTEM 4.1.1. Maximum track forces (BP4) 4.1.2. Axle load (BP10) 4.1.3. Maximum train length (BP11) 4.1.4. Vehicle loading gauge (BP12) 4.1.5. Minimum braking characteristics (BP13) 4.1.6. Electrical boundary characteristics for rolling stock (BP14) 4.1.7. Mechanical boundary characteristics for rolling stock (BP15) 4.1.8. Boundary characteristics linked to exterior noise (BP17) 4.1.9. Boundary characteristics linked to exterior electromagnetic interference (BP19) 4.1.10. Boundary characteristics linked to interior noise (BP20) 4.1.11. Boundary characteristics linked to air conditioning (BP21) 4.1.12. Characteristics linked to the carriage of persons of reduced mobility (BP22) 4.1.13. Maximum pressure variations in tunnels (BP23) 4.1.14. Maximum gradients (BP24) 4.2. ROLLING STOCK SUBSYSTEM INTERFACES 4.2.1. Design of the fixed formation trainset 4.2.2. Driver's vigilance device 4.2.3. Electrification system 4.2.4. Control-command system on board the trains 4.2.5. Passenger step 4.2.6. Passenger access door 4.2.7. Passengers' emergency exits 4.2.8. Driver's cab emergency exits 4.2.9. Coupling arrangements to rescue trainsets 4.2.10. Wheel/rail contact 4.2.11. Hot-box detection 4.2.12. Emergency alarm 4.2.13. Slipstream effects 4.2.14. Effect of crosswinds 4.2.15. Eddy current brakes 4.2.16. Flange lubrication 4.2.17. Suspension coefficient 4.2.18. Minimum curve radius 4.2.19. Maintenance 4.2.20. External lights and horn 4.2.21. Lifting/rescue procedures 4.3. SPECIFIED PERFORMANCE 4.3.1. Minimum performance requirements 4.3.2. Maximum service speed of trainsets 4.3.3. Traction performance requirements 4.3.4. Traction adhesion requirements 4.3.5. Brake adhesion demand limits 4.3.6. Brake system requirements 4.3.7. Service braking performance 4.3.8. Protection of an immobilised train 4.3.9. Brake performance on steep gradients 4.3.10. Detection of derailments 4.3.11. Protection against fire and toxic fumes 4.3.12. Environmental conditions for rolling stock 4.3.13. Monitoring and diagnostic concepts 4.3.14. Particular specification for long tunnels 4.3.15. Emergency lighting system 4.3.16. Public address system 4.3.17. Protection against electric shock 4.3.18. Driver's cab 4.3.19. Windscreen and front of the train 4.3.20. Passenger information signs 4.3.21. Toilets available to passengers and train crew 5. INTEROPERABILITY CONSTITUENTS 6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE 6.1. INTEROPERABILITY CONSTITUENTS OF ROLLING STOCK 6.1.1. Conformity and suitability for use assessment procedures (modules) 6.1.2. Application of modules 6.2. ROLLING STOCK SUBSYSTEM 6.2.1. Assessment procedures (modules) 6.2.2. Application of modules 6.3. SPECIFIC TEST METHODS 6.3.1. Limit characteristics related to internal noises — Measuring methods 6.3.2. Method to test the front window of the cab for sufficient resistance to projectiles 7. IMPLEMENTATION OF THE ROLLING STOCK TSI 7.1. APPLICATION OF THIS TSI — PRINCIPLES 7.1.1. New rolling stock 7.1.2. Rolling stock being upgraded 7.2. COMPATIBILITY OF ROLLING STOCK WITH OTHER SUBSYSTEMS 7.3. SPECIFIC CASES 7.3.1. Vehicle loading gauge (Section 4.1.4) 7.3.2. Boundary characteristics linked to exterior noise (Section 4.1.8) 7.3.3. Maximum pressure variations in tunnels (Section 4.1.13) 7.3.4. Passenger step (Section 4.2.5) 7.3.5. Wheel-rail contact (wheel profiles) (Section 4.2.10) 7.3.6. Protection against fire and toxic fumes 7.4. RECOMMENDATIONS 7.4.1. Boundary characteristics linked to interior noise (BP20) 7.4.2. Boundary characteristics linked to exterior noise (BP17) 7.4.3. Characteristics linked to the carriage of persons of reduced mobility (BP22) ANNEX A PASSIVE SAFETY — CRASHWORTHINESS ANNEX B MAXIMUM PRESSURE VARIATIONS IN TUNNELS ANNEX C MAXIMUM PROFILE FOR UK1 GAUGE ANNEX D ASSESSMENT OF INTEROPERABILITY CONSTITUENTS ANNEX E ASSESSMENT OF THE ROLLING STOCK SUBSYSTEM ANNEX F PROCEDURES FOR ASSESSMENT OF CONFORMITY AND SUITABILITY FOR USE ANNEX G GAUGE ANNEX H FRONT AND REAR LAMPS ANNEX I ANNEX J PROJECTILE TO TEST THE FRONT WINDOW OF THE CAB ANNEX K COUPLER ANNEX L ASPECTS NOT SPECIFIC TO HIGH SPEED AND FOR WHICH NOTIFICATION OF NATIONAL RULES IS REQUIRED ANNEX M (p.m.) ANNEX N EMERGENCY LIGHTING REQUIREMENTS ANNEX O EARTH PROTECTION OF THE VEHICLES' METAL PARTS ANNEX P LINE VOLTAGE ANNEX Q SIGNS INDICATING THE CASKET WHICH CONTAINS THE EQUIPMENT OF ALARM DEVICE REMINDER

▼B

1. INTRODUCTION

1.1. TECHNICAL SCOPE

This TSI concerns the rolling stock subsystem, which is one of the subsystems listed in Annex II(1) to Directive 96/48/EC.

This TSI is part of a set of six TSIs, which cover all the eight subsystems defined in the Directive. The specifications concerning the ‘users’ and ‘environment’ subsystems, which are necessary to ensure interoperability of the trans-European high-speed rail system in compliance with the essential requirements, are set out in the TSIs concerned.

This TSI is applicable to trains running at a speed of at least 250 km/h on the lines specially built for high speed and at a speed of the order of 200 km/h on existing lines which have been or are to be specially upgraded. As far as trains running on upgraded lines at a speed of the order of 200 km/h and on other conventional lines are concerned, Article 2 of the present TSI Decision is applicable as long as this case is not covered in the TSI revision process.

More information about the rolling stock subsystem is given in Chapter 2.

1.2. GEOGRAPHICAL SCOPE

The geographical scope of this TSI is the trans-European high-speed rail system as described in Annex I to Directive 96/48/EC.

Reference shall be made in particular to the lines of the trans-European rail network described in European Parliament and Council Decision No 1692/96/EC of 23 July 1996 on Community guidelines for the development of the trans-European transport network or in any update to the same Decision as a result of the revision provided for in Article 21 of that Decision.

1.3. CONTENT OF THIS TSI

In accordance with Article 5(3) and with Annex I(1)b of Directive 96/48/EC, this TSI:

(a) specifies the essential requirements for the subsystems and their interfaces (Chapter 2);

(b) establishes the basic parameters described in Annex II(3) to that Directive, which are necessary to meet the essential requirements (Chapter 4);

(c) establishes the conditions to be complied with to achieve the specified performances for each of the following categories of line (Chapter 4): — category I: specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h, — category II: specially upgraded high-speed lines equipped for speeds of the order of 200 km/h, — category III: specially upgraded high-speed lines which have special features as a result of topographical, relief or town-planning constraints, on which the speed must be adapted to each case;

(d) establishes implementing provisions in certain specific cases (Chapter 7);

(e) determines the interoperability constituents and interfaces which must be covered by European Specifications, including European standards, which are needed in order to achieve interoperability within the trans-European high-speed rail system while meeting the essential requirements (Chapter 5);

(f) states, in each case under consideration, which of the modules defined in Decision 93/465/EEC or, where appropriate, which specific procedures are to be used in order to assess either the conformity or the suitability for use of the interoperability constituents, as well as ‘EC’ verification of the subsystems (Chapter 6).

2. SUBSYSTEM DEFINITION/SCOPE

2.1. SUBSYSTEM DESCRIPTION

‘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. (Council Directive 96/48/EC, Annex III, essential requirement 2.4.3)’.

Trains that meet the technical requirements stated in this TSI are able to serve the lines mentioned in Annex I(1)b to Directive 96/48/EC.

The rolling stock subsystem does not include the control-command, operation or power supply subsystems since these subsystems are specified in their own TSIs.

In addition, rolling stock does not include the train staff (driver and other on-board train crew).

The rolling stock shall fulfil the following functions:

— carry and protect the passengers and train crew

— accelerate, maintain speed, brake and stop

— keep the train driver informed, provide a view ahead, and allow proper control

— support and guide the train on the track

— signal the presence of the train to others

— function safely even in the event of incidents

— respect the environment.

