30.4.2004 Official Journal of the European Union L 155/1 EN 
  
 
 
COMMISSION DECISION 
of 29 April 2004  
specifying the basic parameters of the ‘Noise’, ‘Freight Wagons’ and ‘Telematic 
applications for freight’ Technical Specificat ions for Interoperability referred to in 
Directive 2001/16/EC  
 
(notified under document number C(2004) …..) 
 
(Text with EEA relevance) 
(2004/446/EC) 
THE COMMISSION OF THE EUROPEAN COMMUNITIES, 
Having regard to the Treaty establishing the European Community, 
Having regard to Directive 2001/16/EC of the European Parliament and of the Council of 19 
March 2001 on the interoperability of the trans-European conventional rail system (1), and in 
particular Article 6(1) and 6(4) thereof, 
Whereas: 
(1) In accordance with Article 2(c) of Di rective 2001/16/EC, the trans-European 
conventional rail system is subdivided into st ructural or functional subsystems . Each 
of the subsystems is to be covered by a technical specification for interoperability 
(TSI); 
                                                 
1 OJ L 110, 20.4.2001, p. 1. 
 (2) As a first step, draft TSIs have to be drawn up by the joint representative body under a 
mandate from the Commission in accordance with the procedure set out in 
Article 21(2) to the Directive; 
(3) The Committee set up under Article 21 of Directive 2001/16/EC (hereafter ‘the 
Committee’) has appointed the European Association for Railway Interoperability (hereafter ‘the AEIF’) as the joint representative body;  
(4) The AEIF has been given a mandate to draw  up draft TSIs on ‘noise’, ‘freight wagons’ 
and ‘telematic applications for freight’;  
(5) However, in accordance with Article 6(4) of Directive 2001/16/EC, the first stage in 
developing the above-mentioned TSIs is to es tablish the characteristics of their basic 
parameters to be used by the AEIF; it does not preclude the need to validate and, if 
necessary, further amend, update or modify these parameters in the corresponding TSI, which shall be adopted in accordance with  Article 6(1) of Directive 2001/16/EC; 
(6) A number of specific cases have been request ed and are being discussed in the context 
of the development of the corresponding TSIs. However it is considered more 
appropriate to include specific cases in the TSIs rather than in this Decision; 
(7) Without prejudice to article 25 of Directive 2001/16/EC, this Decision does not affect 
either the existing rail system or the development of new projects as long as the 
corresponding TSIs are not adopted;  
(8) In accordance with the above-mentioned mandate the AEIF has already developed 
complete draft TSIs for the ‘telematic appl ications for freight’,  ‘noise’ and ‘freight 
wagons’ subsystems . These TSIs will be adopted once the cost-benefit analysis 
foreseen by Directive 2001/16/EC are deve loped and after consultation of users 
organisations and social partners; 
(9) The definitions and characteristics to be respected for the basic parameters of the 
‘noise’, ‘freight wagons’ and ‘telematic appl ications for freight’ as proposed by the 
AEIF should be adopted; 
(10) The measures provided for in this Decision are in accordance with the opinion of the 
Committee set up by Directive 2001/16/EC, 
HAS ADOPTED THIS DECISION:  
Article 1 
The definitions and characteristics to be respec ted for the basic parameters of the ‘Noise’, 
‘Freight Wagons’ and ‘Telematic applications  for freight’ TSIs referred to in Directive 
2001/16/EC are set out in the Annex to this Decision. 
Article 2 
This Decision is addressed to the Member States. 
 Done at Brussels, 29 April 2004.  
 For the Commission 
 Loyola DE PALACIO  
 Vic-President of the Commission 
L 155/4 Official Journal of the European Union 30.4.2004 
 EN 
ANNEX 
 
TABLE OF CONTENTS 
1. BASIC PARAMETERS RELATED TO THE NOISE TSI........................................5 
1.1. Noise emitted by freight wagons.......................................................................5 
1.1.1. Description of the parameter ...............................................................5 1.1.2. Characteristics to be respected ............................................................5 
1.2. Noise emitted by Locomotives, Multiple Units and Coaches ...........................6 
1.2.1. Description of the parameter ...............................................................6 1.2.2. Characteristics to be respected ............................................................6  
2. BASIC PARAMETERS RELATED TO THE TSI ON FREIGHT WAGONS..........9 
2.1. Interface (e. g. Coupling) between vehicles, between set of vehicles 
and between trains .............................................................................................9 
2.1.1. Description of the parameter ...............................................................9 
2.1.2. Characteristics to be respected ............................................................9 
2.2. Safe access and egress for rolling stock ..........................................................10 
2.2.1. Description of the parameter .............................................................11 
2.2.2. Characteristics to be respected ..........................................................11 
2.3. Functional requireme nts: Strength of main vehicle structure .........................13 
2.3.1. Description of the parameter .............................................................13 
2.3.2. Characteristics to be respected ..........................................................13 
2.4. Securing of Freight ..........................................................................................18 
2.4.1. Description of the parameter .............................................................18 
2.4.2. Characteristics to be respected ..........................................................18 
2.5. Doors closing and locking...............................................................................18 
2.5.1. Description of the parameter .............................................................18 2.5.2. Characteristics to be respected ..........................................................18 
2.6. Labelling of freight wagons.............................................................................19 
2.6.1. Description of the parameter .............................................................19 2.6.2. Characteristics to be respected ..........................................................19 
2.7. Special vehicles for the transp ort of dangerous goods and pressured 
gases 20 
2.7.1. Description of the parameter .............................................................20 2.7.2. Characteristics to be respected ..........................................................20 
 
 
 2.8. Kinematic Gauge .............................................................................................21 
2.8.1. Description of the parameter .............................................................21 
2.8.2. Characteristics to be respected ..........................................................22 
2.9. Static axle load, dynamic wheel load and linear load .....................................23 
2.9.1. Description of the parameter .............................................................23 
2.9.2. Characteristics to be respected ..........................................................23 
2.10. Electrical protection of the train......................................................................24 
2.10.1. Description of the parameter .............................................................24 
2.10.2. Characteristics to be respected ..........................................................25 
2.11. Vehicle dynamic behaviour (w heel-rail interaction).......................................26 
2.11.1. Description of the parameter .............................................................26 
2.11.2. Characteristics to be respected ..........................................................26 
2.11.2.1. General ..............................................................................26 2.11.2.2. Functional and technical specifications of the 
subsystem ..........................................................................27 
2.12. Longitudinal compressive Forces....................................................................28 
2.12.1. Description of the parameter .............................................................28 2.12.2. Characteristics to be respected ..........................................................28 
2.12.2.1. General ..............................................................................28 
2.12.2.2. Functional and technical specifications of the 
subsystem ..........................................................................29 
2.12.2.3. Maintenance rules..............................................................30 
2.13. Braking performance .......................................................................................30 
2.13.1. Description of the parameter .............................................................30 2.13.2. Characteristics to be respected ..........................................................30 
2.13.2.1. General ..............................................................................30 
2.13.2.2. Functional and Techni cal Specification of braking 
performance.......................................................................31 
2.14. Vehicle capability to transmit information between ground and vehicle........38 
2.14.1. Description of the parameter .............................................................38 2.14.2. Characteristics to be respected ..........................................................38 
2.14.2.1. General ..............................................................................38 
2.14.2.2. Functional and technical specification of the 
subsystem ..........................................................................38 
2.14.2.3. Maintenance rules..............................................................39 
2.15. Environmental conditions for ro lling stock (Range of functioning of 
components) ....................................................................................................40 
 
 
 2.15.1. Description of the parameter .............................................................40 
2.15.2. Characteristics to be respected ..........................................................40 
2.16. Emergency Exits and Signposting...................................................................42 
2.16.1. Description of the parameter .............................................................42 
2.16.2. Characteristics to be respected ..........................................................43 
2.17. Fire Safety .......................................................................................................43 
2.17.1. Description of the parameter .............................................................43 
2.17.2. Characteristics to be respected ..........................................................43 
 
3. BASIC PARAMETERS RELATED TO THE TSI ON TELEMATIC 
APPLICATIONS FOR FREIGHT ............................................................................47 
3.1. Consignment Note data ...................................................................................47 
3.1.1. Description of the parameter .............................................................47 3.1.2. Characteristics to be respected ..........................................................47 
3.2. Path Request ....................................................................................................48 
3.2.1. Description of the parameter .............................................................48 3.2.2. Characteristics to be respected ..........................................................48 
3.3. Train Preparation.............................................................................................49 
3.3.1. Description of the parameter .............................................................49 3.3.2. Characteristics to be respect ..............................................................49 
3.4. Train Running Forecast ...................................................................................52 
3.4.1. Description of the parameter .............................................................52 3.4.2. Characteristics to be respected ..........................................................52 
3.5. Service Disruption Information.......................................................................53 
3.5.1. Description of the parameter .............................................................53 
3.5.2. Characteristics to be respected ..........................................................53 
3.6. Train Location .................................................................................................53 
3.6.1. Description of the parameter .............................................................53 
3.6.2. Characteristics to be respected ..........................................................53 
3.7. Shipment ETI / ETA........................................................................................54 
3.7.1. Description of the parameter .............................................................54 
3.7.2. Characteristics to be respected ..........................................................54 
3.8. Wagon Movement ...........................................................................................55 
3.8.1. Description of the parameter .............................................................55 
3.8.2. Characteristics to be respected ..........................................................55 
 
 
 3.9. Interchange Reporting .....................................................................................56 
3.9.1. Description of the parameter .............................................................56 
3.9.2. Characteristics to be respected ..........................................................56 
3.10. Data Exchange for Quality Improvement........................................................57 
3.10.1. Description of the parameter .............................................................57 
3.10.2. Characteristics to be respected ..........................................................57 
3.11. Various Refere nce Files ..................................................................................58 
3.11.1. Description of the parameter .............................................................58 
3.11.2. Characteristics to be respected ..........................................................58 
3.12. Electronic Transmission of Documents...........................................................59 
3.12.1. Description of the parameter .............................................................59 
3.12.2. Characteristics to be respected ..........................................................59 
3.13. Networking & Communication .......................................................................60 
3.13.1. Description of the parameter .............................................................60 
3.13.2. Characteristics to be respected ..........................................................60 
61 
 
 
 
 
 1. BASIC PARAMETERS RELATED TO THE NOISE TSI   
1.1. Noise emitted by freight wagons  
1.1.1.  Description of the parameter 
Noise emitted by freight wagons subdivides in to the pass-by noise and the stationary 
noise.  The pass-by noise of a freight wagon is highly influenced by the rolling noise (noise of 
the wheel/rail contact). The parameter set for the characterizati on of pass-by noise 
comprises:  
• Sound pressure level, according to  a defined meas uring method, 
• Microphone position, 
• Speed of the wagon, 
• Rail roughness, 
• Dynamical and radiation behaviour of the track. 
The stationary noise of a freight wagon can  only occur, if the wagon is equipped with 
auxiliary devices like engines,  generators, cooling systems. It is mostly applicable for 
cooling cars. The parameter set for the charac terisation of stationa ry noise comprises: 
• Sound pressure level, according to a de fined measuring method and microphone 
position, 
• Operating conditions. 
 
1.1.2.   Characteristics to be respected 
 
Limits for the Pass-by Noise 
The indicator for the pass-by noise is the A-weighted equivalent  continuous sound 
pressure level L
pAeq,Tp  measured over the pass-by time at a distance of 7.5 m from 
centreline of track, 1.2 ± 0.2 m above top of  rail. The measurements shall be made in 
accordance to prEN ISO 3095:2001 except that  the reference track shall meet the 
requirements stated in the relevant TSI . 
The limiting values L pAeq,Tp  for the pass-by noise of fr eight wagons under these above 
mentioned conditions are to be determined, based on the performance of K-blocks, while 
taking necessary safety aspects into account. The AEIF shall take results of measurement 
campaign as available by 01.02.2004 into account.   
  
  
  
The pass-by noise of a train shall be measur ed at 80 km/h and at maximum speed, but no 
higher than 200 km/h. The values to be compared with the limits is the maximum of the 
measured value at 80 km/h and the measured  value taken at maximum speed but referred 
to 80 km/h by the equation L
pAeq,Tp (80 km/h) = L pAeq,Tp (v)-30*log (v/80 km/h). 
 
 
  
Limits for the Stationary noise 
Sound pressure of the stationary noise has to  be described by the A- weighted equivalent 
continuous sound pressure level L pAeq,T , according to prEN ISO 3095:2001, chapter 7.5. 
The limiting values L pAeq,T  for the stationary noise of fr eight wagons in a distance of 
7.5 m from centreline of track are given in Table 1 . 
 
Wagons L pAeq,T  
All freight wagons < = 65 dB(A) 
Table 1: Limiting values L pAeq,T  for the stationary noi se of freight wagons 
 
The sound pressure level of the stationary noi se is the energetic mean of all measuring 
values taken at the measuring points acco rding to prEN ISO 3095:2001 Annex A, Figure 
A.1..  
  
