02014R1302 — MT — 11.03.2020 — 004.001

Dan it-test hu maħsub purament bħala għodda ta’ dokumentazzjoni u m’għandu l-ebda effett legali. L-istituzzjonijiet tal-Unjoni m'għandhom l-ebda responsabbiltà għall-kontenut tiegħu. Il-verżjonijiet awtentiċi tal-atti rilevanti, inklużi l-preamboli tagħhom, huma dawk ippubblikati fil-Ġurnal Uffiċjali tal-Unjoni Ewropea u disponibbli f’EUR-Lex. Dawk it-testi uffiċjali huma aċċessibbli direttament permezz tal-links inkorporati f’dan id-dokument

►B REGOLAMENT TAL-KUMMISSJONI (UE) Nru 1302/2014 tat-18 ta' Novembru 2014 dwar speċifikazzjoni teknika għall-interoperabbiltà fir-rigward tas-subsistema tal-“Vetturi ferrovjarji — lokomotivi u vetturi ferrovjarji għat-trasport tal-passiġġieri” tas-sistema ferrovjarja fl-Unjoni Ewropea (Test b'rilevanza għaż-ŻEE) (ĠU L 356 12.12.2014, p. 228)

Emendat bi:





Ikkoreġut bi:









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REGOLAMENT TAL-KUMMISSJONI (UE) Nru 1302/2014

tat-18 ta' Novembru 2014

dwar speċifikazzjoni teknika għall-interoperabbiltà fir-rigward tas-subsistema tal-“Vetturi ferrovjarji — lokomotivi u vetturi ferrovjarji għat-trasport tal-passiġġieri” tas-sistema ferrovjarja fl-Unjoni Ewropea

(Test b'rilevanza għaż-ŻEE)







Artikolu 1

L-ispeċifikazzjoni teknika għall-interoperabbiltà (“TSI”) rigward is-subsistema tal-“Lokomotivi u vetturi ferrovjarji għat-trasport tal-passiġġieri” tas-sistema ferrovjarja fl-Unjoni Ewropea kollha kif stipulat fl-Anness hija b'hekk adottata.

Artikolu 2

1. It-TSI għandha tapplika għas-subsistema tal-“vetturi ferrovjarji” kif deskritta fil- ►M3 punt 2.7 tal-Anness II tad-Direttiva (UE) 2016/797 tal-Parlament Ewropew u tal-Kunsill ( 1 ) ◄ li hija, jew hija maħsuba li tkun, imħaddma fuq in-netwerk ferrovjarju definit fil-punt 1.2 tal-Anness, u li taqa' taħt waħda minn dawn it-tipi li ġejjin:

(a) il-ferroviji bi propulsjoni proprja termali jew elettrika;

(b) l-inġenji tal-ġbid termali jew elettriku;

(c) il-vaguni tal-passiġġieri;

(d) tagħmir tal-manutenzjoni jew tal-kostruzzjoni tal-infrastruttura ferrovjarja mobbli.

2. It-TSI għandha tapplika għal vaguni tal-merkanzija msemmija fil-paragrafu 1 li huma maħsuba biex joperaw fuq wieħed jew aktar minn dawn il-qisien ta' wisgħa nominali bejn il-binarji: 1 435 mm, 1 520 mm, 1 524 mm, 1 600 mm u 1 668 mm, kif iddikjarat fit-taqsima 2.3.2 tal-Anness.

Artikolu 3

1. Mingħajr ħsara għall-Artikoli 8 u 9, u l-punt 7.1.1 tal-Anness, it-TSI għandha tapplika għall-vetturi ferrovjarji ġodda kollha tas-sistema ferrovjarja fl-Unjoni, kif definit fl-Artikolu 2(1), li tibda topera mill-1 ta' Jannar 2015.

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2. It-TSI ma tapplikax għall-vetturi ferrovjarji eżistenti tas-sistema ferrovjarja fl-Unjoni li fl-1 ta’ Jannar 2015 kienu diġà mqiegħda fis-servizz fin-netwerk kollu ta’ xi Stat Membru jew f’parti minn dan in-netwerk, għajr meta

(a) dawn ikunu soġġetti għal xi tiġdid jew titjib skont it-Taqsima 7.1.2 tal-Anness ta’ dan ir-Regolament, jew

(b) iż-żona tal-użu tiġi estiża f’konformità mal-Artikolu 54(3) tad-Direttiva (UE) 2016/797, u f’dan il-każ għandhom japplikaw id-dispożizzjonijiet tat-Taqsima 7.1.4 tal-Anness ta’ dan ir-Regolament.