2.2. ROLLING STOCK FUNCTIONS WITHIN THE SCOPE OF THIS TSI

2.2.1. Carry and protect passengers and train staff

Trains shall ensure the required level of safety for passengers and train crew during access to and egress from the trains, and during their journey. Trains shall also be sensitive to the special needs of persons of reduced mobility.

2.2.2. Accelerate, maintain speed, brake and stop

The performance defined in the TSI will allow vehicles to fit into the timetable slots on the sections or stretches of the trans-European high-speed network for which the rolling stock is designed.

2.2.3. Keep train driver informed, provide a view ahead, and allow control of the train

The driver shall be provided with a clear view of the line ahead. All instruments and controls relating to train operation and the control-command subsystem shall be clearly marked, work in real-time, and be unambiguous for the driver.

2.2.4. Support and guide the train on the track

The different needs of this subsystem are defined by standards for the wheels that comprise the interface with the rail in the infrastructure subsystem.

The contact geometry is such that the stability of the train with all its equipment in good working order is ensured at the highest operating speed specified for the trainset. This aspect allows the interface with the many parameters within the infrastructure subsystem such as the track gauge, cant deficiency and equivalent conicity, to be defined.

2.2.5. Signal its presence to others

Trains are provided with equipment which enables them to indicate their presence in an audible, visual and/or electronic form acceptable to all parts of the interoperable network and its traffic management systems.

2.2.6. Function safely even in the event of incidents

Trains are provided with safety devices to fulfil their functions in the event of possible incidents, reducing the effects of such incidents, and allowing their elimination whenever possible.

2.2.7. Respect of the environment

The materials selected for use on rolling stock shall minimise the emission of harmful and dangerous fumes or gases during use of the trains. The limits set for exterior noise and electromagnetic interference shall result in minimal environmental impact.

2.3. FUNCTIONS OUTSIDE THE SCOPE OF THIS TSI

2.3.1. Ability to operate on available traction supply systems

As national railways are equipped with various electrification systems, electric trains shall be able to use the available voltage and frequency, and have the correct pantograph to handle the catenary geometry.

These requirements for traction supply are defined in the energy subsystem TSI.

Pantograph: despite being installed on rolling stock, the pantographs are considered to be a part of the Energy subsystem as an important device the proper current-collection function of which is directly linked to the characteristics of the overhead line. The interface characteristics of the pantographs are specified and described in the energy TSI.

2.3.2. Onboard control command equipment

The interfaces and characteristics of the on-board ERTMS signalling equipment and the radio system are entirely specified and described in the control-command TSI.

2.3.3. Maintainability during service on the network

Major maintenance work that allows the required reliability and availability targets to be met are the responsibility of the railway undertaking that operates the vehicles. The specific technical needs for undertaking tasks appropriate to interoperability in facilities on the interoperable network that do not belong to the rolling stock operator are specified in the maintenance TSI.

3. ESSENTIAL REQUIREMENTS

3.1. Under Article 4(1) of Directive 96/48/EC, the trans-European high-speed rail system, subsystems and their interoperability constituents shall meet the essential requirements set out in general terms in Annex III to the Directive.

3.2. The essential requirements relate to: — safety, — reliability and availability, — health, — environmental protection, — technical compatibility. According to Directive 96/48/EC, the essential requirements can be generally applied to the whole trans-European high-speed rail system or be specific to particular aspects of each subsystem and its constituents.

3.3. In the case of the rolling stock subsystem, the specific aspects, in addition to the considerations contained in Annex III to the Directive, are as follows: 3.3.1. Safety Essential requirement 1.1.1: ‘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 safety requirement is of universal application; as specified in Chapter 1, Section 1.3, this document is limited to the definition of those conditions relating to interoperability. In this regard, this essential requirement is satisfied when all the basic criteria that define the rolling stock in Chapter 4 of this TSI are met. Essential requirement 1.1.2: ‘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’. In order to satisfy this requirement, the wheel profiles, the allowable profile wear and the components affecting running stability shall be specified in Section 4.2.10 in such a way as to be completely compatible with the track criteria defined in the infrastructure subsystem. Bearing in mind the importance of maintaining these parameters to guarantee safe operation, it is necessary to make arrangements to monitor these parameters on a continuous or periodic basis to prevent their deterioration over time. Essential requirement 1.1.3: ‘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’. The components concerned in respect of each requirement correspond to the constituents and elements for which the characteristics are given in this TSI, together with their monitoring devices. The main characteristics for this requirement are: — the static resistance of the vehicle structures, — wheel-wear criteria as defined by the choice of material, — the hot-box detection, — the environmental conditions for which the rolling stock equipment is specified, — the windscreen characteristics. The relevant characteristics to validate in respect of this TSI are defined in Sections 4.1.7, 4.2.10, 4.3.12 and 4.3.19. In addition, some characteristics are given in order to meet this requirement in the context of their interface with the infrastructure subsystem: — maximum track forces, — heat transmitted to the rail, — effects of crosswinds. The relevant characteristics to validate in respect of this TSI are defined in Sections 4.1.1, 4.2.15 and 4.2.14. Essential requirement 1.1.4: ‘The design of fixed installation and rolling stock and the choice of the materials used must be aimed at limiting the generation, propagation and effects of fire and smoke fumes in the event of a fire.’ This requirement is met by Section 4.3.11 which covers fire protection. The relevant characteristics to validate in respect of this TSI are defined in Section 4.3.11. Essential requirement 1.1.5: ‘Any devices intended to be handled by users must be so designed as not to impair their safety if used foreseeably in a manner not in accordance with the posted instructions.’ The present design of trains already takes these risks into account. There is no need to define any specific characteristics purely for interoperability. Essential requirement 2.4.1 Section 1: ‘The rolling stock structures and those 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.’ In order to meet this requirement, the vehicle structures are designed with passive safety provisions. The basic principle envisages the possibility of a collision with an obstacle such as a heavy lorry on a level crossing or a rock fall, where the compartments that contain the passengers and driver are subject to minimal deformation. Collision energy shall be absorbed in unoccupied crumple zones designed for such eventualities, which limit deceleration forces and prevent overriding of the vehicle bodies. The relevant characteristics to validate in respect of this TSI are defined in Section 4.1.7. Essential requirement 2.4.1 Section 2: ‘The electrical equipment must not impair the safety and functioning of the control and command and signalling installations.’ This requirement is met by the criteria defined in the control command TSI, in the paragraph dealing with the electromagnetic compatibility of the rolling stock and the signalling system. The constraints to operation over existing infrastructure are dealt with on a case-by-case basis. It is imperative to respect the limits defined for existing installations. To find out the different infrastructure characteristics, refer to the ‘Register of infrastructure’ in which the information is given on a line by line basis. The relevant characteristics to validate in respect of this TSI are defined in Section 4.1.9. Essential requirement 2.4.1 Section 3: ‘The braking techniques and the stresses exerted must be compatible with the design of the tracks, engineering structures and signalling systems’. For the present TSI, this requirement is dealt with by two basic parameters. — the braking performances defined in Section 4.1.5, — the maximum longitudinal force, defined in Section 4.1.1c, to be applied to the track without exceeding the maximum acceptable longitudinal force on the infrastructure. Furthermore, the particular case of brake systems independent of wheel rail adhesion that use electromagnetic effects in the rail (eddy current brakes) rather than wheel/rail adhesion is tackled separately in Section 4.2.15 in order to evaluate the consequences of thermal effects in the rails. Essential requirement 2.4.1 Section 4: ‘Steps must be taken to prevent access to electrically-live constituents in order not to endanger the safety of persons’. To satisfy this requirement, the rolling stock may also be manufactured using European standards relating to protection against electric shock. The relevant characteristics to validate in respect of this TSI are defined in Section 4.3.17. Essential requirement 2.4.1 Section 5: ‘In the event of danger, devices must enable passengers to inform the driver and accompanying staff to contact him.’ This requirement concerns the indications given to passengers relating to the passenger alarm signal. The various functions of the public address system and of the intercom between the driver and the train crew are intended to respond to this requirement. The relevant characteristics to validate in respect of this TSI are defined in Section 4.2.12. Essential requirement 2.4.1 Section 6: ‘The access door must incorporate an opening and closing system which guarantees passenger safety.’ This requirement is dealt with in the functional specification of the door control, and by constraints concerning the possibility of door unlocking. The relevant characteristics to validate in respect of this TSI are defined in Section 4.2.6. Essential requirement 2.4.1 Section 7: ‘Emergency exits must be provided and indicated.’ The number of emergency exits, their distribution, their operation and their sign posting are defined in the present TSI in order to meet the evacuation requirement. The relevant characteristics to validate in respect of this TSI are defined in Sections 4.2.7 and 4.2.8. Essential requirement 2.4.1 Section 8: ‘Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.’ The provisions relating to fire and fume protection, the trainset design with a driver's cab at each end, emergency alarms which allow the driver to chose his stopping point, emergency lighting, the public address system and the other items defined in this TSI work together to improve safety in tunnels. The additional stipulations of this requirement are gathered together in a specific paragraph. They are only envisaged for rolling stock that is regularly used through very long tunnels having specific demands listed in the ‘infrastructure register’. The relevant characteristics to validate in respect of this TSI are defined in Sections 4.3.14 and 4.2.12. Essential requirement 2.4.1 Section 9: ‘An emergency lighting system having a sufficient intensity and duration is an absolute requirement on board trains.’ This requirement is covered by the definition of the main functions of the emergency lighting system. The relevant characteristics to validate in respect of this TSI are defined in Section 4.3.15. Essential requirement 2.4.1 Section 10: ‘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 requirement is covered by the definition of the main functions of the public address system. The relevant characteristics to validate in respect of this TSI are defined in Section 4.3.16. 3.3.2. Reliability and availability Essential requirement 1.2: ‘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.’ Essential requirement 2.4.2: ‘The design of the vital equipment and the running, traction and braking equipment and also the control and command system must, in a specific degraded situation, be such as to enable the train to continue without adverse consequences for the equipment remaining in service.’ Meeting the performances specified in Sections 4.1.5, 4.2.1, 4.2.9, 4.3.1 and 4.3.3 allows these two requirements to be met. 3.3.3. Health requirements Essential requirement 1.3.1: ‘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 infrastructures.’ This requirement, which is not specific to the railway field, is covered by compliance with the appropriate European or national legislation. Essential requirement 1.3.2: ‘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.’ As already defined in Section 3.3.1, dealing with essential requirement 1.1.4, this requirement is dealt with in Section 4.3.11, which deals with fire protection. The relevant characteristics to validate in respect of this TSI are defined in Section 4.3.11. 3.3.4. Protection of the environment Essential requirement 1.4.1: ‘The repercussions on the environment of the establishment and operation of the trans-European high-speed rail system must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force.’ As concerns rolling stock, this requirement is covered by boundary characteristics relating to outside noise, electromagnetic interference as well as light pollution. The relevant characteristics to validate in respect of this TSI are defined in Sections 4.1.8; 4.1.9; 4.2.20. Essential requirement 1.4.2: ‘The materials used in the trains must prevent the emission of fumes or gases which are harmful and dangerous to the environment, particularly in the event of fire.’ This requirement, which is not specific to the railway field, is covered by compliance with the appropriate European or national legislation. Essential requirement 1.4.3: ‘The rolling stock and energy-supply systems must be designed and manufactured in such a way as to be electromagnetically compatible with the installations, equipment and public or private networks with which they might interfere.’ This essential requirement is covered by the basic parameter ‘Boundary characteristics linked to outside electromagnetic interference’. The relevant characteristics to validate in respect of this TSI are defined in Section 4.1.9. 3.3.5. Technical compatibility Essential requirement 1.5: ‘The technical characteristics of the infrastructures and fixed installations must be compatible with each other and with those of the trains to be used on the trans-European high-speed rail system. If adherence to these characteristics proves difficult on certain sections of the network, temporary solutions, which ensure compatibility in the future, may be implemented.’ This general requirement concerns the rolling stock fundamental criteria that correspond to the characteristics defined in Chapter 4 of this TSI. Some temporary solutions are envisaged. They will be evoked in particular cases to allow proper operation on existing lines or will ultimately appear in the form of special characteristics within the ‘infrastructure register’. Essential requirement 2.4.3 Section 1: ‘The electrical equipment must be compatible with the operation of the control and command and signalling installations.’ Defining the electrical boundary characteristics, the limits of electromagnetic interference and the interface with the control command subsystem ensures this compatibility. The relevant characteristics to validate in respect of this TSI are defined in Sections 4.1.6, 4.1.9 and 4.2.4. Essential requirement 2.4.3 Section 2: ‘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 high-speed rail system.’ This compatibility is ensured by the definition of the interface interfaces with the electrification system as specified in the TSI energy subsystem. The relevant characteristics to validate in respect of this TSI are defined in Section 4.2.3. Essential requirement 2.4.3 Section 3: ‘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 covered by values of the basic parameters, characteristics of the subsystem interfaces and additionally by the specified rolling stock performance. The relevant characteristics to validate in respect of this TSI are defined in Sections 4.1, 4.2 and 4.3.