1.2. Noise emitted by Locomotives, Multiple Units and Coaches 
1.2.1.  Description of the parameter 
 
Noise emitted by locomotives, multiple units and coaches s ubdivides into the stationary 
noise, the starting noise, and th e pass-by noise. The stationary  noise is highly influenced 
by the auxiliaries, namely the cooling system s, the air conditioning and the compressor. 
The starting noise is also dom inated by the auxiliaries in addition to the sound of the 
wheel/rail contact, especially as a function of wheel slip velocity, by the traction 
components (motor, gear, traction converter and Di esel engines). 
The pass-by noise is highly influenced by  the rolling noise, linked to the wheel/rail 
interaction, as function of speed of the vehi cle. The rolling noise itself is caused by the 
roughness and dynamical behaviour of the track. In the case of lower sp eeds, the noises 
of auxiliaries and traction uni ts are also involved. The emitted level of noise is 
characterised by: 
• Sound pressure level, accordi ng to a measuring method, 
• Microphone position. 
Multiple units are fixed trainsets either with distributed power or with one or more special dedicated power cars and coaches. Mu ltiple units with electric traction are 
abbreviated as “EMU’s”, with Diesel tract ion as “DMU’s”. In this document, the 
wording “Diesel” or “Diesel engine” compri ses all kinds of thermal engines which are 
used for traction. Fixed formation trains th at consist of two lo comotives and coaches 
cannot be considered as multiple units if the locomotives can opera te in different train 
configurations. 
 
1.2.2.  Characteristics to be respected 
 
The limits for the stationary noise
 are defined in a distance of  7.5 m from the centreline 
of track, 1.2 m and 3.5 m above the upper surf ace of the rails. The measuring conditions 
are defined by the standard pr EN ISO 3095: 2001 with the deviations defined in the 
relevant TSI. The indicator for the sound pressure level is L pAeq,T . The limiting values for 
 
 
 the noise emission of the vehicles under th ese above mentioned c onditions are given in 
Table 2 .  
 
Vehicles L pAeq,T  
 
Electric locomotives  75 
Diesel locomotives  75 
EMU’s 68 
DMU’s 73 
Passenger coaches 65 
Table 2: Limiting values L pAeq,T  for the stationary noise of E-, D-locomotives, 
EMU’s, DMU’s and passenger coaches  
 
Limits for the Starting Noise  
The limits for the starting noise are defined in  a distance of 7.5 m from the centreline of 
track, 1.2 m and 3.5 m above the upper surfa ce of the rails. The measuring conditions are 
defined by the standard pr EN ISO 3095:2001 with  the deviations defi ned in the relevant 
TSI. The indicator for the sound pressure level is L pAFmax . The limiting values for the 
starting noise of the vehicl es under these above mentione d conditions are given in Table 
3.  
 
Vehicle L pAFmax  
Electric locomotives 82 
Diesel locomotives 86  
EMU’s 82 
DMU’s 83 
Table 3: Limiting values L pAFmax  for the starting noise of E-, D-locomotives, 
EMU’s, DMU’s  
 
Limits for the Pass-by Noise  
The limits for the pass-by noise are defined in  a distance of 7.5 m from the centreline of 
the reference track, 1.2 m or 3.5 m above the upper surface of the rail s for a vehicle speed 
of 80 km/h. The indicator for the sound pressure level is L pAeq,Tp .  
The measurements shall be done in accorda nce with prEN ISO 3095:2001 except that the 
reference track shall meet the require ments stated in the relevant TSI.  
The pass-by noise of a train sh all be measured at 80 km/h  and at maximum speed, but no 
higher than 200 km/h. Other speeds mentioned in the ISO EN 3095 shall not be 
considered. The value to be co mpared with the limits (see Table 4 ) is the maximum of 
the measured value at 80 km/h and the me asured value taken at maximum speed but 
referred to 80 km/h by the equation. L
pAeq,Tp (80 km/h) = L pAeq,Tp (v)-30*log (v/80 km/h). 
The limiting values for the noise emission of E-, D-locomotives, EMU’s, DMU’s and 
passenger coaches under these above me ntioned conditions are given in Table 4 . 
 
Vehicle L pAeq,Tp  @ 7,5 m 
Electric locomotives 85 
Diesel locomotives 85 (to be confirmed by test) 
EMU’s 81 
DMU’s 82 
 
 
 Passenger coaches 80 
Table 4: Limiting values L pAeq,Tp  for the pass-by noise of E-, D-locomotives, 
EMU’s, DMU’s and passenger coaches 
 
 
 
  
 
2. BASIC PARAMETERS RELATED TO THE TSI  ON FREIGHT WAGONS  
2.1. Interface (e. g. Coupling) between vehicles, between sets of vehicles and 
between trains  
2.1.1.  Description of the parameter 
 
A device used for connecting one railway vehi cle (set of vehicles, train) to another. 
 Within interoperable trainsets any individua l coupling system as required can be used. 
These trainsets must have the interoperable emergency coupling avai lable for use at the 
ends. 
 
Interface requirement s between interoperable vehicles/trainsets are only to be defined for 
mechanical, electrical and pneumatic coupli ngs in normal and emergency conditions. 
Gangways for interfacing with passenger ve hicles are included where appropriate. 
 
 
2.1.2.  Characteristics to be respected 
General
 
Wagons shall have resilient buffing  and draw gear at both ends. 
 Rakes of wagons which are never split up when  in service are considered as a single 
wagon for the application of this requirement . The interfaces betwee n these wagons shall 
incorporate a resilient coupling system, wh ich can withstand the forces due to the 
intended operational conditions. 
 Trains which are never split up in servi ce are considered as a single wagon for the 
application of this requirement. If they do no t have a standard screw coupler and buffers 
they shall have the facility to fit an em ergency coupler at both ends. The connections 
between the individual wagons shall satisfy the above requi rements for rakes of wagons. 
 Buffers
 
When buffers are fitted, two identical buffers  shall be fitted at a vehicle end. These 
buffers shall be of a compressible type. 
 The height of the centre line of the bu ffing gear shall be between 940 mm and 1065 mm 
above rail level in all conditions of loading. 
 
The standard distance be tween buffer centrelines shall be nominally 1750 mm 
symmetrically about the centreli ne of the freight wagon.   
 Buffers shall have a minimum stroke of 105 mm 
0
–5 mm and an energy absorption 
capability of at least 30 kJ. 
 
The buffer heads shall be convex and the radi us of curvature of their spherical working 
surface equal to 2750 mm ± 50 mm. 
 
 
  
Wagons fitted with buffers with a stroke in  excess of 105 mm shall always have four 
identical buffers (elastic systems, stroke) exhibiting the same design characteristics. 
 
If interchangeability of the buffers is requ ired the following free space on the headstock 
shall be provided for the supporting plate.  The buffer shall be fixed to the wagon 
headstock by means of four M24 Ø locked fa steners (e.g. self locking nut etc.) of a 
quality class which provides a yiel d strength of at least 640 N/mm 2. 
 
Buffers shall have an identification mark. Th e identification mark shall contain at least 
the buffer stroke in “mm” and a value for the energy storage capacity of the buffer. 
 
Draw Gear  
The standard draw gear betw een vehicles shall be non-con tinuous and comprises a screw 
coupling permanently attached to the hook, a draw hook and a draw bar with a spring 
system. 
 The height of the centre li ne of the draw hook shall be between 950 mm and 1045 mm 
above rail level in all conditions of loading. 
 
The draw hook and the draw bar shall withst and a force of 1000 kN without breaking. 
 The screw coupler shall withstand a force of 850 kN without breaking. The breaking 
strength of the screw coupler sh all be lower than the breaki ng strength of other parts of 
the draw gear. 
The maximum weight of the screw coupler shall not exceed 36 kg. 
 
The length of the screw coupler measured from  the point of engagement of the coupler 
bow to centre of the coupler bo lt and draw-hook shall conform to: 
 
• 986 mm +10
-5 mm with completely screwed-out coupler 
• 750 mm ± 10 mm with completely screwed-in coupler. 
 
Each wagon end shall have a facility for suppor ting a coupling when it is not in use. No 
part of the coupler assemb ly shall reach below 140 mm a bove top of rail when its 
centreline is at lowe st permitted position. 
 
Interaction of draw- and buffing-gear  
 The relative location of the buffers and draw g ears shall be adjusted to each other so as to 
enable the safe transit of curves in the tr ack with a radius of 150 m. For two wagons, 
which are coupled on straight track with touching buffers, the pre-load force between 
these components on a 150 m curve in  the track shall not exceed 250 kN.  
 The distance between the front  edge of a draw-hook opening and the front side of the 
fully extended buffers shall be to 355 mm 
+45
-20 mm in new condition. 
 
 
2.2. Safe access and egress for rolling stock  
 
 
 
 2.2.1.  Description of the parameter 
For freight wagons: Shunting, operation, access and egress for railway staff or loading 
personal. Only for tank wagons:  access to the tank plate. 
This parameter includes dimens ions, position and height of steps and hand grips, as well 
as non slip-design for crew, stepping to ground and door strength and resistance to 
forces. 
 
2.2.2.  Characteristics to be respected 
 
Vehicles shall be designed so that staff ar e not exposed to undue ri sk during coupling and 
uncoupling. If screw couplers and side buffers are used, the required spaces shown in fig. 
1 here below shall be free of fixed parts. Connecting cables and flexible hoses may be 
inside this space. There shal l be no devices under the buffers that hinder the access to the 
space.   Fig. 1 Bern Rectangle 
 
If a combined automatic and screw coupler is  fitted the auto coupler head can infringe 
the Bern rectangle on the left hand side (as viewed in fig. 1) when it is stowed and the 
screw coupler is in use. 
 
There shall be a handrail under each buffer. The handrails shall wi thstand the loads, 
which are applied by the shunters while a ccessing the space between the buffers.   
 
 
 
 All fixed pieces situated at the extremities of  vehicles outside the clearances defined in 
Figure 1 and higher than the bottom edge of th e buffer heads must be at a distance of at 
least 40 mm from the frontal plane of the fully-compressed buffers.  
Except for wagons used only in fixed formation trains, there shall be at least one step and 
one handrail for shunters at each side of the ve hicle. There shall be sufficient space above 
and around the steps so that the safety of the shunter is ensured. Steps and handrails shall 
be designed to withstand the loads that are a pplied by the shunter. Steps shall be at least 
150 mm from a vertical plane at the end of th e fully compressed buffers. Steps and areas, 
which provide access for operation, loading an d unloading, shall be slip resistant.   
 
At each end of a wagon that can form the e nd of a train, there shall be devices for 
mounting a taillight. Steps and handrails shal l be provided where necessary to enable 
easy access.  The handrails and footsteps shall be insp ected at normal maintenance periods and 
remedial action taken if si gns of significant damage, cracking or corrosion are found. 
 
 
  
2.3. Functional requirements: Strength of main vehicle structure 
2.3.1.  Description of the parameter 
Future design targets should be to increas e payload of freight wagons by decreasing the 
tare weight.  The present Basic parameter: 
• Defines the minimum structur al requirements for the main  load carrying (primary) 
structure of the vehicles vs. exceptional func tional loads and service loads.  The loads 
must include those experienced due to the ve hicle mass, to the payload, to the motion 
along the track, to acceleration and braking a nd those exerted on the structure by the 
equipment attached to it (see also Lifting and Jacking.); 
• Specifies limiting stiffness criteria (torsional stiffness); 
• Gives permissible stresses for materials in  terms of acceptable data sources (static 
and fatigue) and methods of assessment; 
• Specifies acceptable me thods of validation. 
 
2.3.2.  Characteristics to be respected 
 
General
 
 
The structural design of wagons shall be carri ed out in accordance with the requirements 
of Section 3 of EN12663 and the structure shal l meet the criteria defined in Clauses 3.4 
to 3.6 of this standard.  
In addition to the criteria already identified,  it is permissible to take the material 
elongation at failure into account  in the selection of the safe ty factor defined in clause 
3.4.2.  The Guidance Notes indicate an acceptable approach.  When performing fatigue life assessments it is important to ensure that the load cases are 
representative of the intended application and expressed in a manner consistent with the 
adopted design code.  Any guide lines on the interpretation of  the selected design code 
should be followed.  The permissible stresses for the materials us ed in the construction of wagons shall be 
determined as specified in Section 5 of EN12663. 
 The wagon structure shall be inspected at normal maintenance periods and remedial 
action taken if signs of significant damage, crackin g or corrosion are found. 
This section defines the minimum structural  requirements for the main load carrying 
(primary) structure of the wagons and the interfaces with equipment and payload. 
 These requirements cover:  
• Exceptional loads: 
 
- Longitudinal design loads 
- Maximum vertical load  
 
 
 - Load combinations 
- Lifting and jacking 
- Equipment attachment (including body/bogie) 
- Other exceptional loads 
 
• Service (fatigue) loads: 
 
- Sources of load input 
- Payload spectrum 
- Track induced loading 
- Traction and braking 
- Aerodynamic loading 
- Fatigue loads at interfaces 
- Body/bogie connection 
- Equipment attachment 
- Coupler loads     
- Combinations of fatigue loads 
 
• Stiffness of the main vehicle structure 
 
- Deflection 
- Mode of vibration 
- Torsional stiffness 
- Equipment 
 
• Securing of freight 
 Measures shall be taken to ensure that the load or parts of the load do not leave the 
freight wagon during operation.  
Exceptional Loads
 
 
Longitudinal Design Loads 
 
Different values will  apply for different kinds of freight wagons as identified in 
EN12663 namely:  
F-I  Wagons that may be sh unted without restriction; 
 F-II Wagons excluded from hump or loose shunting.  The basic structural desi gn requirements assume that wagons in the above 
categories are fitted with buffers and couplers appropriate to the operations. 
 The structure shall conform to the requi rements of Clause 3.4 of EN12663 when 
subject to all exceptional load cases. The wagon bodies shall meet the longitudi nal strength requirements as specified 
in tables 1, 2, 3, and 4 of EN12663 as appropriate, where the load paths exist. 
NOTE 1 A force applied to one end of  the wagon body shall be reacted at 
the corresponding position at the opposite end. 
 