3.4. Verification Conformity of the rolling stock subsystem and its constituents to the essential requirements is checked in accordance with the provisions envisaged in Directive 96/48/EC as well as in this TSI.

4. CHARACTERISTICS OF THE SUBSYSTEM

The Trans-European high-speed rail system (to which Directive 96/48/EC applies and of which the subsystem is a part) is an integrated system. It requires the basic parameters, interfaces and performance to be verified in particular so as to ensure that the system is interoperable and that the essential requirements are met.

With regard to technical interoperability, the rolling stock subsystem has the following characteristics:

— basic parameters

— interfaces with other subsystems

— specified performance

▼M1

The common characteristics of rolling stock are defined in Section 4 of the present TSI.

▼B

4.1. BASIC PARAMETERS OF THE ROLLING STOCK SUBSYSTEM

The basic parameters for the Rolling Stock subsystem are those listed in Annex II of Directive 96/48/EC:

— maximum track forces (BP4)

— axle load (BP10)

— maximum train length (BP11)

— vehicle loading gauge (BP12)

— minimum braking characteristics (BP13)

— electrical boundary characteristics for rolling stock (BP14)

— mechanical boundary characteristics for rolling stock (BP15)

— exterior noise limits (BP17)

— electromagnetic interference limits (BP19)

— interior noise limits (BP20)

— air conditioning limits (BP21)

— requirements for the transport of mobility impaired people (BP22).

Additional basic parameters:

— maximum pressure variations in tunnels (BP23)

— maximum gradients (BP25).

4.1.1. Maximum track forces (BP4)

In addition to basic parameter BP10 that deals with the static axle load, the characteristics that allow the maximum track forces to be defined are:

— the dynamic load applied to the rail by the wheel,

— the transverse forces exerted on the track by the train.

(a) Dynamic load The maximum vertical load to be exerted by the wheels on the rail (dynamic load of wheel Q) is defined as follows: — for rolling stock designed to operate on specially constructed high-speed lines at speeds equal to or greater than 250 km/h, the following values apply: —



V (km/h) Q (kN) V = 250 180 250 < V ≤ 300 170 V > 300 160 — for rolling stock designed to operate on specially upgraded high-speed lines at speeds of the order of 200 km/h: — ▼M1 the technical rules in use on these lines are applicable. ▼B

(b) Transverse track forces Interoperable rolling stock shall comply with the Prud'homme criteria for the maximum transverse force ΣY defined as follows: — total dynamic maximal transverse effort exercised by an axle on the track: — — P being the static load on the axle in kN. This result of this formula defines the limit of adhesion between the track tie and the ballast under the influence of transverse dynamic efforts, — quotient of the transverse and vertical efforts of a wheel: — — Y and Q expressing respectively transverse dynamic effort and vertical effort exercised by a wheel on the rail. This limit characterizes the risk of a wheel climb on the rail.

(c) Longitudinal track forces Longitudinal forces exerted on the track by the rolling stock shall always be less than those corresponding to an acceleration or a deceleration of 2,5 m/s2.

4.1.2. Axle load (BP10)

The mass on the rail shall be minimised in order to reduce the forces exerted on the track by the train.

This paragraph specifies the static axle load for interoperable rolling stock; note that the dynamic load from train movement is specified in basic parameter 4 (Section 4.1.1).

The limiting values for the static axle loads specified for interoperable trains are set out in the infrastructure TSI.

The track forces are based on the limits set by the increased track stresses resulting from excessive axle loads.

These different aspects are closely linked with the infrastructure subsystem in which the quality of the track is specified.

Note that a limit to the mass will also have the effect of reducing the installed power required and the energy consumption.

The maximum static load P0 for a motored axle shall not exceed:

— for rolling stock designed to operate on specially constructed high-speed lines at speeds equal to or greater than 250 km/h: — Po < or = 17 t/axle where V > 250 km/h, Po < or = 18 t/axle where V = 250 km/h, — where V = maximum service speed — The static load P0 for a non-powered axle shall not exceed 17 t,

— for rolling stock designed to operate on specially upgraded high-speed lines at speeds of the order of 200 km/h: — ▼M1 the technical rules in use on these lines are applicable. ▼B

These maximum values are to be considered with a 2 % tolerance for the average axle load of the whole trainset. Furthermore, for each individual axle load, a 4 % tolerance is acceptable.

In addition, the difference in static load between each side of the same vehicle shall not exceed 6 %.

4.1.3. Maximum train length (BP11)

High-speed trains suitable for running on the interoperable network shall be made up of fixed-consist trainsets (indivisible in service), able to run either singly (single unit) or coupled together (units in multiple).