 
 NOTE 2 Forces shall be applied horiz ontally to the mounting structure, 
divided equally on the axis of eac h side buffer location or on the 
axis of the coupler. 
 
Maximum Vertical Load 
The wagon body shall meet the requi rements of table 8 of EN12663. 
The wagon body shall also be designed to carry the maximum load it may 
experience due the method of loading and unloading. The load case may be 
defined in terms of accelerations applied to  the mass being added and to the mass 
of the body plus any existing payload. The design cases shall represent the most 
unfavourable cases that the operator wishes to consider associat ed with the use of 
the wagon (including fo reseeable abuse).  
NOTE 1 If the method of analysis empl oys a permissible stress that is 
reduced below the yield or proof st ress of the material by a safety 
factor (as indicated in note a) of table 8 of EN12663, the load 
factors may be reduced by the same ratio. 
NOTE 2 Loads may be dist ributed uniformly over th e full load-carrying 
surface, over a limited area or at discrete positions. The design 
case(s) shall be based on the most demanding applications. 
NOTE 3 If it is intended that wheeled vehicles (including fork-lift trucks 
etc.) will operate over the floor of  the wagon then the design shall 
accommodate the maximum local pressure loading associated with such operations. 
 
Load combinations 
The structure shall also conform to th e requirements of Clause 3.4 of EN12663 
when subject to the most adverse load comb inations as specified in Clause 4.4 of 
EN12663.  
Lifting and Jacking 
The wagon body shall incorporate liftin g points by which the whole wagon can 
be safely lifted or jacked. It shall also  be possible to lift one end of the wagon 
(including its running gear) with the other end resting on the remaining running 
gear. 
The load cases specified in Clause 4. 3.2 of EN12663 shall apply for lifting and 
jacking under workshop and servicing operations. 
For lifting cases associated only with re scue following derailment or other 
abnormal incident, where some permanen t deformation of the structure is 
acceptable, it is permissible to reduce the load factor in Tables 9 and 10 from 1.1 
to 1.0. The lifting shall occur via designated lifti ng points. The location of the lifting 
points shall be defined by the cu stomer’s operational requirements. 
 
Equipment Attachment (Including body/bogie) 
The attachments of equipment shall be de signed to carry the loads specified in 
tables 12, 13 and 14 of Se ction 4.5 of EN12663.   
 
Other Exceptional Loads 
The load requirements for structural pa rts of the wagon body, such as side and 
end wall structures, doors, stanchions and load restraint systems shall be designed 
to carry the maximum loads they will experience in performing their intended 
 
 
 function.  The load cases shall be determ ined using the princi ples for structural 
design given in EN12663.  
For new types of wagon the designer shall determine appropriate load cases to 
meet the specific requirements usi ng the principles given in EN12663. 
 
Service (fatigue) Loads  
 
Sources of load input 
All sources of cyclic loading that can cause  fatigue damage shall be identified.  In 
accordance with Clause 4.6 of EN12663, the following specific inputs shall be 
considered and the way in which they are represented and combined shall be 
consistent with the intende d use of the freight wagon and the design code to be 
used. 
 
Payload Spectrum 
Changes in payload are likely to cause significant fatigue load cycles. Where the 
payload changes significantly, the time spent at each load level shall be 
determined.  Load/unload cycles should al so be determined from the operator’s 
specified duty and represented in a suita ble manner for analysis purposes.  Where 
applicable, account shall be taken of ch anges to the distribution of the payload 
and to the local pressure loads due to wheeled vehicles moving over the floor of 
the wagon.  
Track induced loading 
Induced load cycles resulting from vertical, lateral and twist irregularities of the track shall be taken into account.  These load cycles may be determined from: a) dynamic modelling; 
b) measured data; 
c) empirical data. 
Fatigue design should be based on load case data and assess ment methods proven 
in the application where these exist. Tables 15 and 16 of EN12663 give empirical 
data, in the form of wagon body accelerat ions consistent with normal European 
operations suitable for an endurance limit approach to fatigue design when 
normal established data is available.  
Traction and braking 
Load cycles due to traction and braking shall reflect the number of start-stops 
(including unscheduled ones) associated  with the intended mode of operation. 
 
Aerodynamic loading 
Significant aerodynamic load input may arise due to: 
a) trains passing at speed; 
b) tunnel operation; 
c) cross winds. 
If such loading generates significant cyclic stresses in the structure it shall be 
included in the fatigue assessment. 
 
Fatigue loads at interfaces 
The dynamic load used in design shall be  in a range of ± 30 % of the vertical 
static load. 
 
 
 If this assumption is not chosen, then the following method shall be followed. 
The main fatigue loads at the body-bogie connection are due to: 
a) load/unload cycles; 
b) track input; 
c) traction and braking. 
The interface shall be designed to carry  the cyclic loads due these inputs. 
Equipment attachments shall withstand the cyclic loads due to the motion of the wagon and any loads induced by the op eration of the equipment. The 
accelerations may be determined as described above. For normal European operations, empirically derived accelerati ons for items of equipment that follow 
the motion of the wagon structure are gi ven in tables 17, 18 and 19 of EN12663 
and can be used where no more a ppropriate data is available. 
 Cyclic loads in coupling components shall be taken into account if the experience 
of the operator or designer indicates they are significant. 
 
Combinations of Fatigue Loads 
Where the fatigue load cases act in combin ation, they shall be taken into account 
in a manner consistent with the characteri stics of the loads and the form of design 
analysis and fatigue desi gn code being employed. 
 
Buffing load 
Freight wagons intended to go over a hump: 
Freight wagons shall with stand impacting with a st ationary 80 t gross laden 
weight freight wagon at a speed of 12 km/h without permanent deformation. 
Freight wagons not intende d to go over a hump: 
Freight wagons shall with stand impacting with a st ationary 80 t gross laden 
weight freight wagon at a speed of 7 km/h without permanent deformation. 
 
Stiffness of the main  vehicle structure  
 
Deflections 
Deflections under the loads or load combina tions shall not be such as to cause the 
wagon or its payload to exceed the perm itted operational envelope. Deflections 
shall also not impair the functionality of the wagon as a whole or that of any 
installed components or systems. 
 
Modes of vibration 
The natural modes of vibration of th e wagon body, in all loading conditions 
including tare, shall be separated suffic iently, or otherwise de-coupled from the 
suspension frequencies, so as to avoid the occurrence of undesi rable responses at 
all operating speeds.  
Torsional stiffness 
The torsional stiffness of the wagon body sh all be consistent with the suspension 
characteristics such that the derailme nt criteria are achieved in all loading 
conditions including tare. 
 
Equipment 
 
 
 The natural modes of vibration of equipm ent, on its mountings, shall be separated 
sufficiently, or otherwise de-coupl ed from the wagon body or suspension 
frequencies, so as to a void the occurrence of undesirable responses at all 
operating speeds.  
As an interface with the Rolling Stock – Freight Wagons  sub-system, the sub-system  
Infrastructure  has to comply with these characteristics. 
 
2.4. Securing of Freight  
2.4.1.   Description of  the parameter 
 
Freight transport has to be secured in a safe way. The integrity of the securing system has 
to be demonstrated.  
 
2.4.2.  Characteristics to be respected 
Measures shall be taken to ensure that the load or parts of the load do not leave the 
freight wagon during operation.  
 
 
2.5. Doors closing and locking  
2.5.1.  Description of the parameter 
 
The scope of the basic parameter is the prev ention of freight or ga uge-infringement while 
the train is moving. It includes equipment d oors and hatches as well as measures to 
prevent unintended opening. 
 
2.5.2.  Characteristics to be respected 
 
Doors and hatches of freight vehi cles shall be closed and lock ed while the vehicles are in 
a moving train (unless this is part of the procedure for disc harging the payload). For this, 
locking devices shall be used which indicat e their status (open/closed). The locking 
devices shall be secured against unintentional opening. 
 
Closing and locking systems shal l be designed so that the oper ating staff are not placed at 
undue risk.   
The closing and locking devices shall be designed to withstand the loads which are 
caused by the payload under normal, regular conditions and when the payload has been 
displaced in a foreseeable manner.   The closing and locking devices shall be desi gned to withstand the loads that occur while 
the vehicles are passing other trains under all conditions, including when in tunnels.   
 The forces, which are needed to actuate the closing and locking devices, shall be of a 
magnitude that can be applied by an opera tor without additional tools. Exceptions are 
 
 
 allowed when additional tools are specifically made available or when motor driven 
systems are used.   
 The closing and locking systems shall be in spected at normal maintenance periods and 
remedial action taken if signs of  damage or malfunction are found. 
 
2.6. Labelling of freight wagons  
2.6.1.  Description of the parameter 
The basic parameter specifies the labelli ng of equipment and fa cilities on vehicles 
operated by railway staff.  Labelling is required in order to  ensure safe operation, e.g. by 
indicating certain design features of the vehi cle that must be known by railway staff in 
the course of their duties, as for example:  
• Vehicle number  
• Braking performance and brake system cocks  
• Drain cocks 
• Electrical isolation switches 
• Safety notices rele vant to wagon type 
• Vehicle tare weight and load capacity 
• Lifting/jacking points 
• Geometrical features 
• Pneumatic and electrical pipes 
• Power supply systems 
• High voltage lines 
• Possibility of ferry boat fixation 
• Min possible curve radius 
• Possibility of running on humps. 
  
2.6.2.  Characteristics to be respected 
Markings are required on wagons to: 
• Identify each individual wagon by its unique  number, as specified in the Traffic 
Operations and Management TSI, and recorded in the Register; 
• Provide information required to produce train consists, including brake mass, 
length over buffers, tare weight, speed versus load table for different line 
categories; 
• Identify operational restrictions to sta ff, including geographical limitations, and 
shunting restrictions; 
• Provide pertinent safety information for staff operating wagons or attending in an 
emergency, including overhead live wire and electrical equipment warning signs, 
lift / jacking points, vehicle specific safety instructions. 
These markings will be listed in the relevant  TSI. The markings shall be located as high 
as practicable on the wagon structure up to a height of 1600mm above rail level. The 
markings of wagons which do not have verti cal sides shall be affi xed on special panels. 
Markings may be achieved by painting or decals.  When decals are used they shal l meet requirements relating to: 
 
 
  
• Adhesive strength 
• Environmental friendliness 
• Water resistant, UV resistant, abrasive  resistant, chemical resistant.   
The requirements for Dangerous Goods Mark ings are covered by directive 96/49/EC 
with its valid Annex RID and are not, theref ore, included in this basic parameter. 
 
When changes to a wagon occur that require ch anges to the markings, such changes shall 
be consistent with changes to the data recorded in the Rolling Stock Register. 
 Markings shall be cleaned / replaced when requi red to ensure that they remain legible. 
 
2.7. Special vehicles for the transpor t of dangerous goods and pressured 
gases 
2.7.1.  Description of the parameter 
 
The tanks or other parts of freight wagons for the transpor t of dangerous goods shall be 
designed to enable a safe transport. The ba sic parameter gives specifications on special 
vehicles for the transport of dangerous goods  and pressured gases. For example, the 
following features shall be addressed:  RID 
 TPED 
 
2.7.2.  Characteristics to be respected 
 
General 
Wagons carrying dangerous goods shall meet the requirements of this TSI and in 
addition the requirements of RID. The RID which is an Annex of Council Dire ctive 96/49/EC ensures a very high safety 
level. Further developments in this legal area are led by an international working group 
(RID-Committee) of representatives from the governments which are members of the 
COTIF. 
 
Legislation applicable to rolling st ock for the transport of dangerous goods 
 
Rolling Stock Council Directive 96/49/EC and its 
Annex in their valid version 
 
Marking and Labelling Council Directive 96/49/EC and its 
Annex in their valid version 
 
Buffers Council Directive 96/49/EC and its 
Annex in their valid version 
 
Spark protection Council Directive 96/49/EC and its 
Annex in their valid version 
 
 
 
 Use of wagons for the transport of 
Dangerous Goods in long tunnels Under examination by working 
groups mandated by the European Commission (AEIF and RID) 
 
 
 
Additional legislation applicable to tanks  
 
Tank  Council Directive 1999/36/EC on 
transportable pressure equipment 
(TPED) in its valid version  
Tank testing, inspection and 
marking EN 12972 Tanks for transport of 
dangerous goods-testing, inspection 
and marking of metallic tanks from 
April 2001 
 
Maintenance rules 
The maintenance of tank/freight wagons shall be compliant with the following standard 
and the Council Directive: 
 
• Testing and inspection EN 12972 Tanks for transport of 
dangerous goods-testing, inspection and 
marking of metallic tanks from April 2001 
• Maintenance of Tank 
and its equipment Council Directive 96/49/EC and its 
Annex in their valid version 
• Mutual agreements on 
Tank-inspectors Council Directive 96/49/EC and its 
Annex in their valid version  
 
 Council Directive 96/49/EC and its Anne x RID shall also be taken into account. 
 
 
2.8. Kinematic Gauge  
2.8.1.  Description of the parameter 
The gauge is a concept designed to define ex ternal sizes so that rolling stock can be 
operated without encountering any obstacle associated with  fixed installations (tunnel 
walls, catenary or signal posts, bridge parape ts, platforms, etc.). The gauge is thus two-
fold: the structure gauge which defines the mi nimum size of the infrastructure, and the 
gauge of the rolling stock wh ich defines its maximum size. 
 Rolling stock gauge is defined in terms of the envelope within which the rolling stock is 
contained when operating. The gauge of rolli ng stock travelling on a given line section 
must always be smaller, by an appropriate safety margin, than the minimum structure 
gauge of the line in question. The future Infrastructure TSI w ill indicate the gauge 
requirements for new, upgraded, renewed and existing lines. 
 
The basic parameter defines maximum allowa ble kinematic envel ope which a vehicle 
may use and specify the principles to be us ed for determining the kinematic envelope. 
 
 
 
 2.8.2.  Characteristics to be respected 
 
This section defines the maximum outside di mensions of wagons to ensure that they 
remain within the infrastructure gauge . To achieve this, the maximum possible 
movement of the wagon is considered.  This is called the kinematic envelope. 
The kinematic envelope of the rolling stock is defined by means of a reference profile 
and its associated rules. It is obtained by a pplying the rules giving re ductions in relation 
to the reference profile, which the various  parts of the rolling stock shall meet.  
These reductions depend on: 
• the geometric characteristics of the rolling stock in question,  
• the position of the cross-section in relation to the bogie pivot or to the axles,  
• the height of the point considered in relation to the running surface,  
• constructional tolerances,  
• the maximum wear allowance,  
• the elastic characteristics of the suspension. 
The study of the maximum construction gauge  takes into account both the lateral and 
vertical movements of the rolling stock, drawn up on the basis of the geometrical and 
suspension characteristics of the ve hicle under various loading conditions. 
The construction gauge of rolling stock travelli ng on a given section of  line must always 
be smaller, by an appropriate safety margin, than the minimum structure gauge of the line 
in question. 
A rolling stock gauge comprises two fundamen tal elements: a reference profile and the 
rules for that profile. It allows determinati on of the maximum dimensions of rolling stock 
and the position of fixed structures on the line. In order that a rolling stock gauge is applic able, the following three parts of that gauge 
shall be specified: 
• the reference profile; 
• the rules for determining the maximu m construction gauge for the wagons; 
• the rules for determining the clearances to structures and the track spacing. 
The relevant TSI shall specify the refere nce profile and the rules for the maximum 
construction gauge for the wagons. The associated rules for determining the cl earances for installation of structures are 
covered in the Infrastructure TSI. 
All equipment and parts of wagons  that give rise to transver se and vertical displacements 
shall be checked at appropria te maintenance intervals. 
In order to keep the wagon inside the ki nematic gauge, the maintenance plan shall 
include provision for inspection of the following items:  
• wheel profile and wear,  
• bogie frame,  
• springs,  
• side barriers,  
• body structure,  
• constructional clearances,  
• maximum wear allowance,  
• elastic characteristics of the suspension,  
• axle guide wear,  
• elements that affect the vehi cle flexibility coefficient,  
• elements that affect the roll centre. 
 
 
 As an interface with the Rolling Stock – Freight Wagons  sub-system, the sub-system  
Infrastructure  has to comply with these characteristics. 
 
2.9. Static axle load, dy namic wheel load and linear load 
 
2.9.1.  Description of the parameter 
When a train circulates on a rail track, the rail undergoes load strain and this must be 
tolerated. These loads are both static and dynamic and are tran sferred to the track through 
the running gear. The track and rolling stock mu st be designed in such a way as to ensure 
that these loads remain within the line safety limits.  The strength of the track to support vehicles is a function of the design and maintenance 
of the track-bed and structures. The axle load and axle spacing (wheelbase) of the 
vehicles define the vertical quasi -static load input to the track. 
 The axle load of the rolling stock shall not exc eed the lowest axle load limit of the lines 
(at the allowed maximum speed of the rolling stock) on which it is intended to run. The 
future Infrastructure TSI will indicate the requi rements of the lines of the trans-European 
conventional rail network.   
2.9.2.  Characteristics to be respected 
The axle load and axle spacing of the vehicles  defines the vertical quasi-static load input 
to the track. The load limits for wagons take into account  their geometrical characteristics, weights 
per axle and weights per linear metre. 
They shall be in accordance with the classifica tion of lines or sections of lines, categories 
A, B1, B2, C2, C3, C4, D2, D3, D4 as defined in the table below.  It is intended that routes capable of accepti ng axle loads higher than 22.5 tonnes will be 
gradually introduced across the European railway network in accordance with the 
requirements of railway undert akings and the infrastructure  managers.  For axle loads 
higher than 22.5 tonnes, existing national rule s continue to apply to lines capable of 
accepting these axle loads. 
 
 
  
 
Classification Mass per axle = P 
 A B C D E F G 
Mass per unit 
length = p 16 t 18 t 20 t 22.5 t 25 t 27.5 t 30 t 
1 5.0 t/m A B1      
2 6.4 t/m  B2 C2 D2    
3 7.2 t/m   C3 D3    
4 8.0 t/m   C4 D4 E4   
5 8.8 t/m     E5   
6 10 t/m        
p = Mass per unit length, i.e. the wagon mass plus the mass of the load, divided by the 
wagon length in metres, measured over the buffers when non-compressed. 
 P = Mass per axle.  
A train made up of wagons with two 2- axle bogies in accordance with the data 
given in Annex D Table D.1 shall be used  in order to determine the category in 
which a line should be classified.  A line or section of line sh all be classified in one of these categories when it is 
capable of handling an unlimited num ber of wagons with the weight 
characteristics shown in the table above. 
 
NOTE : As an exception 20 t axle-loa ds may be exceeded by up to 0.5 t on 
Category C lines for: 
• 2-axle long wagons with 14.10 m < LOB < 15.50 m to bring their 
payload up  to 25 t; 
• wagons designed for 22.5 t axle-loads to  offset the extra tare incurred in 
making them suitable for such axle-loads. 
 
 In practice, the maximum permissibl e mass per wheel shall be 11.1 t. 
 
Classification according to the maximum mass pe r axle P shall be expressed in capital 
letters (A, B, C, D, E, F, G); classification according to the maximum mass per unit length p shall be expressed in Arabic numerals (1, 2, 3, 4, 5, 6), except for Category A. 
 
The correspondence between classified lines a nd handling of wagons will be specified in 
the relevant TSI.    
 
2.10. Electrical protect ion of the train 
2.10.1.  Description of the parameter 
This basic parameter covers the disconnection of power suppl y in case of short circuit. 
Electrical resistance between all metal parts of the rolling stock and the rail shall be low 
 
 
 enough to ensure that rising sh ort circuit current will cause disconnection of circuit line 
breaker (e. g. when the catenary falls on a wagon). 
 The return current paths and the protective bonding (earthing cable) of the vehicle shall 
be able to withstand the maximum shor t circuit current until disconnection by 
infrastructure circuit line breaker (substati on) without damaging the current paths itself 
or parts of the vehicle.     
2.10.2.   Characteristics to be respected 
 
2.10.2.1.  General 
All the metallic parts of a fr eight wagon that are at risk fr om excessive contact voltages 
or being at risk of causing accidents caused by electrical ch arges of any origin, shall be 
held at the same voltage as the rail. 
  
2.10.2.2.   Functional and technica l specifications of the 
subsystem 
 Freight wagon bonding  
The electrical resistance between the metallic parts and the rail shall not exceed 0.15 ohm 
for freight wagons.   
These values are measured with 50 A direct current. 
 When materials which are poor conductors do not  enable the above values to be reached, 
the vehicles themselves shall be fitted with the following protective bonding connections: 
 
• The body shall be connected to the fram e in at least two different points; 
• The frame shall be connected to each bogie at least once. 
 
Each bogie shall be bonded reliably by means of at least one axle box ;
.  
If there are no bogies, no bonding connections are needed.   Each bonding connection shall be made of a flexible and non corrodable or corrosion 
protected material and have a minimum cross se ction according to the materials used (the 
reference is 35 mm
2 for copper). 
 Particularly restrictive conditi ons, from the point of view of eliminating risks, shall be 
taken in the case of special vehicles, fo r example roofless vehicles occupied by 
passengers in their own cars, vehicles used to transport dangerous good (listed in the 
directive 96/49 EC and its valid Annex RID.).  
 Freight wagon electrical equipment bonding  
Where there is an electrical installation on the freight wagon, any metallic parts of the 
electrical equipment liable to be touche d by people shall be reliably bonded, if the 
standard voltage to which they may be subjected is higher than: 
 
• 50 Vdc 
 
 
 • 24 Vac 
• 24 V between phases when th e neutral point is not bonded 
• 42 V between phases when th e neutral point is bonded. 
 The cross-section of the bondi ng cable will depend on the current in the electrical 
installation, but shall be of a suitable size to guarantee reliable operation of the circuit 
protection devices, in the event of a fault. 
 
Any aerials fitted outside the freight wagons  shall be completely protected from the 
voltage of the catenary or 3
rd rail and the system shall form an electrical single unit 
bonded at one single point . An antenna fitted outside of the freight  wagon that does not 
conform to the previous cond itions, shall be isolated. 
 The electrical resistance of each wheelset  measured across the treads of the two wheels 
shall not exceed 0.01 ohm for new or r eassembled wheelsets incorporating new 
components.   
 
These resistance measurements are to be made using an applied voltage of 1.8 to 2.0 V. 
 
  
2.11. Vehicle dynamic behaviour (wheel-rail interaction) 
2.11.1.  Description of the parameter 
 
The basic parameter defines the limiting crite ria to which a vehicle must conform in 
order to negotiate safely the track features  it may experience. It includes the limiting 
track features against which c onformance has to be assessed. 
 
It also indicates acceptable methods of valid ation including analysis , laboratory tests and 
track tests.  
2.11.2.  Characteristics to be respected 
 
2.11.2.1.  General 
The dynamic behaviour of a vehicle has strong effects on safety agai nst derailment and 
running stability. The vehicle dynami c behaviour is determined by: 
• the maximum speed 
• static track features (alignment, track ga uge, cant, rail inclination, discrete and 
periodic track irregularities) 
• dynamic track features (horizontal and vert ical track stiffness and track damping) 
• wheel / rail contact parameters (wh eel and rail profile, track gauge) 
• wheel defects (wheel fl ats, out of roundness)  
•  mass and inertia of car body, bogies and wheelsets 
• suspension characteristic of the vehicles 
• distribution of the payload. 
 
 
 In order to guarantee safety and running st ability, measurements in  different operating 
conditions or comparison studie s with proven design (e. g. si mulation / calculation) have 
to be carried out to as sess the dynamic behaviour.  
Rolling stock must have characteristics which enable stable running within the applicable 
speed limit. 
 
2.11.2.2.  Functional and technical specifications of the 
subsystem 
Safety against derailment and running stability  
 
In order to guarantee safety against derailment and running stability the forces between wheel and rail have to be limited. In particul ar, the forces in question are transverse track 
forces Y and vertical forces Q. 
• Lateral track force Y 
In order to prevent track shifts, inter operable rolling stock shall comply with 
the Prud’homme criteria for the maximum transverse force  
(ΣY)
lim or (H 2m)lim 
((H 2m) is the floating mean value of the lateral force in an axle measured over 
2 m)  
This value will be given by the TSI Infr astructure; until that time national 
rules will apply. 
In curves, the limit of the quasi-static lateral force on the outer wheel is 
Yqst,lim 
This value will be given by the TSI In frastructure; until that time national 
rules will apply. 
 
• Y/Q forces 
To limit the risk of wheel climb on the rail the quotient of lateral force Y and 
vertical load Q of a wheel must not exceed  
(Y/Q) lim = 0.8 for large curves R ≥ 250 m 
(Y/Q) lim = 1.2 for small curves R < 250 m 
 
• Vertical force 
The maximum dynamic vertical force exerted on the rail is 
Qmax 
This value will be given by the TSI In frastructure; until that time national 
rules will apply.  In curves the limit of the quasi-stati c vertical force on the outer wheel is 
Q
qst,lim 
This value will be given by the TSI In frastructure; until that time national 
rules will apply. 
 
Safety against derailment when running on twisted tracks  
 Wagons are able to run on twisted tracks wh en (Y/Q) does not exceed the limit given 
here-above in a curve of radius R = 150 m and for a given twisted track: 
 
for a wheel base of 1.3 m ≤ 2a* ≤  20 m 
 
 g 
lim = 20/2a* + 3 
 
 
  g lim≤ 7‰ 
 
With a wheelbase of 2a* > 20 m, the limit value g lim = 3‰. 
 The wheelbase 2a* represents th e axle spacing for 2-axle wa gons or the distance between 
the pivot centres of a bogie wagon. 
 
Maintenance rules  
 
The following key parameters essential for safety and running stability shall be 
maintained according to the maintenance plan: 
• suspension characteristics 
• body-bogie connections 
• tread profile. 
The maximum and minimum dimensions for wheelsets and wheels for standard gauge 
will be given in the Freight wagons TSI. 
 
 
 
2.12. Longitudinal compressive Forces  
2.12.1.  Description of the parameter 
 
This parameter describes the maximum long itudinal compressive force which can be 
applied on an interoperable freight wagon or an individual vehicle of an interoperable 
train-set during braking or dur ing a pushing operation, without  any risk of derailment. 
 