The maximum length of the trains thus formed shall not exceed 400 m. A tolerance of 1 % is permissible in order to improve aerodynamic penetration of the front and rear of the train.

To allow them to operate in the terminal stations on the network, the maximum length of the trains shall be compatible with the length of platforms on high-speed and conventional lines that they are intended to serve on the trans-European network.

4.1.4. Vehicle loading gauge (BP12)

Interoperable rolling stock shall comply with the dynamic reference contour of one of the following vehicle gauges UIC 505-1, GA, GB or GC as defined in Annex G to this TSI.

▼M1

The choice of rolling stock gauge shall be made based on the routes over which the rolling stock is required to operate.

▼B

4.1.5. Minimum braking characteristics (BP13)

(a) High-speed trains incorporate a speed control system with different deceleration levels. The prescribed performance levels defining the minimum braking power for trains suitable for working on all high-speed lines are given in the two following tables. Meeting these performance levels and the safe operation of the braking system, for new systems, shall be fully demonstrated.

(b) It is important to note that the values in Tables 4.1.5c and 4.1.5d are those appropriate for rolling stock and they shall not be interpreted as being the parameter values for defining the braking curves required by the control-command sub-system. These require the essential safety margins for rail operations in all conditions to be taken into account. These margins shall be specified, for the lines concerned, in liaison with the control-command subsystem.

(c) Performances: the interoperable trainsets shall be able to achieve, over the range of speeds shown, the average decelerations listed hereafter.



Table 4.1.5c Braking mode te (s) Minimum deceleration under set braking conditions (m/s)2 330 to 300 (km/h) 300 to 230 (km/h) 230 to 170 (km/h) 170 to 0 (km/h) Case A — emergency braking with certain equipment isolated 3 0,85 0,9 1,05 1,2 Case B — emergency braking with certain equipment isolated and unfavourable climatic conditions 3 0,65 0,7 0,8 0,9 te(s) = Equivalent time of application. Note: Emergency braking applications in Case A and Case B shall be performed under the following conditions: Case A — level track and normal train load (number of seats × 80 kg) — dynamic brake of a motor traction module isolated. Case B In addition to the conditions in Case A, the following shall be added: — one pneumatic brake distributor is isolated; — reduced wheel-rail adhesion; — friction coefficient between pad and disc reduced by humidity. Note 1: On existing infrastructures, infrastructure managers may define further requirements because of the different signalling and control systems on their part of interoperable networks, (infrastructure register), e.g. additional braking systems or reduced service speeds for given braking distances. Note 2: Normal service braking conditions are defined in Section 4.3.7.

(d) Stopping distances : the stopping distance ‘S’ calculated as a function of the minimum decelerations defined above can be defined by using the formula: where: V0 = initial speed (measured in m/s) V1 … Vn = speed given in Table 4.1.5c (measured in m/s) ab1 … abn = specified deceleration over the speed band under consideration (measured in m/s2) te = equivalent time of application (measured in s) For example, the stopping distances to be met from specific initial speeds are given in Table 4.1.5d:



Table 4.1.5d Braking mode te (s) Stopping distances must not exceed 330—0 (km/h) 300—0 (km/h) 250—0 (km/h) 200—0 (km/h) Case A — emergency braking with certain equipment isolated 3 4 530 3 650 2 430 1 500 Case B — emergency braking with certain equipment isolated and unfavourable climatic conditions 3 5 840 4 690 3 130 1 940

(e) Supplementary conditions: For cases A and B, when emergency braking is considered: — the contribution of electric dynamic brakes can only be included in the calculation of the performances defined above if their operation is independent of the presence of voltage in the catenary, — the contribution of brakes independent of adhesion and based on retardation caused by the generation of eddy current in the rails can be included in the emergency braking performances, under the conditions defined in Section 4.2.15, — in this case, the condition that an independent eddy current brake module shall be isolated shall be added to the conditions stated in Cases A and B of Tables 4.1.5c and 4.1.5d, — electromagnetic track brakes independent of wheel/rail adhesion shall be available for emergency applications on all lines.

4.1.6. Electrical boundary characteristics for rolling stock (BP14)

The electrical characteristics of the rolling stock which interface with the fixed infrastructure can be considered under the following headings:

— the voltage and frequency variations in the electrical supply,

— the maximum power that can be drawn from the catenary,

— the power factor of the alternating current supply,

— the short over voltages generated by the operation of rolling stock,

— the electromagnetic interference, see Section 4.1.9,

— the other functional interfaces quoted in Section 4.2.3.

4.1.6.1. Voltage and frequency of the electricity supply

4.1.6.1.1. Energy supply

These boundary characteristics are defined in the energy TSI, Section 4.1.1 within which is defined, amongst other things, the voltage range to be supplied by the fixed installations.

4.1.6.1.2. Energy recuperation

The general conditions for the return of energy to the catenary from regenerative braking are specified in Section 4.3.6 and in Annex K to the energy TSI.

Rolling stock equipped with a regenerative braking system able to return energy to the catenary shall not, under any circumstances, cause the voltage to exceed the limits given in the Annex previously mentioned.

4.1.6.2. Maximum power that can be drawn from the catenary

The rolling stock shall be specified so that the maximum power demand on the catenary shall always be less than the value defined in Section 4.2.2.5 of the energy TSI.

The maximum current that can be drawn from the catenary during a stop of long duration is defined in Section 4.2.2.6 of the energy TSI.

4.1.6.3. Power factor

The power factor λ (defined by λ = α cosφ) of the rolling stock shall in all normal operating conditions remain above the values specified in Section 4.3.1.3 of the energy TSI,

4.1.6.4. Harmonic characteristics and related over-voltages on the OHL

The characteristics that prevent the generation of unacceptable over-voltages in the catenary are defined in Section 4.2.2.7 of the energy TSI.

4.1.7. Mechanical boundary characteristics for rolling stock (BP15)

The static and dynamic strength of vehicle bodies shall ensure the safety required for passengers and train crew. In particular, it should cope in the event of a collision with objects from outside of the rail system, such as heavy lorries or rock falls.

The construction standards used for this purpose shall ensure what is called passive safety. They do not compensate for a possible lack of active safety in the railway network but shall complement personal safety in unforeseen events that are beyond the control of the railway system.

The mechanical boundary limits defined for rolling stock to ensure that this requirement is met are defined below:

(a) static resistance of vehicle structures, and

(b) passive safety (crashworthiness).

(a) Static resistance of vehicle bodyshells (a1) Vertical static resistance: The bodyshell of each vehicle shall be able to withstand, without permanent deformation, the vertical static proof loads Fz in the following configurations: — jacking of the complete body of the vehicle in running order (VRO), without the running gear, by its four jacking points, — lifting of one end of the body, VRO, — exceptional vertical load: — the greater of the two values of Fz = 1,3 (m1 + (m21 or m22)) × g (N) where — m1 = weight of the car body, VRO, with tanks assumed to be half full, m21 = number of seats (excluding tip-ups) × 2 × 80 kg, m22 = number of seats (excluding tip-ups) × 80 kg + area of corridors and vestibules (m2) × 4 × 80 kg. (a2) Longitudinal static resistance: The bodyshell of each vehicle shall be able to withstand a static longitudinal, compressive loading, at the level of the coupler attachments, of at least 1 500 kN without residual deformation. Note: If this value is lower than the longitudinal resistance specified by the passive safety criteria, then the passive safety criteria value shall be applied.

(b) Passive safety (crashworthiness) See Annex A for a detailed explanation of these characteristics. In the event of a frontal impact, the mechanical structure of vehicles shall: — resist over-riding, — limit deceleration, — protect the areas occupied by passengers and the driver as far as possible, — absorb the energy collision. Three collision scenarios are proposed; corresponding respectively to: — a front end impact between two trainsets, — a front end impact with a vehicle fitted with side buffers, — an impact with a lorry on a level crossing. Main specifications to be met: — limited deformation to the driver and passenger areas from a static resistance with the ability to withstand a mean crush load of 1 500 kN, — dissipation of 6 MJ of crash energy of which at least 4,5 MJ shall be in the front part of the first vehicle, — all the vehicles in the trainset shall have a consistent level of crashworthiness — a maximum average deceleration in passenger and drivers cab areas to 5 g, — the vehicle ends shall be fitted with devices preventing over-riding. The problems, principles, scenarios as well as the specifications to be met for crashworthiness are described in more detail in Annex A. Assessment shall be made during the design phase and the integration of components and subassemblies; it shall include the assessment of material properties by crash tests on mock-ups or prototypes. Crush tests can be used as an alternative to assess conformity if the results can be accurately correlated with those of crash tests. Validation of technical solutions related to the present paragraph shall be made according to EN 12663 standard. Trains must withstand the mechanical loads due to pressure variations in tunnels.