2.12.2.  Characteristics to be respected 
 
2.12.2.1.  General 
When subjected to longitudinal compressive forces, the wagon has to continue to run 
safely. In order to guarantee safety against derailment, the wagon or system of coupled 
wagons has to be assessed by tests, calculations or through comparison with the 
characteristics of approve d (certified) wagons.  
The longitudinal force that can be applied on a vehicle without derai ling has to be higher 
than a threshold value depending on the ve hicle design (two axle, bogie wagon, fixed 
group of vehicles, Combirail, Road- Railer™, etc.) fitted with UIC coupler or accepted 
central coupler or coup ling rod/short couplers. 
The conditions to certify the wagons, fixed groups of wagons and coupled groups of 
wagons are given in th e following section. 
The conditions that affect the maximum long itudinal compressive force that a wagon is 
capable of withstanding w ithout derailment include: 
• cant deficiency 
• train and wagon braking system 
• system of draw gear and buffers on the wagons or specially coupled wagon-groups 
• design characteristics of the wagon 
• characteristics of the line 
• train driver’s handling of the trai n, especially braking      
 
 
 • wheel / rail contact parameters (wh eel and rail profile, track gauge) 
• load distribution of the individual freight wagons. 
The longitudinal compressive force has a str ong effect on safety against derailment of a 
vehicle. Therefore measurements in different  operating conditions ha ve been carried out 
to find the acceptable limits of longitudinal compressive fo rce that can be applied on a 
vehicle without risk of derailm ent. Experience with different  wagon-types has resulted in 
different methods of acceptance depending on factors such as ta re weight, length, 
wheelbase, overhang, distance be tween pivots etc. To avoid tests the wagons have to 
correspond with the characteristics of previous ly approved wagons, or been built due to 
approved design characteristics of wagons and fi tted with approved components such as 
certified bogies.  
2.12.2.2.  Functional and technical specifications of the 
subsystem 
 
The subsystem shall withstand the longitudina l compressive forces in the train without 
derailing or damaging the vehicle.  In particular the determini ng factors are the following: 
• transverse wheel / rail forces  -Y- 
• vertical forces  -Q- 
• lateral forces on axle-boxes  -H
ij-  
• braking forces (due to wheel / rail cont act, dynamic braking a nd different braking 
groups of the wagons and trains) 
• diagonal and verti cal buffer forces 
• coupling forces ±Z 
• damping of buffer- a nd coupling forces 
• the result of coupler tightness 
• the result of coupler slack 
• jerks as a result of longitudinal move ments in the trains  and coupler slack 
• wheel lift 
• axle guide deflection 
 
Longitudinal Compressive Forces (LCF) are influenced by many factors. The different 
factors are given in the documents for c onstruction and operating conditions of wagons 
to which it is necessary to certify wagons for normal tra ffic on different lines and under  
different conditions. In order to certify wagons for mixed traffi c on the European Netw ork, it has been 
clarified through tests on special testing track and in running tr ains on different lines that 
wagons can withstand a minimum longitudinal force, without derail ing. The following 
definition was made: Freight wagons fitted with scre w couplings and side-buffers as well as compositions of 
freight wagons fitted with screw couplings and side-buffers at their outer ends and 
coupling rod/short coupler betw een the units, must withsta nd independently from their 
type, a minimum longitudinal fo rce measured in the conditions  of the reference test of: 
• 200 kN for two-axle freight wagons with UIC coupling 
• 240 kN for freight wagons fitted with two-axle bogies with UIC coupling 
• 500 kN for freight wagons with all types of  central bar couplers and without buffers. 
For other coupling systems, limit  values are not yet defined. 
 
 
 
 
 2.12.2.3.  Maintenance rules 
If the bufferheads have to be lubricated in order to ensure the required coefficient of 
friction, then the maintenance plan shall in clude provision for mainta ining the coefficient  
of friction at this level. 
 
 
 
2.13. Braking performance  
2.13.1.  Description of the parameter 
 
Braking performance of a train or a vehicle is the result of a process of retarding the 
train within defined limits. It covers all factors involved in  the conversion and 
dissipation of energy and includes train resi stance. Individual vehicle performance is 
defined so that the overall  braking performance of the train can be derived 
operationally. 
 
Braking performance for an individual  vehicle has to be determined for 
 
• Emergency brake, 
• Full service brake. 
 Braking performance is fully defined by: 
 
• Deceleration curve (deceleration = f(speed) , at the minimum: mean deceleration (= 
average deceleration)), 
• Time delay (time delay cove rs signal transmission delay and a ratio of application-
time), 
• Minimum deceleration at any points during the braking process (e. g. to counter 
gradient effects), 
• Differentiation between Emergenc y and Full Service braking. 
 
2.13.2.  Characteristics to be respected 
 
2.13.2.1.  General 
 
The purpose of the train braking system is to ensure that the train speed can be reduced 
or can be stopped within the maximum allowa ble braking distance. The primary factors 
that influence the brake process are the brak ing power, the speed, the allowable braking 
distance, the adhesion and the track gradient.  Braking performance of a train or a vehicle is the result of the braking power available to 
retard the train within defined limits a nd all factors involved in the conversion and 
dissipation of energy including train resistance. Individua l vehicle performance is 
defined so that the overall braking performan ce of the train can be derived operationally. 
 
Vehicles must be equipped with continuous automatic brake.  
 
 
  
A brake is continuous if it allows the tr ansmission of signals and energy between 
adjacent vehicles when coupled in a train.  A continuous brake is automatic, if it beco mes effective immediately on the whole train 
with every inadvertent break of the co ntrol train line, e. g. brake-pipe. 
Where it is not possible to detect the state of  the brake, an indicator showing the state 
shall be provided on both sides of the vehicle.  The brake energy storage (e.g. supply reservoi rs of indirect pneumatic air brake system, 
brake pipe air) and the brake energy used to bu ild up the brake effort (e.g. air from brake 
cylinders of indirect pneumatic air brake sy stem) shall be used only for braking use. 
 
2.13.2.2.  Functional and Technical Sp ecification of braking 
performance  
Control train line
 
The minimum propagation signal speed shall be 250 m/s. 
 
Braking Performance elements  
Braking performance shall take into acco unt mean application time, instantaneous 
deceleration, mass and initial speed.  Brak ing performance shall be determined by both 
deceleration profiles and by braked wei ght percentage and / or brake force . 
 
Deceleration profile 
 
The deceleration profile descri bes the predicted instantaneous  deceleration of the vehicle 
(at the level of a vehicle) or the train (at th e level of a train) in normal conditions. The 
deceleration profile of the train is to be calculated from knowledge of all individual 
deceleration profiles of the train’s vehicles . The deceleration profil e includes the effect 
of: 
 a) the response time between brake de mand and reaching full brake effort. 
 
   
 
 
Te 
 
 
 Proportion of
braking effort
Time100%
Full braking
effort
0%Brake demand
Beginning ofbraking
effort
 
 
Te is the equivalent build-up appl ication time and is defined as: 
Te = t1 + (t2 / 2) For pneumatic brake the end of the time  t2 corresponds to 95% of established 
brake cylinder pressure. 
 
b) the corresponding function ( deceleration = F(speed) ) as defined as a 
succession of secti ons with a constant deceleration. 
 
Acceleration
Speed
(V1, a1) (V2, a2)(V3, a3)(V4, a4)
 
Note: a denotes the instantaneous dece leration and V the instantaneous speed 
 
Brake mass percentage 
 
The brake mass percentage (lambda) is the ra tio of the sum of the brake masses divided 
by the sum of the masses of the vehicles. 
 t1 t2
 
 
 The method of determining the brake mass / brake mass percentage shall remain 
applicable beside the method of decelera tion profiles. So bot h methods shall be 
required, and the manufacturer shall supply these values.  Th is information is required 
to be entered in the Rolling Stock Register. Braking power for an individua l vehicle shall be determined in emergency braking for 
each braking mode (e.g. G, P, R, P + Ep ) available on the vehicle and for several 
loading conditions including at least the tare and the full load.  
 
G braking mode 
 
Brake mode used for freight trains with specified brake application time and brake 
release time.  
P braking mode 
 
Brake mode for passenger trains and freight tr ains with specified brake application time 
and brake release time and specified brake mass percentage. 
 
R braking mode 
 
Brake mode for passenger trains and fast frei ght trains with specifi ed brake application 
time and brake release time as braking m ode P and specified brake mass percentage. 
 
Ep brake (indirect Electro-pneumatic brake) 
 
Assistance to indirect air br ake that uses an electrical command on the train and electro-
pneumatic valves on the vehicl e and thus starts operating mo re rapidly and less jerkily 
than the conventional air brake. 
 
Emergency braking 
 
Emergency braking is a brake command that stops  the train to ensure the specified level 
of safety without any brake system degradation. 
 
The minimum braking performance for brake-m odes G and P shall be in accordance with 
the following table : 
 
Braking 
mode Te (s) 
(range) Speed limit 100 km/h Speed limit 120 km/h 
P  lambda 
Braking distance Minimum 
mean deceleration lambda 
Braking distance Minimum 
mean deceleration 
Case A: empty 1.5 – 3 100 % 
480 m 0,91 100 % 
700 m 0.88 
Case B: 
Brake only on wheels loaded at 18 t 
per wheelset 1.5 – 3   100 % 
700 m 0.88 
Case C: 1.5 – 3   90 % 0.80 
 
 
 Brake only 
on wheels loaded at 20 t 
per wheelset 765 m 
Case D: 
Full loaded 
(other cases) 1.5 – 3 65 % 
700 m 0.6 100 % 
700 m for 
disk brakes 1 0.88 
G 9 – 15 There shall be no separate 
assessment of the braking power of wagons in position G. A wagon’s braked mass in 
position G shall be the same 
as  braked mass in position P. Not applicable 
Te: Equivalent Build-up-time of applic ation and half the individual vehicle 
response time for single-pipe freight wagons.  
This table is based on a refere nce speed of 100 km/h and an axle load of 22.5 t, and 120 
km/h and an axle load of 20 t. Higher axle loads can be accepted under specific 
operational conditions. The permitted maximum ax le load shall be in  accordance with the 
infrastructure requirements. 
 
In braking mode P and G, lambda shall be not higher than 130 % in all cases without 
wheel slide protection (WSP) (especia lly important in the empty state). 
 
2.13.2.3.  Mechanical components 
A device to automatically maintain the de sign clearance between the friction pair is 
mandatory.  
2.13.2.4.  Energy storage 
 
The energy storage shall be sufficient to obtain during an emergency braking at 
maximum speed, whatever the loaded state of the vehicle, the maximum brake effort 
without any further supply of energy (e.g. for indirect compressed air brake system: 
brake pipe only without replen ishment by main reservoir pipe).  When a vehicle is 
equipped with WSP the above  condition applies with the WSP fully operational (e.g. 
WSP air consumption). 
 
                                                
 
1 80% for wagons with only shoe brakes; the charge is then limited to 18 t.  
 
 
 2.13.2.5.  Energy limits 
 
The brake system shall be desi gned to allow the vehicle to run on all existing lines of the 
whole trans-European conventional rail system. 
 
The brake system must stop the vehicle load ed and maintain the speed of the vehicle 
without any thermal or mechanical da mage in these following conditions: 
 
1. 2 successive emergency braking from th e maximum speed on straight and flat 
track with minimum wind and dry rail; 
 
2. Maintain a speed of 80 km/h in a slope  with a mean declivity of 21 ‰ and a 
length of 46 km (the south slope of St  Gotthard’s line between Airolo and 
Biasca is the reference slope). 
 
2.13.2.6.  Wheel slide protection (WSP) 
 
Wheel slide protection (WSP) is a system de signed to make the best use of available 
adhesion by a controlled reduc tion and restoration of the br ake force to prevent wheel 
sets from locking and uncontrolled slidi ng, thereby optimising stopping distance. The 
WSP shall not alter the functional characte ristics of the brakes. The vehicle’s air 
equipment shall be dimensioned such that  the air consumption of the WSP does not 
impair the performance of the pneumatic br ake. The WSP shall not have a detrimental 
effect on the constituent parts of the vehicle (brake gear, wheel tread, axle boxes, etc).  
 
The use of a WSP is mandatory for wagons: 
 a) equipped with brake blocks made of cast iron or sintered material, for which the  
maximum mean utilisation of adhesion ( δ) is greater than 15 % starting from a 
speed of 120 km/h (lambda ≥ 160 %). The maximum mean utilisation of adhesion 
is shown by calculating the maximum mean adhesion ( δ) from individual braking 
distances obtained from the pos sible range of vehicle mass. δ is therefore related 
to the measured braking distances ne cessary for determining the braking 
performance ( δ = f(V, Te, stoppi ng distance)).  
 b) equipped with disc brakes only or co mposite blocks, for which the maximum 
utilisation of adhesion (see above for the definition of the maximum utilisation of 
adhesion ( δ)) is greater than 11 % at a speed of 120 km/h (lambda ≥ 125 %). 
  
 
c) 
With maximum operating speed ≥ 160 km/h. 
 
2.13.2.7.  Air-supply 
 
 
 
 Freight wagons shall be designed to be able to work with compress ed air compliant at 
least with class 4.4.5 as defined by ISO 8573-1.  
 
2.13.2.8.  Parking Brake 
 
A parking brake is a brake used to prevent parked rolling stock moving under the 
specified conditions taking into account the pl ace, wind, gradient and rolling stock state, 
until intentionally released. 
 
It is not compulsory for all wagons to be equipped with a parking brake. Operational 
rules, taking into account the fact that not all wagons in a train are equipped with these 
brakes, are described in the Traffic Op eration and Management TSI (e.g. train 
composition rules and other means to immobilise the train).   
 
If the wagon is equipped with a parking brake,  it shall meet the following requirements. 
 
The power source for providing the parking brak e effort shall be deri ved from a different 
power source than the automatic service / emergency brake.  
 
The parking brake shall operate on at least ha lf of the wheelsets, with a minimum of 2 
wheelsets per wagon.  
 
Where it is not possible to see the state of the parking brake, an indicator showing the 
state shall be provided on both side s on the outside of the vehicle. 
 
The wagon parking brake shall be accessed and operated from the ground or on the vehicle.  Handles or hand whee ls shall be used to operate  the parking brake, but only 
hand wheels may be used for brakes operated from the ground. Parking brakes that are 
accessible from the ground shall be available on both sides of the ve hicle.  Handles or 
hand wheels shall apply the brakes when they  are turned in a clockwise direction. 
 
Where the parking brake controls are fitted insi de a vehicle, they shall be accessible from 
both sides of the vehicle. Where the parking brake can be superimpos ed with other brake 
applications, either whilst mo ving or statically, the vehicle equipment shall be able to 
withstand the imposed loads for the life of the vehicle. 
 
It shall be possible to release the parking brake manually in an em ergency situation at 
standstill. 
 
The parking brake shall conform to the table below.  
 
Wagon not specifically listed below At leas t 20% of a keeper’s fleet with the 
parking brake operated from the wagon (platform or gangway) or the ground, 
spread over the greatest possible 
number of types of wagons  
Wagons built specifically for the transport of loads requiring precautions as follows or / and according to Council One per wagon operated from the 
vehicle (platform or gangway) 
 
 
 Directive 96/49/EC (RID): 
livestock; fragile loads; compressed or liquefied gases; ma terials which give 
off inflammable gases when in contact 
with water causing combustion; acids; corrosive or combustible liquids; loads igniting spontaneously, catching fire or 
exploding easily 
Wagons whose special fittings for 
accommodating the load must be 
treated with caution, i.e. carboy, jar or 
cask wagons; tanks of aluminium; tanks lined with ebonite or enamel; crane wagons (or / and according to Council 
Directive 96/49/EC (RID)) One per wagon operated from the 
wagon (platform or gangway) 
Wagons with a superstructure built 
specifically for the transport of road 
vehicles, including the multi-deck wagons for the transport of motor cars One per wagon operated from the 
wagon (platform or gangway) and 20% 
of these having the parking brake also operated from the wagon floor 
Wagons for the transport of de-mountable swap bodies for horizontal transhipment One per wagon operated from the 
ground 
Wagons comprising several permanently coupled units A minimum of two axles (on one unit) 
 
 
The parking brake shall be designed such th at fully loaded wagons shall be held 
in a gradient of 4.0 % with maxi mum adhesion of 0.15 with no wind. 
 
 
 
 
 2.14. Vehicle capability to transmit info rmation between ground and vehicle 
2.14.1.  Description of the parameter 
 
This basic parameter indicates  the required minimum capabilities of data transmission 
between vehicle and ground. This capab ility may range from simple vehicle 
identification (e.g., wagon number) to complex da ta exchange processes, e.g., needed to 
support load monitoring, fleet management, etc. 
 
2.14.2.  Characteristics to be respected 
 
2.14.2.1.  General 
 
Application of tags is not mandatory. If a wagon is  fitted with radio-frequency 
identification devices (RFID-tag), the following specification shall be applied.  
 
2.14.2.2.  Functional and technical specification of the 
subsystem 
Two "passive" tags shall be fitted, one on each side of the wagon in the areas indicated in 
the following figure 2, such that the unique identification number of the wagon can be 
read by a trackside device (the tag reader ). 
 
 
 
Fig. 2 Tag position on wagon  
 
 
 When available, trackside devices ( tag readers ) shall be capable of decoding tags passing 
at a speed of up to 30 km/h and make this  decoded information available to a ground-
based data transmission system. Typical installation constraints are given in figure 3  where the reader position is defined 
by a cone. 
 
 
 
Fig. 3 - Installation constraints for tag readers 
 
The physical interactions be tween the reader and the ta g, the protocols and the 
commands, and the collision arbitration scheme s, shall conform to ISO18000-6 type A. 
When fitted, tag readers shall be positioned at entry and ex it points of locations where 
train formation can be changed. 
The tag reader shall provide at a minimum to  the interface with any data transmission 
system the following: 
• Unambiguous identification of the tag reader , among those that may be installed in 
the same location, in order to identify the track being monitored, 
• Unique identification of every wagon passing, 
• Time and date for each wagon passing. 
Time and date information shall be accurate  enough in order that a subsequent processing 
system is able to identify the actual physical train composition. 
 
2.14.2.3.  Maintenance rules 
Inspections according to the ma intenance plan shall include: 
• presence of tags, 
• correct response, 
• processes to ensure that tags will not be  degraded during the maintenance procedures. 
 
 
 
 
 2.15. Environmental conditions for rollin g stock (Range of functioning of 
components) 
2.15.1.  Description of the parameter 
It specifies the range of func tioning of rolling stock component s. It may be expressed in 
classes for temperature etc. thereby giving the choice for the operator / manufacturer to 
build a vehicle suitable for operation all over Europe, as the automotive industry is 
doing, or have a restricted use.  
The different environmental c onditions of the lines are de fined in the “Register of 
Infrastructure”. 
 
2.15.2.  Characteristics to be respected 
 
2.15.2.1.  General 
 
The rolling stock, as well as the on-board equipm ent, shall be able to be put into service 
and operate normally in the conditions and c limatic zones for which the equipment is 
designed and in which it is likely to run. The environmental conditions ar e expressed in classes for te mperature etc. thereby giving 
the choice for the operator to procure a ve hicle suitable for operation all over Europe, or 
have a restricted use.  The "Register of Infrastructu re" will specify the ranges of environmental conditions 
likely to be experienced on the individual lin es. The same ranges will be used to assist 
reference to operating rules. 
The range limits specified are those which have a low probability of being exceeded. All 
specified values are maximum or limit values . These values may be reached, but do not 
occur permanently. Depending on the situati on there may be different frequencies of 
occurrence related to a certain period of time. 
 
2.15.2.2.  Functional and technical specifications of the 
subsystem 
 
Altitude  
 
The wagons shall perform as specif ied for all altitudes up to 2000 m. 
 
Temperature  
 
Classes Design level classes 
  
TRIV Subsystems and components have di fferent temperature requirements. 
Details will be given in the relevant TSI  
  
 Air temperature range external to vehicle [°C]: 
Tn -40     +35 
 
 
 Ts -25     +45 
 
The class T RIV is identical to the temperature de sign level of all in teroperable wagons 
existing before implementation of the rele vant TSI. The design level for class T RIV will 
be given in the relevant TSI.  
 
All freight wagons intended for internationa l traffic shall comply as a minimum with 
temperature class T RIV.  
 In addition to design level class T
RIV the external temperature classes Ts and Tn exist.  
 
A T RIV wagon is permitted to operate in: 
 
• permanent use on Ts lines; 
• permanent use on Tn lines in the period of th e year when temperature is expected to 
be above -25 °C; 
• non-permanent use on Tn lines in the period of  the year when temperature is expected 
to be below -25 °C.  
 
Remark: it will be the choice of wagon buyer to decide the additional temperature range 
of the wagon according to its in tended use (Tn, Ts, Tn + Ts, or nothing more than T RIV).  
 
Humidity  
 
The following external humidity levels shall be considered: 
Yearly average: ≤ 75% relative humidity;  
On 30 days in the year continuously: between 75% and 95% relative humidity; 
On the other days occasionally: betw een 95% and 100% relative humidity; 
Maximum absolute humidity: 30 g/m3 occurring in tunnels. 
An operationally caused infre quent and slight moisture conde nsation shall not lead to any 
malfunction or failure. The relevant TSI will specify the range of  variation of the relative humidity for the 
different temperature classes that it is consid ered will not be exceeded for more than 30 
days per year. 
At cooled surfaces, 100% relative humidity may occur causing condensation on parts of 
equipment; this shall not lead to any malfunction or failure. Sudden changes of the air temperature loca l to the vehicle may cause condensation of 
water on parts of equipment with rate of  3 K/s and maximum variation of 40 K. 
These conditions particularly occurring when entering or leaving a tunnel shall not lead 
to any malfunction or failure of the equipment. 
 
 
Rain
 
 
Rain rate of 6 mm/min shall be taken into acc ount. The effect of rain shall be considered 
depending on the equipment installation to gether with wind and vehicle movement. 
 
 
 
 Snow, ice and hail  
Consideration shall be given to the effect of all kind of snow, ice and / or hail. The 
maximum diameter of hailstones shall be ta ken as 15 mm, larger diameter may occur 
exceptionally. 
 
Solar radiation  
Equipment design should allow fo r direct exposure to solar ra diation at the rate of 1120 
W/m2 for a maximum duration of 8h. 
 
Pollution  
 
The effects of pollution shall be considered in the design of equipment and components. 
The severity of pollution will depend upon th e location of the equipment. Means may be 
provided to reduce pollution by the effectiv e use of protection. The effects of the 
following kinds of pollut ion shall be considered: 
 
Chemically active substances 
 Class 5C2 of EN 60721-3-5:1997 
 
Contaminating fluids Class 5F 2 (electrical engine) of EN 
60721-3-5:1997 
Class 5F3 (thermal engine) of EN 60721-
3-5:1997 
Biologically active substances  Class 5B2 of EN 60721-3-5:1997. 
Dust Defined by clas s 5S2 of EN 60721-3-
5:1997 
Stones and other objects Ballast and other of maximum 15 mm 
diameter 
Grasses and leaves, pollen, flying insects, fibres etc. For the design of ventilation ducts 
Sand According to EN 60721-3-5:1997 
Sea spray According to EN 60721-3-5:1997  
Class 5C2 
    
2.16. Emergency Exits and Signposting  
2.16.1.  Description of the parameter 
 
The basic parameter gives provisions on 
  Safety instructions for staff: 
– Safety instructions containing all informa tion needed for the staff to prevent and 
handle an emergency situation; 
– Instructions for the safety training of  staff (plan, docum entation, training). 
 
 
  Traffic management and rescue instruc tion for operation: 
– Documents for definition of the locati on and operation of the emergency and 
recovery features of the vehicle have to  be provided. This is needed for the 
Infrastructure manager and the rescue  coordination centre and services. 
 
2.16.2.  Characteristics to be respected 
 
There is no requirement for emergency exits or signposting relating to emergency exits 
on freight wagons.  However, in the event of an accident, there is a requirement for a 
rescue plan and related information notices.  
Freight wagons shall have pi ctograms attached, as specified in paragraph relating to 
Marking of Wagons, indicating where the wagon may be lifted, and whether the running 
gear requires detaching befo re lifting takes place. 
 
  
2.17. Fire Safety  
2.17.1.  Description of the parameter 
 
The basic parameter includes th e measures to guarantee a suitable safety level to prevent 
fire and manage the consequences in the event of fire. It may include e.g. design 
measures to avoid fire-i gnition and -propagation. 
 
2.17.2.  Characteristics to be respected 
2.17.2.1.  General 
 
• Design shall limit fire ignition and propagation;
 
• No toxic fume requirements shall be taken in account; 
• The goods carried on freight wagons should no t be taken into account – neither as a 
primary ignition source nor as a mean of feeding fire propagation. 
In case of dangerous goods carried on frei ght wagons only RID requirements shall be 
applied to them in all aspects of fire safety; 
• The goods of freight wagons shall be protected  against foreseeable sources of ignition 
on the vehicle; 
• The material used on freight wagons shall limit the generation, propagation of fire, 
and production of smoke in the event of fire on primary ignition source of 7 kW 
during 3 min; 
• The design rules shall be applied for any fixe d equipment of the vehicle, if it is a 
potential source of fire ignition, e. g. cooling devices containing fuel; 
• A member state shall not require smoke de tectors to be instal led on freight wagons. 
 
2.17.2.2.  Technical specificati on for freight wagons 
Definitions  
 
 
  
Fire integrity 
 
Is the ability of a separating construction el ement, when exposed to fire on one side, to 
prevent the passage through it of flames, hot gases and other fi re effluents or the 
occurrence of flames on the unexposed side. 
 
Thermal insulation 
 
Is the ability of a separating construction el ement to prevent excessive transmission of 
heat. 
 
Normative References  
 
1 EN 1363-1 
October 1999 Fire resistance tests 
Part 1: General requirements 
2 EN ISO 4589-2 
October 1998 Determination of burning behaviour by oxygen index – 
Part 2: Ambient temperature test 
3 ISO 5658-2 
1996-08-01 Reaction to fire tests – Spread of flame 
Part 2 Lateral spread on bui lding products in vertical 
configuration 
4 EN ISO 5659-2 
October 1998 Plastic – Smoke generation 
Part 2: Determination of opti cal density by a single chamber 
test 
5 EN 50355 
November 2002 Railway applications  – Railway rolling stock cables having 
special fire performance – Th in wall and standard wall – 
Guide to use 
6 EN ISO 9239-2 
December 2003 Reaction for fire tests for flooring- 
Part 2 Determination of flame sp read at a heat flux level at 
25 kW m2 
 
Design rules  
 
Spark protection of the load shall be provide d separately where the floor does not provide 
that protection. 
 
The underside of the vehicle floor, in those lo cations where it is exposed to potential 
sources of fire and when spar k protection is not provided, sh all be provided with thermal 
insulation and fire integrity.  
 
Material requirement  
 
In the following table the parameters used to define re quirements and their 
characteristics, are listed. Also stated is wh ether the numerical value in the tables of 
requirements represents a maximum or minimum for compliance.  
A reported result equal to the requirement is compliant. 
 