4.1.8. Boundary characteristics linked to exterior noise (BP17)

(a) Stationary noise levels: Noise levels in stations or on stabling tracks shall not exceed 65 dB(A) measured continuously or 70 dB(A) intermittently. The following conditions apply to these values: measured over 30 seconds, in open country at 7,5 m from the axis of the track at a height between 1,2 and 3,5 m.

(b) Noise levels in high-speed service: Measurements are carried out in accordance with the constant speed test in prEN ISO 3095 — January 2001, with the following additional conditions: The noise level generated by a trainset in service shall not exceed a value of 87 dB(A) at a speed of 250 km/h, 91 dB(A) at a speed of 300 km/h and 92 dB(A) at a speed of 320 km/h (linear interpolation for other maximum speeds) ( 4 ). Measurements are carried out in accordance with the constant speed test in prEN ISO 3095 — January 2001, with the following additional conditions: — the passage of a train is measured in open country at 25 m from the axis of the track at a height of 3,5 m, — at constant speed with traction power operating, — minimal possible operational configuration for normal service, — a track type is used with design parameters ensuring minimum sound radiation from the track. These include: monoblock concrete sleepers in ballast and railpads with a static pad stiffness of at least 500 kN/mm at 60 kN preload. It is also permitted to use an acoustically equivalent track design, if available and proven. In that case, the track radiation must be shown to be equivalent to that of the track type mentioned, in accordance with prEN ISO 3095 — January 2001, Annex B: railhead roughness level L rough (one-third-octave-band) averaged over a width of 20 mm should be — with λ0 = 1 m and the wavelength λ between 0,2 and 0,005 m (rail roughness measurements according to ISO 3095, Annex C). In areas particularly sensitive to noise, the level of noise perceived on the passing of a train can be reduced by the installation of sound attenuating measures placed along the track. All noise measurements shall be made according to prEN ISO 3095 — January 2001.

4.1.9. Boundary Characteristics linked to exterior electromagnetic interference (BP19)

For electric trains, the supply of electricity from the distribution substation to the trains generates interference of high or low intensity by conduction (through the catenary and rail) and by electromagnetic radiation. In addition, any on-board electrical equipment is capable of causing interference.

4.1.9.1. Interference generated on the signalling system and the telecommunications network

The rolling stock shall meet specifications not to interfere with track circuits, axle counters, and the telecommunications network. The items to be taken into account are listed in the infrastructure register for reference purposes.

Compatibility between the rolling stock and the characteristics of the detection system shall be demonstrated using the acceptance procedures in EN 50238 standard.

4.1.9.2. not used

4.1.9.3. Radio frequency interference

The rolling stock shall meet the requirements of the EN 50121-3-1 standard by not generating interference affecting lineside and adjacent installations on a line declared to be interoperable.

4.1.9.4. Electromagnetic immunity

In order to avoid interference to the proper operation of rolling stock due to electromagnetic interference, the requirements of the following standards shall be met:

— EN 50121-3-1 for the total rolling stock subsystem,

— EN 50121-3-2 for the different kinds of on-board equipment susceptible to interference.

4.1.10. Boundary characteristics linked to interior noise (BP20)

The interior noise level of passenger vehicles is not considered to be an interoperability constituent. However, the noise level within the driver's cab is an important issue and in this case a permissible equivalent continuous sound pressure level of 84 dB(A) shall not be exceeded over 30 minutes. The measuring methods are defined in Chapter 6 of this TSI. The values recommended for new vehicle designs are indicated in Chapter 7.

4.1.11. Boundary characteristics linked to air conditioning (BP21)

— Driving cab: — The ventilation of the driving cab shall be such as to ensure that carbon monoxide and dioxide levels remain under the level set by European health and safety legislation.

4.1.12. Characteristics linked to the carriage of persons of reduced mobility (BP22)

The railway company has to take the necessary measures to guarantee the access of persons of reduced mobility to the operated vehicles. The horizontal and vertical surfaces required for the fixed installations are specified in the infrastructure TSI.

With two possible platform heights (550 mm and 760 mm) specified in the infrastructure TSI, it is unlikely that level access from platform to train will be achieved in all parts of the network. It will therefore be necessary to use technical and operational solutions to overcome this problem for disabled passengers. There are several solutions available that could be adopted on the trans-European high speed network which include:

— rolling stock solutions: — — bridging ramp integrated into rolling stock — lift integrated into rolling stock,

— infrastructure solutions: — platform lift partially raised platform (i.e. section of all platforms at 750 mm),

— operational solutions: — portable ramp deployed by operating staff mobile lift deployed by operating staff.

Access to trains for those with reduced mobility shall be possible. Since ‘disabled passengers’ includes wheelchair users (WCU), provisions for wheelchair users shall be designed to accommodate a ‘wheelchair’ conforming to the dimensions specified in ISO 7193. High-speed trains should be specifically equipped to meet their needs with an adapted toilet, space for at least one wheelchair, and gangways and doors of sufficient width.

These measures shall be put in place during upgrading or new building as disabled access measures are incorporated into harmonised national legislation.

4.1.13. Maximum pressure variations in tunnels (BP23)

The design of the interoperable trainsets shall be such that the maximum pressure variation defined in the infrastructure TSI (10 kPa) is never exceeded, even in the event that the pressure sealing of vehicles (when so equipped) fails.

Thus one can define the pressure characteristics of the trainset by a unique envelope curve in order to provide the three pressure variations P0, P1 and P2, which are specified in Annex B.

For reference purposes, the following values are used:

— ΔP0 < or = 1 800 Pa,

— ΔP1 < oder = 3 200 Pa,

— ΔP1 - 0,8ΔP0 < oder = ΔP2.

These values are given by:

— a ratio between the train and tunnel cross-sections of 0,18,

— a service speed of 250 km/h

4.1.14. Maximum gradients (BP24)

The rolling stock will be able to start, operate and stop on the maximum gradients on all the lines for which it is designed and over which it is likely to operate.

This is of particular relevance to the performance requirements specified in Chapter 4.3.

The maximum gradients of each line are defined in the infrastructure register.

4.2. ROLLING STOCK SUBSYSTEM INTERFACES

As far as technical compatibility is concerned, these are the interfaces of the rolling stock subsystem with the other subsystems:

— the design of the fixed formation trainset

— driver vigilance device

— the electrification system

— on-board train control equipment

— platform height

— the door controls

— emergency exits

— emergency couplers

— wheel/rail contact

— hot-box detection

— alarm signal

— pressure wave effects

— effect of crosswinds

— brakes independent of adhesion

— flange lubrication

— coefficient of flexibility.

The interfaces are defined in the following list in order to ensure the development of a consistent trans-European network.

4.2.1. Design of the fixed formation trainset

The trainsets shall be able to run on the European network and provide seamless travel for passengers. In this respect, they shall comply with the technical requirements stated in this TSI.

The trains concerned shall be self-propelled fixed formation trainsets, capable of bi-directional operation and achievement of the performance stated elsewhere. They shall provide a driver's cab at each end to aid reversals at terminal stations and in the event of a tunnel evacuation.

The following are permissible:

— conventional or articulated fixed consist trainsets,

— trainsets with or without tilt systems,

— single or double deck trainsets.

To allow train passenger capacity to meet changing traffic needs it is permissible to couple trainsets of the same type to run in multiple. Such a train formed from two or more trainsets shall meet the specification in this document. It is not a requirement that trains of different manufacturers' designs or from other networks shall operate coupled together.

4.2.2. Driver's vigilance device

Any lack of driver vigilance shall be detected within a given time and shall lead, in the absence of driver reaction, to an automatic emergency brake application on the train.

4.2.3. Electrification system

For electrically powered interoperable trainsets, the principal interface elements between the rolling stock and the energy subsystem are defined in the energy TSI.

They are as follows:

— the maximum power that can be drawn from the catenary (Section 4.1.6.2 of this document) defined in Section 4.2.2.5 of the energy TSI,

— the maximum current that can be drawn at standstill is defined in Section 4.2.2.6 of the energy TSI,

— the voltage and the frequency of the traction supply (see Section 4.1.6.1.1) defined in Section 4.2.2.7 of the energy TSI,

— over-voltages generated on the overhead line by harmonics (see Section 4.1.6.4) defined in Section 4.3.1.7 of the energy TSI,

— electrical protection measures defined in Section 4.2.2.8 of the energy TSI,

— the distribution of the pantographs defined in Section 4.2.2.9 of the energy TSI,

— running through phase separation sections defined in Section 4.2.2.10 of the energy TSI,

— running through system separation sections defined in Section 4.2.2.11 of the energy TSI,

— adjustment of the pantograph contact defined in Section 4.2.2.12 of the energy TSI,

— power factor (see Section 4.1.6.3) defined in Section 4.3.1.3 of the energy TSI,

— regenerative braking (see Section 4.1.6.1.2) defined in Section 4.3.1.4 of the energy TSI.