Test Method Parameter Units Requirement 
definition 
EN ISO 4589-2 [2] LOI % Oxygen minimum 
ISO 5658 [3] CFE kWm-2 minimum 
 
 
 EN ISO 9239-2 [6] CFE kWm-2 minimum 
EN ISO 5659-2 [4] D s max Dimensionless maximum 
 
 
 
 
Minimum Requirements 
 
Parts or materials having a surface area less than the surface classification  
below, shall be tested with minimum requirements. 
 
Test Method  Parameter Unit Requirement 
EN ISO 
4589-2 [2] LOI % Oxygen ≥ 26 
 
 Requirements for material used as surface except floors 
 
Method : 
Conditions 
Parameter Parameter Unit Requirement 
ISO 5658-2 
[3] 
CFE CFE kWm-2 ≥ 24 
EN ISO 
5659-2 [4]  
50kWm-2  Ds max Dimensionless ≤ 600 
 
 
Requirements for material used as surface for floor 
 
Method : 
Conditions 
Parameter Parameter Unit Requirement 
EN ISO 
9239-2 
[6]CFE CFE kWm-2 ≥ 4.5 
EN ISO 
5659-2 [4]  
50kWm-2  Ds max Dimensionless ≤ 600 
 
 
 
Surface classification 
 
All materials used shall meet the minimu m requirements where the surface area of the 
material / item is less than 0.25m2 and  
 
• on a ceiling: 
 
 
 o the maximum dimension in any directi on on the surface is less than 1m  
and 
o the separation from another surface is greater than the maximum extent of 
the surface (measured horizontally in  any direction on the surface); 
 
• on a wall and the floor : 
o the maximum dimension in a verti cal direction is less than 1m 
and 
o the separation from another surface is greater than the maximum extent of 
the surface (measured vertically for walls or horizontally for floors). 
 
 
Cable requirements 
 
Cable used for electrical inst allation on freight wagons sha ll be in accordance with EN 
50355 [5]. For fire safety requirements the hazard level 3 shall be taken in account.  
 
Maintenance of the fire protection measures  
 
The condition of fire integrity and therma l insulation measures of the freight wagons 
(e.g. floor protection, wheel spark protection)  shall be checked every overhaul period and 
intermediate periods where it is appropriat e to the design solution and field experience. 
 
 
 
  
 
 
  
3. BASIC PARAMETERS RELATED TO THE TSI  ON TELEMATIC  APPLICATIONS  
FOR  FREIGHT   
 
3.1. Consignment Note data 
3.1.1.  Description of the parameter 
The Consignment Note has to be sent by the Customer to the Lead RU (LRU). It must 
show all the information needed to carry a consignment from the consignor to the 
consignee. The LRU must supplement this data with additional information.  
These data are the basis for a path request on short notice, if this is required for the 
execution of the consignment note.  
 
3.1.2.  Characteristics to be respected 
Wagon order 
The wagon order is primarily a subset of  the Consignment Note information. 
The main content of the wagon order is: 
• Consignor and consignee information 
• Routing information 
• Consignment identification 
• Wagon information 
• Place and time information 
 Data exchange in case of Open Access 
 
In the case of Open Access no message exchange is needed with other RUs. 
 
Data exchange in case of Co-operation mode 
 
In the case of co-operation with various RUs, the LRU must send Wagon Orders to the RUS 
involved in the transport chain. The Content of Wagon Order must show the relevant 
information which is needed for an RU to e ffect transportation during its responsibility 
until handover to next RU. Therefore the content is dependent on the role to be 
performed by the Railway Unde rtaking: Origin-, Transit- or Delivery RU (ORU, TRU, 
DRU). 
 
Wagon order messages  The following Wagon Orders must be distinguished: 
• Wagon Order for the Origin Railway Undertaking (ORU); 
• Wagon Order for the Delivery Railway Undertaking (DRU); 
• Wagon Order for the Transit Railway Undertaking (TRU). 
 
 
 
  
3.2. Path Request 
3.2.1.  Description of the parameter 
Here the dialogue between RUs and IMs to ge t the agreement of a train movement at 
short notice is described. Th is dialogue is stated  by an RU but will involve all RUs and 
IMs necessary in moving the train along the desired path.  
3.2.2.  Characteristics to be respected 
Train Path 
 
The Train Path defines the requested, accepted and actual data to be stored concerning 
the path of a train and the characteristics of the train for each segment of that path. 
 
Long term planning 
 The long term planning of paths (timetable s) is out of the scope of the TSI. 
 
Path Request on short notice 
 Due to exceptions during the train running or  due to transport demands on a short time 
basis, a Railway Undertaking must have the possibility to get an ad hoc path on the 
network.  In the first case, immediate actions have to be started,  whereby the actual train 
composition based on the train composition list is known.  
In the second case, the Railway Undertaking must provide the Infrastructure Manager 
with all necessary data concer ning when and where the train is required to run together 
with the physical characteristics in so far as they interact with the infrastructure. These 
data are mainly given in the supplemented consignment note, resp ectively in the wagon 
orders. 
 Open Access  
The RU contacts all involved IMs directly or via the One Stop Shop (OSS) to organise 
the paths for the complete journey. In this ca se the RU has also to operate the train on the 
complete journey according to Arti cle 13 of the Directive 2001/14/EC. 
 Co-operation Mode 
 
Each RU involved in the Transport Journey fr om A to B contacts the local IMs directly 
or via OSS to request a path for the jour ney section on which it operates the train.  
 Path request dialog for short notice 
 
In both scenarios the booking procedure of a path on short notice follows the dialog 
between RU and IM involv ed as described below: 
 
Path Request 
 
 
 
 RU to IM(s) involved, this message must be sent for a path request at short notice.  
 
Path Details  This message must be sent from IM(s) to RU  confirming details of path in response to 
RU’s “Path Request”, perh aps with changed values. 
 Path Confirmed  This message must be sent from the RU to the IM for the acceptance of the “Path 
Details” from the IM in response to the RU’s original request. 
 Path Details Refused  This message must be sent from the RU to  the IM when not accepting the “Path Details” 
from the IM in response to RU’s original re quest, if there are changed values, which the 
RU cannot accept.  Path Cancelled 
 
Advice from the RU to the IM to cancel a previously booked path or a part of it. 
 Path Not Available  
Advice from the IM to the RU that the booke d path is not availa ble (cancellation of a 
booked path by IM).  Receipt Confirmation  
This message must be sent fr om the recipient of a message to the originator of the 
message when the required response cannot  be made available in real-time.  
 
 
3.3. Train Preparation 
3.3.1.  Description of the parameter 
This parameter specifies the messages whic h must be exchanged during the train 
preparation phase until the start of the train. This parameter contains  three groups of data: 
– Train composition relating to the make up of  the train and its actual characteristics. 
This is made available to all IMs and RUs involved with the train; 
– Reaction of the IM, when recei ving the train composition; 
– The dialogue between IM and RU for each  segment on the train journey that is 
necessary when the train is ready. 
 
3.3.2.  Characteristics to be respected 
Access to registers and Reference files 
 
 
 
 For the preparation of the train, the RU must  have access to the actual infrastructure data 
(infrastructure register), to  the dangerous goods reference file, to the technical wagon 
data and to the current, updated information status on the wagons. This refers to all 
wagons on the train. 
 
 
 Conditions for sending th e train composition 
 
If the train composition is changed at a lo cation, this message must be exchanged once 
more to all parties involved wi th information updated by the RU. 
 
The train composition message  The train composition message must contain all data required for safe and efficient 
traffic. These are the data concerning the physi cal characteristics of a train in so far as 
these interact with the infrastructure network over which it is to run. 
 IM reactions on the train composition  
Train accepted 
 Depending on the contractual agreement betw een the IM and the RU and on regulatory 
requirements, the IM may also advise the RU if the train composition is acceptable for 
the booked path. This is effected with this me ssage. This message is  optional, if nothing 
else is agreed between IM and RU. Th e train preparation can be completed. 
 Train not Suitable  If the train is not suitable for the previously agreed path, the IM must inform the RU, 
with this message. In this case the RU has to recheck the train composition or to cancel 
the train path and to  request new path. 
 
Train start dialogue 
 
At each point where the responsibility cha nges on the RU side, the start procedure 
dialogue is obligatory. 
 
Train ready 
 
This message must be sent from RU to IM i ndicating that the train is ready for access to 
the network.  
Train Position 
 This message may be sent from the IM to the RU defining exactly when and where the 
train should present itself to the network as  an answer to the train ready message. The 
transmission of this message  depends on the contractual arrangement between the RU 
and the IM.  
 
Train at Start  This message may be sent from the RU to th e IM when having received a “train position” 
message from the IM, to indicate that the trai n has started its journey. This message must 
have an identifier to which it refers.  Train Running Advice 
 
 
 
 I M  t o  R U ,  t h i s  m e s s a g e  m u s t  b e  s e n t  t o  indicate that the train has arrived on the 
infrastructure 
 
 
3.4. Train Running Forecast 
3.4.1.  Description of the parameter 
This parameter describes the me ssages issued by the IM to  the RU and also exchanged 
between the IMs involved at agreed reporting points.  
 
Train Running Forecast   The message contains the forecasted time of th e train at a specified location e.g. if the 
specified location is a hand over point, then the forecasted time is the ETH (Estimated 
Time of Handover). For all other reporting poi nts the forecasted time is TETA (Train 
Estimated Time of Arrival)  Train Running Advice 
 
The message contains the actual arrival ti me, departure time or pass-through time of a 
train at a specified location together with the deviation against schedule. 
 
3.4.2.  Characteristics to be respected 
Open Access 
 In the case of Open Access, which means that the paths for the complete journey are 
booked by one RU (this RU also operates the train during the complete journey), the 
messages are sent to this RU. The same is tr ue, if the paths for the journey are booked by 
one RU via OSS.  Co-operation mode 
 
In the case of Co-operation mode, this information exchange between RUs and IMs 
always takes place between the IM in char ge and the RU, who has booked the path on 
which the train is actually running.   
Approaching scenario 
 The following scenarios will be differe ntiated, taking into account the various 
communication relations between RUs a nd IMs according to the path booking: 
• Train Approaching a Handover Point be tween IM n°1 and his neighbour 
IM n°2. The Handover point is not also  an Interchange or Handling Point; 
• Train Approaching an Interchange Po int between RU 1 and the next RU 
2. The interchange point may also be a handover point between e.g. IM 
n°1 and IM n°2; 
• Train Approaching a Handling Point of an RU; 
• Train arrival at Destination. 
 
 
 
 3.5. Service Disruption Information 
3.5.1.  Description of the parameter 
This parameter describes the handling and the message exchange in case of any service disruption 
during train running.   
 
3.5.2.  Characteristics to be respected 
Temporary disruption in re sponsibility of the RU 
When the RU learns about a service disr uption during the train running operation for 
which it is responsible, it immediately informs the IM (no IT-Message e.g. from the 
driver). 
 Temporary disruption in re sponsibility of the IM 
If the delay exceeds x minutes (this value mu st be defined in the contract between RU 
and IM) the IM concerned must send to the RU a train running forecast message relating 
to the next reporting point.  
Cancellation of the train 
If the train is cancelled, the IM sends to th e neighbouring IM and to the path contracted 
RU a  
• train running interrupted message. 
 
 
 
 
3.6. Train Location 
3.6.1.  Description of the parameter 
This parameter specifies the tracing possibilit y to get information about train location, 
train delays and performance. The informat ion is based mainly on the stored message 
exchange from the IMs. 
 
3.6.2.  Characteristics to be respected 
Access possibility 
The access to this information must be i ndependent from the co mmunication relation RU 
/ IM during the train running, which means that  the RU must have a single access address 
to this information.  
 Accessible information Train Running 
Information on the last recorded status (l ocation, delays and delay reasons) of one 
specific train on the infrastructure of a specified IM. 
 
Train Delay / Performance Information on all the delays to a specific train with a particular IM 
 
 
  
Train Identifier 
Information about the current Train ID and it s previous Train Ids. Any of the Train Ids 
for a specific train can be used as  access key to this information. 
 
Train Forecast 
Information about the forecast time for a specif ied train at a particular reporting location. 
 Trains at reporting Location Information about all trains of an RU at a particular reporting location on the 
infrastructure of a specific IM. 
 
 
3.7. Shipment ETI / ETA 
3.7.1.  Description of the parameter 
This parameter describes the ETI /ETA calculation procedure and the needed message exchange 
between the RUs and the Lead RU. 
 
ETI 
Estimated Time of Interchange of a sh ipment (wagon) from one RU to the 
next RU in the transport chain. 
ETA 
Estimated Time of Arrival of a ship ment (Wagon) on the consignee sidings. 
 
RU’s capability 
 
Each RU must have the capability to receive and generate the ETI for the next RU 
 
3.7.2.  Characteristics to be respected 
Open Access 
In the case of Open Access, only one RU exis ts. This RU has to calculate the shipment 
related ETA for its customer after having established the trip plan for the shipment and it has to update the ETA each time, when a deviation during the transportation was 
detected. 
 Co-operation mode In the co-operation mode the Lead RU 
sends the shipment / wagon order and the release time 
for the shipment / wagon to the first RU, which creates ETI and se nds it to the next RU involved. 
The last RU creates the ETA and sends it back to the Lead RU. This procedure must be repeated 
when ever a deviation in the tran sportation of the shipment is de tected or on request from the 
LRU. The needed message is the  
• Wagon ETI / ETA message  
 
Basis for the ETI / ETA calculation The first calculation is based on the release time of the shipment / wagon. The updates 
are based on the information from the Infras tructure manager in charge, which sends, 
within the Train Running Forecast message fo r the train on which the shipment / wagon 
is transported, the Train Es timated Time of Arrival (TETA ) for defined reporting points. 
 
 
 Intermodal units 
For the intermodal units on a wagon, the wagon ETIs are also ETIs for the intermodal 
units, the wagon ETA must be calculated as  ETIs for the intermodal units on the wagon 
by the last RU, since the RU delivers the wa gon only to the intermodal terminal operator 
and not to the final customer.  
Alert management 
The Lead RU is responsible for the compar ison with the commitment to the customer.  
Deviations of the ETA against the commitment to the customer must be handled in 
accordance with the contract and may lead to  an Alert management process by the LRU. 
For the transmission of information on the result of this process an 
• Alert message  
is foreseen. 
 
As a basis for the Alert management proces s, the LRU must have the possibility for a 
wagon related enquiry on deviat ions, done with Enquiry: 
• Information about wagon deviation 
 
3.8. Wagon Movement 
3.8.1.  Description of the parameter 
This parameter describes the reporting of the movement of a wagon and defines the 
needed message exchange betw een RUs and Lead RU (acting as service integrator). 
 
3.8.2.  Characteristics to be respected 
Open Access 
In the case of Open Access onl y one RU exists, which also is  the LRU. No data exchange 
to other RUs is needed. Therefore the wagon m ovement is an RU (LRU) internal process. 
The LRU itself is responsible for the da ta storage and updating of the wagon related 
movement database. The events which must be stored are: 
• Wagon ready to be pulled from customer sidings 
• Wagon pulled from customer sidings 
• Wagon arrived at RU’s yard 
• Wagon has left the yard 
• Any wagon exceptions 
• Wagon arrived at destination yard 
• Wagon placed on customer sidings 
 
Co-operation model 
For the reporting of the movement of a wagon,  each RU involved must store the relevant 
data and must make it electronically accessible . The data must be also exchanged within 
message on contractual base to authorised parties. 
 
Needed messages 
 
Wagon Release notice 
The Lead RU must tell the RU in charge that  the wagon is ready for pull at the customer 
sidings at the given release time. This event must be st ored in the wagon movement 
database. 
 
 
  
Wagon Departure notice 
The RU must inform the LRU of the actual Date and Time that the wagon has been 
pulled from the  place of departure. This ev ent must be stored in the wagon movement 
database. 
 
Wagon Yard arrival 
The RU must inform the LRU, that the wagon has arrived at its yard. This message can 
be based on a “Train running advice”. This even t must be stored in the wagon movement 
database. 
 
Wagon Yard departure 
The RU must inform the LRU, that the wag on has left its yard. This message can be 
based on a “Train running advice” message. Th is event must be stored in the wagon 
movement database. 
 
Wagon Exceptions message 
The RU must inform the LRU about deviati ons e.g. bad order, including a new ETI / 
ETA. This information must be stor ed in the wagon movement database. 
 
Wagon Arrival notice 
The last RU in a wagon or Intermodal unit tr ansport chain must inform the LRU that the 
wagon has arrived at its yard (RU location).  
 
Wagon Delivery notice  
The last RU in a wagon transport chain must  inform the LRU that the wagon has been 
placed at the consignee’s sidings. 
 
3.9. Interchange Reporting 
3.9.1.  Description of the parameter 
The Interchange reporting describes the me ssages attached to the transfer of 
responsibility for a wagon between two Rail way Undertakings, which occurs at 
interchange points. It also commands the new RU to make an ETI calculation. 
 
3.9.2.  Characteristics to be respected 
Open Access 
Nothing has to be specified, as there is always the same respon sible RU during the complete 
transport chain. B ut from the Running Advice of the tr ain at a reporting point, the wagon 
or Intermodal unit related information regard ing location and Date and Time of arrival 
and departure must be processed and st ored in the wagon movement database.  
 
Co-operation mode The following messages are needed 
to transfer the control and responsibility of a shipment 
from one RU to another , the information of which must be stored in the wagon movement 
database. 
 
 
  
Wagon Interchange Notice 
With the “Wagon Interchange Notice” a Railw ay Undertaking (RU 1) asks the next 
Railway Undertaking (RU 2) in the transport chain whether it accepts the responsibility 
for a wagon. 
 
Wagon Interchange Notice / Subset With the “wagon interchange notice / subset” th e RU 1 informs the IM, that it is handling 
over the responsibility to the next RU. 
 
Wagon Received At Interchange  With the “Wagon Received At Interchange” message, the RU 2 informs RU 1 that it 
accepts the responsibili ty for the wagon.  
 
Wagon Refused At Interchange With the “Wagon Refused At Interchange” messag e, the RU 2 informs RU 1 that it is not 
willingly to take over the re sponsibility for the wagon.  
 
3.10. Data Exchange for Quality Improvement 
3.10.1.  Description of the parameter 
A measurement process is an essential post tr ip process to support quality improvements. 
In addition to measuring the service delivered  to the customer, LRUs, RUs and IMs must 
measure the quality of the service components that in total make up the product delivered 
to the customer. 
To measure quality the already defined messa ges can be used. The measurement process 
is a repetitive one. 
 
3.10.2.  Characteristics to be respected 
Quality measurements LRU / Customer 
In contracts between Lead RUs and Customer s commitments can be made (depending on 
the individual agreement) re garding Transit time and ETA.  
 Quality measurements LRU / RUs 
In contracts between a Lead RU and othe r RUs commitments can be made concerning 
transit times, ETIs, ETAs and Reason Codes. 
 Quality measurements RU / IM In contracts between RUs and IMs, train sche dules and target on time levels at specified 
timing points can be specified as can the accuracy of Train ETAs and ETHs.   
Quality measurements RU / IM 
In contracts between RUs and IM s path availability to run tr ains will be clearly described 
in terms of a range of times at specified point s. Train specifications in terms of maximum 
length and gross weight, loadi ng gauge etc., will also be covered in these contracts, 
which aspect will be a ddressed under item number 6. 
The procedures and time frames for confirmi ng the utilisation of a path, cancelling the 
use of a planned path and the extent to which a path can be used outside (early or late) 
the specified range of times will also  be covered in these contracts. 
 
 
  
Quality measurements RU / IM, Path Availability on short notice 
Periodically the RU will compare the path re quest and the response data for producing 
reports as follows: 
• Path request response time against framework agreement; 
• Number of paths supplied within x,  y, and z hours etc., of requested 
time; 
• Number of rejected path requests. 
 Quality measurements IM / RU, Train com position quality 
When the train ready messages and / or train composition lists are sent by an RU to the 
IM(s) (or to other RUs), they should comply  with the train speci fications contained 
within the applicable contract.  
 
 
  
3.11. Various Reference Files 
3.11.1.  Description of the parameter 
This parameter defines which additional references files must be available for the 
operation of freight trains in the European network. 
 
3.11.2.  Characteristics to be respected 
Reference files 
List of reference files 
• Reference File of the numerical  Coding for all IMs, RUs, and 
Service provider companies  
• Reference File of the numerical  Coding for Transport Customers 
• Reference File of the Numerical  Coding of Locations (Primary, 
subsidiary and zone-track-spot)  
• Reference File of the numerical  Coding for customer locations 
• Reference File of all exis ting train control systems  
• Reference File of Hazardous  goods, UN and RID numbers 
• Reference File of all di fferent locomotive types 
• Reference File of all CN and HS codes for goods  
• Reference File of the emergency services, correlated to type of 
hazardous goods 
• Reference File of all Eur opean maintenance workshops 
• Reference File of all European audit bodies 
• Reference File of all European accredited operators 
 
Accessibility The Reference files must be accessible to all Service Providers (IMs, RUs, Logistic 
providers and Fleet managers).  
 
Actuality The data must represent the actual status at all times. 
 
 
  
Other Databases 
To allow for the tracking of train and wagon movements, the following temporary 
databases, updated at each relevant event in real time, may be installed:  
 
Wagon and Intermodal unit Movement Database The communication between the Lead RU and RUs in the co-operation mode is based on 
wagon and/or Intermodal unit numbers. Theref ore an RU, which communicates with the 
IMs at train level, must break down this information into wagon and Intermodal unit 
related. This wagon and Intermodal unit relate d information may be stored in wagon and 
Intermodal unit specific movement databases.  The information on train movement leads 
to new entries / updates in the wagon and Intermodal unit movement database for 
customer information. This data base is set up at the latest when receiving the release time 
for the wagons or Intermodal unit from the cu stomer. This release time is the first entry 
into the Wagon and Intermodal unit movement database.  
Train Data base 
The Infrastructure Manager train database  corresponds to the Railway Undertaking 
wagon movement database. The main data entrie s are the train related data of the train 
composition message from the RU. All train ev ents result in an update of this train 
related database. An alternative storage possibility for these data is the path database.   Wagon Trip Plan 
Trains normally carry wagons from various Customers. For each wagon the Lead RU 
establishes and updates a trip plan which corres ponds to the train path at train level. New 
train paths for a train - e.g. in case of serv ice interruptions - lead  to a re-trip for the 
wagons of the various customers. The creation ti me for the trip plan is the receipt of the 
consignment note from the customer. 
  
3.12. Electronic Transmis sion of Documents 
3.12.1.  Description of the parameter 
This parameter considers the managing of el ectronic transmission of  train and shipment 
related documents where the current proces s needs physical documents e.g. customs 
documents. 
 
3.12.2.  Characteristics to be respected 
The next paragraph presents the communicati on network to be used for data exchange. 
This network and the described security ha ndling make it possible for any type of 
network transmission, such as email, file transf er (ftp, http), etc. The type to choose can 
then be decided upon by the parties involved in  the information exchange, which means, 
that the electronic transmission of docum ents, for example via ftp, is given. 
  
 
 
 3.13. Networking & Communication 
3.13.1.  Description of the parameter 
This parameter describes the cost effec tive and timely networking and communication 
requirements for all the basic para meter massages in this TSI. 
 
3.13.2.  Characteristics to be respected 
General Architecture 
 
The Network & Communication infrastructure  supporting such rail interoperability 
community will be based on a common Information Exchange Architecture , known 
and adopted by all participating actors.  
The Information Exchange Architecture: 
 is designed to reconcile heter ogeneous information models by 
semantically transforming the data  that is exchanged between the 
systems and by reconciling the bus iness process and application-
level protocol differences; 
 has minimum impact on the existing  IT architectures implemented 
by every actor; 
 safeguards IT investments made already.  
 Scalability The Information Exchange Architectures favours a mostly Peer-to-Peer type of 
interaction between all actors, while it guaran tees the overall integrity and consistency of 
the rail interoperability community by provi ding a set of centralised services. A Peer-to-
Peer interaction model allows the best cost  distribution between the different actors, 
based on actual usage and will present, in  general, lesser scalability problems. 
 
Network 
Networking in this case means the method and philosophy of communication and does 
not include the physical network.  The rail interoperability community is base d on usage of the public Internet network, 
thus encouraging and lowering barriers for entry actors. The security issue will therefore be addressed not by the network (VPN, tunnelling, ...), 
but by exchanging and mana ging inherently secure me ssages. A VPN network is 
therefore not required, thus avoiding pr oblems with responsibilities and ownership 
allocation. Tunnelling is not considered  as a necessary means for achieving the 
appropriate security level. 
In any case if some actors already have or wa nt to implement various degrees of security 
on selected partitions of the network, they can do so.  Over the public Internet network it is possibl e to implement a hybrid Peer to Peer model 
with a central repository  and a common interface  at each actors’ node. 
The central repository is appro ached first to obtain meta-information, such as the identity 
of the peer (actor) on which some information is  stored, or to verify security credentials. 
Afterwards, a Peer to Peer communicati on is performed betw een involved actors. 
 
Protocols 
Only protocols belonging to the full Inte rnet Protocol suite must be used.  
 
 
  
Security 
To achieve a high level of security, all mess ages must be self contained, which means 
that the information in the message is secure d and the receiver can verify the authenticity 
of the message. This may be solved by usi ng an encryption and signing scheme similar to 
email encryption. This makes it possible to use any type of network transmission, like 
email, file transfer (f tp, http), etc. The actual type to choose can then be decided upon by 
the parties involved in the information exchange.  
Encryption 
Either asymmetric encryption or a hybrid solution based on symmetric encryption with 
public key protection must be used, due to the fact that sharing a common secret key 
among many actors will fail at some point. A high er level of security is easier to achieve 
if every actor takes responsib ility for its own pair of keys, even though the demand for a 
high level of integrity of a central repository (the key server) is required. 
 
Central Repository 
The Central Repository must be able to handle: 
 metadata –  structured data de scribing the content of messages; 
• Public Key Infrastructure (PKI) ; 
 Certification Authority (CA) ; 
 directory (“phonebook” ) – it contains all needed information 
about the participating acto rs for exchanging messages. 
The management of the central repository should be under the responsibility of a non-
commercial co-European organisation. 
 
Common Interface The Common Interface is mandatory for each actor in order to join the rail 
interoperability community.  
The Common Interface has to be able to handle: 
- message formatting of outgoing messages according to the 
metadata 
- signing and encryption of outgoing messages 
- addressing of the outgoing messages 
- authenticity verification of the incoming messages 
- decryption of  incoming messages 
- conformity checks of incoming me ssages according to metadata 
 
Based on the results of authenticity verifi cation of incoming messages, a minimum level 
of message acknowledgement  can be implemented: 
i. positive send ACK 
ii. negative send NACK. 
The common interface uses the information in the central repository in order to manage 
the above tasks.  
An actor may implement a local “mirror” of the central repository to shorten response 
times.