The interaction between the pantographs and the catenary is of particular importance since their joint operation will ensure an uninterrupted power supply for traction and, if required, regenerative braking. These requirements shall also be observed by all combinations of trains, single trainsets as well as trainsets that are coupled in multiple. The constraints imposed by the distribution of pantographs and the quality of current collection are defined in Section 4.3.2.3 of the energy TSI.

4.2.4. Control-command system onboard the trains

To conform Directive 96/48/EC, and finally move towards a unified system, interoperable trainsets shall be compatible with the ERTMS system (Commission Decision 2001/260/EC). Compatibility with existing systems will be achieved using adaptive modules installed on the trainsets. In practical terms it would be impossible to install all the modules required on board a train set. The choice of modules shall be based on the routes for which the trainset is intended.

The interface characteristics between the rolling stock and the control command subsystem are included in Section 4.2.1.2 of the TSI for that subsystem, and are notably:

— the minimum braking characteristics for the train covered in Section 4.1.5 of the present document,

— compatibility between the ground-based train detection systems and the rolling stock, dealt with Section 4.1.9.1 of the present document,

— compatibility between the detectors fixed under vehicles and the dynamic clearances of those vehicles,

— the environmental conditions for the on-board equipment are dealt with in Section 4.3.12 of the present document,

— electromagnetic compatibility with on-board control command equipment are dealt with in Section 4.1.9.4 of the present document,

— train data concerning braking, train integrity and train length,

— electromagnetic compatibility with the ground-based systems covered in Section 4.1.9.3 of the present document.

In addition, the following functions are directly linked with parameters defined by the control-command subsystem.

— operation in degraded mode conditions

— monitoring to ensure that the train speed is at all times less than or at most equal to the maximum permitted speed in the operating environment.

Information about the characteristics of these interfaces is given in Tables 5.1 A, 5.1 B and 6.1 in the control-command TSI. In addition, reference to European standards and specifications to be used as part of the assessment procedure for conformity are indicated, for each characteristic, in Annex A to the control-command TSI.

4.2.5. Passenger step

The passenger step for access to vehicles shall be optimised for the two platform heights of 550 mm and 760 mm that exist on the network, unless the trainset can only operate over a part of the network with a single platform height.

4.2.6. Passenger access door

(a) Terminology used: — a ‘closed door’ is a door held closed by the door closing mechanism only, — a ‘locked door’ is a door held closed by a mechanical door locking device, — a ‘door locked out of service’ is immobilised in a closed position by a mechanical device activated by a member of the train crew.

(b) Door operation: The passenger access doors shall be designed to operate in such a way that their opening and closing does not require any significant effort on the part of the passengers.

(c) Door closing: The control and command system shall allow the train crew (driver or conductor) to close and lock the doors before the train departs. When the locking control is under staff control, and activated from a door, this door can remain open when the other doors close, but it must then be possible for staff to close and lock it subsequently. In addition, a closing and locking order of this door shall occur automatically before the train reaches 5 km/h. The doors shall be kept closed and locked until the train crew releases them. In the event of loss of power to the door controls, the doors shall be kept locked by the locking mechanism.

(d) Information available to the train crew: An appropriate device shall indicate that all the doors apart from a door under local control are closed and locked. Appropriate indication will be provided to the train crew of any fault in the door closing operation. A ‘door locked out of service’ shall not be taken into account.

(e) Locking a door out of service: A manual device shall be provided to enable the train crew to lock a door out of service. This action shall be possible from both inside and outside the train. After the door is locked out of service it shall no longer be taken into account by the door controls or the onboard monitoring systems.

(f) Door opening release: The train crew shall be provided with controls that allow the doors to be released separately on each side, to allow them to be opened by passengers when the train is stopped. This opening control shall be accessible from both the outside and the inside of the vehicle. Each door shall be provided with an individual opening device, accessible to passengers, to allow that door to be opened for emergency reasons, at speeds below 10 km/h. This device shall have no effect on ‘a door locked out of service’.

(g) Door dimensions shall allow the complete evacuation of passengers in normal operation within three minutes.

4.2.7. Passengers' emergency exits

(A) Arrangement: the vehicles shall have a minimum number of emergency exits on each side of the vehicle, and shall conform to the following rules: — the distance between each passenger seat and an emergency exit shall always be less than 16 m, — there shall be at least two emergency exits in each vehicle accommodating 40 passengers or less and more than two in each vehicle accommodating more than 40 passengers, — the dimensions through the emergency exits shall be at least 700 mm × 550 mm.

(B) Operation: if doors cannot be opened, it is permissible to use the following as emergency exits: — the windows, by ejection of the window or glazing or by breaking the glass, — compartment doors, by rapid removal of the door or breaking the glass, — access doors, by ejecting them or breaking the glass. Trains must allow evacuation in a limited time. The dimension of doors and corridors must allow a free flow of passengers to the access doors and promote an even distribution of passengers over the doors.

(C) Signage: emergency exits shall be clearly identified to passengers and rescue teams by means of suitable signs.

(D) Evacuation via the doors: the interoperable high-speed trains shall be equipped with emergency devices allowing the evacuation of passengers via the access doors away from stations (emergency steps or ladders).

4.2.8. Driver's cab emergency exits

In an emergency, evacuation from the driver's cab (or access to the interior of the train by the emergency services) shall normally be by means of the access doors specified in Section 4.3.18a.

Where the doors do not give direct external access, each driver's cab shall be provided with an appropriate means of evacuation or at least one of the side windows shall have sufficient dimensions to allow for the release of trapped persons after the glass is removed or broken.

4.2.9. Coupling arrangements to rescue trainsets

High-speed trainsets shall:

(a) be equipped at each end of the trainset with a type of coupler meeting the requirements of Annex K. This provision enables the rescue of a trainset in the event of a breakdown by another interoperable trainset, without the need to use an intermediate coupler adapter;

(b) be able to be rescued by motive power units with standard UIC buff and draw components. To this extent, a special coupling equipment (emergency coupler) can be used. The emergency coupler shall be able to be installed by two people in 15 minutes.

4.2.10. Wheel/rail contact

(a) Description of the interface with the infrastructure: wheel/rail contact has an influence on: — vehicle running stability, — the vehicle ride behaviour, — noise emitted into the environment. Concerning the first point, the contact geometry shall be such that the stability of running gear is ensured at the highest running speeds. In relation to the other points, account shall also be taken both of conventional formations (ballast and sleepers), and of ballast-less track which has different characteristics. The required criteria shall also be complied with for vehicles and equipment with the wear that can be expected to occur on a high-speed network. This aspect interfaces closely with many parameters within the infrastructure subsystem such as the track gauge, cant deficiency and equivalent conicity. The different needs of this aspect are translated for this subsystem by the definition of standards for the wheels and axles that comprise the interface points. The definition of this interface with the infrastructure subsystem allows the ride stability of the rolling stock to be guaranteed in all circumstances and limits of wear of the running gear.

(b) Specification of ride stability criteria: vehicle ride stability, which is essential for vehicle running safety, depends on the design characteristics of vehicles and more specifically on the wheel-rail contact parameters. The following characteristics relate to the equivalent conicity defined by the infrastructure subsystem. Three infrastructure-related parameters determine this: — the profile of the rail head (e.g. UIC 60, etc.) — rail inclination (e.g. 1/40, 1/20, etc.) — track gauge (e.g. 1 435 mm, etc.). The geometric characteristics of the wheelset (tread profile, gauge of active surfaces, etc.) combined with the three previous parameters generally determines the ride stability to be maintained in the new or worn condition within the range of extreme tolerances permitted for each of these parameters.

(c) Characteristics of the interface elements: to be accepted for working on the interoperable network, rolling stock shall comply with the criteria on equivalent conicity defined in the infrastructure subsystem, and therefore shall: (c1) be fitted with axles fitted with: wheels having a profile in conformity with one of the following: — S 1002, — GV 1/40, distance between internal wheel faces measured at 60 mm below the top of the flange: — 1 357 to 1 363 mm for wheel diameter = or > 840 mm, — 1 359 to 1 363 mm for wheel diameter < 840 mm, distance between active faces of the wheel: — 1 410 to 1 426 mm for wheel diameter = or > 840 mm, — 1 415 to 1 426 mm for wheel diameter < 840 mm; (c2) be subject to acceptance tests in accordance with the provisions in Chapter 6 of the present TSI; (c3) to guarantee ride stability under all conditions and protect against failures, have mandatory procedures for periodic checking of the integrity of that equipment by ensuring ride stability (axles, suspension linkages, dampers, etc.); (c4) be fitted with an approved device for continuous detection of running gear instability, which shall only be active at speeds in excess of 220 km/h (i.e. in high-speed operation). This device shall advise the driver to reduce speed in the event of instability.

(d) Wear criteria characteristics: to achieve a proper match between the choice of materials for the rail (as defined in the Infrastructure TSI) and the wheels, the wheels shall use materials defined as follows: — for the entire zone of wheel rims wear, the values of Brinell hardness (HB) of the material have to be equal or superior (for every measure) to 245, — if the thickness of the zone of wear is superior to 35 mm, the value of 245 HB has to be obtained until a depth of 35 mm under the bearing surface, — the value of hardness in the connection between the wheel centre and the wheel rim should be lower at least by 10 points than the measured one on the verge of the range of wear.

(e) Electrical resistance of wheelsets: to ensure the operation of track circuits, the electrical resistance of each wheelset measured: — from tyre to tyre, — in tare condition, — with a voltage of between 1,8 and 2 volts, shall be less than: — 0,01 ohm when new, — 0,1 ohm after overhaul of the wheelset. In the case of independent wheels (left and right parallel wheels that rotate independently), it is necessary to electrically connect the pair of wheels to comply with the abovementioned values.

4.2.11. Hot-box detection ( 5 )

Axle box temperature rise shall be detected on high-speed trains.

This monitoring equipment shall be able to detect a temperature rise over time to allow abnormal temperature rises in an axle box to be detected. It shall be able to reliably transmit warning and alarm messages that, if necessary, are graduated in order to initiate a speed reduction or a train-stop depending on the extent of the temperature rise.

To prevent confusion when a hot box warning is given, the hotbox detection system has to be located entirely on board.

In addition, it has to be taken into account that axle box temperature-monitoring equipment is nevertheless installed on the ground to monitor trains not yet equipped with such train-borne systems or other types of trains running on the line.

Train-borne equipment shall not interfere with trackside axle box temperature-monitoring equipment installed on the routes concerned.

Infrastructure managers shall ensure the compatibility between the operation of interoperable trainsets and trackside axle box temperature monitoring equipment, according to the conditions set out in Section 7.2.6.2 of infrastructure TSI.

4.2.12. Emergency alarm

Passenger areas on high-speed trains shall be fitted with emergency signal devices conforming to the following provisions:

— emergency handle to activate the continuous brake must be installed in coaches where they can be easily seen and reached by passengers without having to pass through an interior door. The emergency handle must be clearly indicated by easily understood logos and instructions enabling passengers to use it without difficulty. — The emergency handle must have a clearly visible seal prior to passenger use. — The alarm once activated shall not be capable of being disengaged by passengers. If a device is provided to indicate that the alarm has been activated it should be marked as indicated in Annex Q to this TSI.

Operation of the emergency signal shall be indicated next to the device used.

Activating the alarm shall:

— initiate braking,

— cause a visual (flashing light) and acoustic (buzzer/klaxon) alarm to be triggered in the driver's cab,

— transmit a message (acoustic or visual signal) to the train crew working among the passengers,

— transmit an acknowledgement, recognisable by the person who triggered the signal (acoustic signal in the vehicle, braking application, etc.).

In all cases, the arrangements installed in the rolling stock (automatic brake application, in particular) shall allow the driver to intervene in the braking process so as to be able to choose the stopping point of the train, or start again immediately if the train has stopped. For this purpose, activation of one or more other alarms shall have no further effect, whilst the train-crew has not re-armed the first.

Lastly a connection between cab and train shall enable the driver, at his or her initiative, to investigate the reasons why the emergency signal was triggered.

4.2.13. Slipstream effects

The behaviour of a train with respect to slipstream effects on persons outside the train is characterised by the trackside forces created on passage of the trainset.

The sensor used is a dummy with the following characteristics:

A cylinder constituting a test body subjected to the slipstream effect with the following geometrical characteristics:

— cylinder frontal area: 0,36m2 ± 0,05m2,

— cylinder height: 0,92 m ± 0,10 m,

— height of the pressure centre (cylinder centre) in relation to the base of the bearing device: 1,10 m ± 0,15 m,

— a device maintaining the cylinder in its measuring position at garage distance dG,

— a measurement system.

Definitions:

Ve : test speed in km/h.

Vmax : the anticipated operating maximum speed in km/h.

TTmax : maximal effort module for the whole trainset.

IT : trail index in N.

dG : garage distance, or distance separating the outside model face (the closest to the rail) of the outside rail face.

It can be defined:

Then comes:

The reference values of the drag effect IT are defined as follows:

The interoperable trainsets have to respect:

— at the speed of 300 km/h,

— or in the maximal speed of the trainset if it is lower than 300 km/h,

IT value:

4.2.14. Effect of cross-winds

This item is still an open question (further studies underway). The transitional situation is described in the infrastructure TSI, Section 4.3.3.23.

4.2.15. Eddy current brakes

This paragraph deals with the Infrastructure subsystem interfaces relating to the use of eddy current track brakes.

As specified in the infrastructure TSI, the use of this type of brake, independent of adhesion, on the lines (to be built, upgraded or connecting) of the interoperable network is permissible as follows:

— for emergency braking on all lines except some specific connecting lines listed in the infrastructure register,

— for Full or normal service braking over the major part of the network. Use of this type of brake is permissible, line-by-line, as given in the infrastructure register.

The interoperable trainsets equipped with this type of brake shall meet the following specifications:

— brakes independent of wheel rail adhesion can be used from the maximum operating speed down to 50 km/h: (Vmax ≥ V ≥ 50 km/h),

— the maximum average deceleration shall be less than 2,5 m/s2 (this value, which is an interface with the longitudinal resistance of the track, shall be met with all brakes in use).

— in the worst case, that is to say with the trainsets working in multiple to their maximum permitted train length, the maximum longitudinal braking force applied to the track by a train shall not exceed: — — 360 kN in emergency braking — 180 kN (provisional value) for full service braking to meet the speed limits set by the signalling system — 100 kN (provisional value) for braking on steep gradients or where speed limits are automatically applied.

This is with the understanding that the safe operation of this type of brake can be proven and in particular the absence of risk relating to common mode failures. It is permissible to include the contribution of brakes independent of adhesion in the braking performances defined in Section 4.1.5 of the present TSI, for operation on lines where their use is permitted for full and normal service braking.

4.2.16. Flange lubrication

To protect the rails and wheels against excessive wear, particularly in curves, the interoperable trainset shall be equipped with flange lubrication. This shall be installed and monitored according to the following provisions:

lubrication must be assured in the curves with radius lower or equal to 1 200 m;

after such a lubrication: — a continuous film of lubricant is present on the active zone of the rail shoulder, — the bearing surface wheel/rail is not polluted, so as to not degrade braking performance.

Flange lubrication shall ensure the protection of all axles of the trainset.

4.2.17. Suspension coefficient

This parameter influences the dynamic loading gauge of a vehicle. The suspension coefficient of vehicles equipped with pantographs shall be less than 0,25.

4.2.18. Minimum curve radius

This parameter is an interface with the infrastructure subsystem in that the minimum curvatures to be taken into account are defined partly by the high-speed tracks (based on the cant deficiency) and partly by the existing network.

4.2.19. Maintenance

(a) Maintenance plan In order to guarantee that the performance of each of the characteristics in this TSI is maintained, the existence and application of a rolling stock maintenance plan shall be required. The maintenance plan shall be set up by the owner of the rolling stock or his agent in order to guarantee maintenance of the characteristics specified in the rolling stock subsystem. As a minimum the maintenance plan shall contain the following elements: — a set of inspections to be carried out with, if necessary, statements of the allowable limits (values outside which the train can no longer safely operate), — a set of equipment replacement schedules to be carried out on the basis of wear or period of use, — statements of the periodicity of these checks and how they are controlled, — provisions for the training and qualification of maintenance personnel, — standards relating to the provisions, checks and values called for above, — arrangements of the means of implementing these checks, — methods to ensure traceability of maintenance work on the rolling stock. The existence of the maintenance plan including the above elements will be verified by the notified body, but the operator is responsible for values and periodicities indicated in the maintenance plan.

(b) Maintenance work The majority of the maintenance work shall be the responsibility of the railway undertaking that operates the vehicle. In-service maintenance and minor repairs necessary to ensure a safe return journey shall be able to be carried out on parts of the network distant from the vehicles' home base, including whilst stabled on a foreign network. The main tasks concerned are required between the legs of a return journey: — filling and emptying (water, WC, sand, etc.), — cleaning of the vehicle. Also minor repairs and unplanned maintenance. To facilitate these operations, interoperable trainsets shall be capable of being stabled, with no crew onboard, with auxiliary power supply maintained for lighting, air conditioning, refrigerated cabinets, etc. The various requirements applicable to interoperability for undertaking these tasks are specified in the maintenance TSI. The functional interfaces between the maintenance subsystem and the rolling stock subsystem are as follows: — external cleaning of trainsets (Section 4.2.2.2.1 of the maintenance TSI) — the system for emptying retention toilets (Section 4.2.2.2.2 of the maintenance TSI) — interior cleaning of trainsets (Section 4.2.2.2.3 of the maintenance TSI) — arrangements for replenishing water and sand (Sections 4.2.2.2.4 and 5 of the maintenance TSI) — stabling arrangements (Section 4.2.2.2.6 of the maintenance TSI). The constituents that interface between the maintenance and rolling stock subsystems are: — the connectors for toilet emptying (Section 5.3.1 of the maintenance TSI) — the power sockets for interior cleaning of the trainsets (Section 5.3.3 of the maintenance TSI) — the connectors for water replenishment (Section 5.3.5 of the maintenance TSI)

4.2.20. External lights and horn

(a) Front and rear lights As specified in Section 4.2.1, it is permissible for trains to be made up of one or more trainsets. The lights described below shall only appear at the front and rear ends of the complete train formation. The external lights of driving cabs located at intermediate points within the train shall be kept switched off. The trainsets shall be fitted with: — three fixed white indicator lamps at the front of the train in the direction of travel, two in a horizontal line on the lower part and a third placed centrally above, — two red indicator lamps at the rear of the train in a horizontal line. In addition to their traditional role as the front and rear indicator lamps, it shall be possible in emergency to use the lamps in specific ways and arrangements. The dimensions, fitting, positioning, visibility, intensity, operation, etc., of the lamps shall be as specified in Annex H to this TSI.

(b) Horns The trainsets shall be fitted with horns with two distinct tones.

4.2.21. Lifting/rescue procedures

A procedure shall be established for managers of the infrastructures regularly operated over by the trainsets which describes the method as well as the means of recovering a trainset in difficulties.

4.3. SPECIFIED PERFORMANCE

To verify the rolling stock subsystem, performance criteria for the trans-European high-speed network shall be met for the specific requirements of each of the following line categories:

— kines specifically built for high speed,

— lines specifically upgraded for high speed,

— lines specially upgraded for high speed but with special characteristics.

For the rolling stock subsystem these requirements are:

4.3.1. Minimum performance requirements

In order to run on the interoperable network and under conditions allowing trains to slot smoothly into the overall traffic pattern, all high-speed rolling stock shall be required to guarantee minimum traction and braking performance levels. The trains shall have sufficient standby and backup capacity to ensure that these performance levels are maintained or only slightly downgraded in case of breakdown in systems or modules contributing to these processes (traction chain from pantograph to axles, mechanical/electrical braking equipment). These margins and redundancies are defined in detail in the characteristics contained in Sections 4.3.2 to 4.3.6, 4.3.9, 4.3.11, 4.3.15 and 4.3.16.

In the event of the failure of rolling stock equipment or functions, or passenger overload, the rolling stock operator shall, in full knowledge of the consequences, have defined the acceptable limits and operating conditions associated with each degraded mode. For this purpose, the various degraded modes that can be experienced in service shall be described and indexed in a special document.

Performance levels demanded on the other lines and feeder lines that do not form part of the interoperable network as such, but allow access to terminal installations (stations, train stabling tracks,), shall be defined in bi-or multilateral agreements between operators and infrastructure managers depending on the service levels planned.

4.3.2. Maximum service speed of trainsets

Interoperable trains shall have, in conformity with Article 5(3) of and Annex I to Directive 96/48/EC, a maximum service speed of:

— at least 250 km/h in the case of rolling stock designed for lines specially built for high speed,

— the order of 200 km/h in the case of rolling stock designed for existing lines which have been or are to be specially upgraded.

The maximum service speed is the nominal speed trains are expected to run in daily operation on appropriate sections.

In both cases, it shall be possible for interoperable rolling stock to be worked at their maximum speed (if allowed by the infrastructure) with sufficient acceleration margins (as specified in the following paragraphs).

4.3.3. Traction performance requirements

In order to guarantee proper compatibility with other train operations, the mean minimum accelerations calculated over time on a level track shall be:

— 0 to 40 km/h: 48 cm/s2

— 0 to 120 km/h: 32 cm/s2

— 0 to 160 km/h: 17 cm/s2

At the maximum service speed and on level track, the residual acceleration shall be at least 5 cm/s2.

For reasons of availability, traffic flow, and safe clearance of tunnels, three conditions shall be met by the trainsets:

— performance shall be achieved with the mean supply voltage available at the pantograph as specified in energy TSI Section 4.3.1.1, Annex L,

— a failed traction module shall not deprive the trainset of more than 25 % of its rated output,

— failure of a traction supply element shall allow at least 50 % of the traction modules to continue in operation.

Under these conditions it shall be possible for a trainset under normal load (number of seats × 80 kg) with a traction module out-of-service to start on the maximum gradient it is likely to meet with a residual acceleration in the vicinity of 5 cm/s2. It shall be possible for this starting regime to be maintained for 10 minutes, and for the speed to reach 60 km/h.

4.3.4. Traction adhesion requirements

To ensure a high availability of traction, the utilisation of adhesion shall not exceed the values given below:

— at start-up and at very low speed: 25 %

— at 100 km/h: 25 %

— at 200 km/h: 17,5 %

— at 300 km/h: 10 %.

In order to make the best of the adhesion available, interoperable rolling stock shall be equipped with an anti-slip system.

4.3.5. Brake adhesion demand limits

For speeds between 50 and 200 km/h, the maximum adhesion coefficient demand during braking shall be no more than 0,15. For speeds above 200 km/h, the adhesion coefficient demand declines linearly to 0,10 at 350 km/h.

A train in full service condition and a normal passenger load shall be used to verify these values.

4.3.6. Brake system requirements

In addition to the needs listed in Sections 4.1.5 and 4.3.5, the braking system of interoperable trainsets shall be designed in such a way that attainment of the safety objectives set by Directive 96/48/EC can be demonstrated. In particular that they do not introduce any degradation in this area, either for the rolling stock subsystem or the total rail system.

This demand is implicitly satisfied by interoperable trainsets using UIC braking systems. For other braking systems, a demonstration must establish that it is possible to achieve a level of operation at least as safe as that achieved in the prescribed standard.

Furthermore, and whatever is envisaged for construction, the brake system must meet the following requirements:

for the complete train: — use of the emergency brake, for whatever reason, shall automatically cut all traction power, without the facility to reapply traction power while the emergency brake is applied, — the emergency brake shall be capable of being applied at all times with the driver in his normal driving position, — vehicles shall be fitted with wheel-slide devices to control the sliding of wheels in the event of reduced adhesion between wheel and rail, — vehicles shall be equipped with a wheel-monitoring system to advise the driver that an axle has seized. The wheel-monitoring system shall be independent of the wheel-slide system in all its functions.

Electric braking: — it shall only be permissible to take account of the electric brake in the brake performance if its operation is independent of the presence of voltage in the catenary, — where the electrical installations (the sub-stations) permit, the return of electrical energy generated in braking is permissible, but this shall not cause the voltage to exceed the limits defined in Annex P to this TSI, — in addition, in the event that the supply to the catenary is lost, it shall not prohibit the line voltage dropping to 0 V.

In addition, interoperable trainsets shall be provided with: — indicators of brake failure, — a means of brake isolation, — a system of (brake) fault diagnostics.

4.3.7. Service braking performance

In addition to the specifications required in Section 4.1.5 ‘minimum braking characteristics’, the trainsets shall comply with the average decelerations in service defined below:







Table 4.3.7 Braking mode te (s) Minimum deceleration under set braking conditions (m/s)2 330 to 300 (km/h) 300 to 230 (km/h) 230 to 170 (km/h) 170 to 0 (km/h) Normal service braking 2 0,35 0,35 0,6 0,6 te(s) = equivalent time of application.

These decelerations shall be achieved by a train on level track, in the configurations defined in Section 4.1.5, case A and B.

4.3.8. Protection of an immobilised train

It shall be possible for the train to be kept stationary for an indefinite period on the maximum gradient on the line concerned. When the parking brake alone is not sufficient, it shall be supplemented by extra on-board facilities.

4.3.9. Brake performance on steep gradients

(reserved)

4.3.10. Detection of derailments

Derailment detection systems shall be installed on new builds of trainsets, when they are available and homologated.

4.3.11. Protection against fire and toxic fumes

(a) The trainsets shall be able to continue to operate for 15 minutes at a speed of at least 80 km/h with a fire declared to be on board. A fire in an area that is open to natural ventilation must not allow transmission to other areas of the train within 15 minutes.

(b) Passengers and train crew shall be protected against fire hazards. A fire resistance of at least 15 minutes shall be provided between: — high power electrical equipment and passengers and staff areas, — two vehicles of the trainset

(c) For thermal engines, the fire barriers between the driver's cab, passenger and staff areas, thermal engines and fuel tanks, shall have a fire resistance of at least 30 minutes.

(d) The high voltage electrical equipment compartments and those parts of the train not directly visible to the train crew or passengers which are likely to be the source of a fire shall be equipped with a system of fire detection, parts of the train to be so equipped shall be defined as the result of a global assessment of fire risks.

(e) In order to prevent fire, materials with low flammability must be used and e