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3. L-ambitu ġeografiku u tekniku ta' din id-Deċiżjoni huwa stipulat fit-Taqsimiet 1.1 u 1.2 tal-Anness.

4. L-iffittjar tas-sistema tal-kejl tal-enerġija abbord fil-klawsola 4.2.8.2.8 tal-Anness huwa obbligatorju għal vetturi ġodda, aġġornati u rinnovati maħsuba biex jiġu operati f'netwerks mgħammra b'sistema tal-ġbir tal-enerġija fuq l-art (DCS) definita fil-punt 4.2.17 tar-Regolament tal-Kummissjoni (UE) Nru 1301/2014 ( 2 ).

Artikolu 4

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1. Fir-rigward tal-aspetti mniżżla bħala “punti mhux konklużi” fl-Appendiċi I tal-Anness, il-kundizzjonijiet li għandhom jiġu ssodisfati għall-verifika tar-rekwiżiti essenzjali stipulati fl-Anness III tad-Direttiva (UE) 2016/797 għandhom ikunu dawk stabbiliti mir-regoli nazzjonali fis-seħħ fl-Istat Membri li huma parti miż-żona tal-użu tal-vetturi koperti minn dan ir-Regolament.

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2. Fi żmien sitt xhur mid-dħul fis-seħħ ta' dan ir-Regolament, kull Stat Membru għandu jibgħat din l-informazzjoni lill-Istati Membri l-oħra u lill-Kummissjoni, sakemm ma tkunx diġà ntbagħtitilhom skont id-Deċiżjonijiet 2008/232/KE jew 2011/291/UE:

(a) ir-regoli nazzjonali msemmija fil-paragrafu 1;

(b) il-proċeduri għall-valutazzjoni tal-konformità u għall-verifika li għandhom jitwettqu għall-applikazzjoni tar-regoli tekniċi msemmija fil-paragrafu 1;

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(c) il-korpi maħtura biex iwettqu l-proċeduri għall-valutazzjoni tal-konformità u għall-verifika fir-rigward tal-punti mhux konklużi.

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Artikolu 5

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1. Fir-rigward tal-każijiet speċifiċi mniżżla fit-Taqsima 7.3 tal-Anness, il-kundizzjonijiet li għandhom jiġu ssodisfati għall-verifika tar-rekwiżiti essenzjali stipulati fl-Anness III tad-Direttiva (UE) 2016/797 għandhom ikunu dawk stabbiliti fit-Taqsima 7.3 tal-Anness jew mir-regoli nazzjonali fis-seħħ fl-Istati Membri li huma parti miż-żona tal-użu tal-vetturi koperti minn dan ir-Regolament.

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2. Fi żmien sitt xhur mid-dħul fis-seħħ ta' dan ir-Regolament, kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni:

(a) ir-regoli nazzjonali msemmija fil-paragrafu 1;

(b) il-proċeduri għall-valutazzjoni tal-konformità u għall-verifika li għandhom jitwettqu għall-applikazzjoni tar-regoli nazzjonali msemmija fil-paragrafu 1;

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(c) il-korpi maħtura biex iwettqu l-proċeduri għall-valutazzjoni tal-konformità u għall-verifika tar-regoli nazzjonali relatati mal-każijiet speċifiċi stipulati fil-punt 7.3 tal-Anness.

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Artikolu 6

1. Mingħajr ħsara għall-ftehimiet li diġà ġew innotifikati skont id-Deċiżjoni tal-Kummissjoni 2008/232/KE u li ma għandhomx jiġu nnotifikati għal darb'oħra, l-Istati Membri għandhom jinnotifikaw lill-Kummissjoni, fi żmien sitt xhur mid-dħul fis-seħħ ta' dan ir-Regolament, kwalunkwe ftehim nazzjonali, bilaterali, multilaterali jew internazzjonali li skontu jiġu operati vetturi ferrovjarji, li jaqgħu fl-ambitu ta' dan ir-Regolament.

2. L-Istati Membri għandhom javżaw lill-Kummissjoni minnufih rigward kwalunkwe ftehim jew modifika għall-ftehimiet eżistenti li jsiru fil-futur.

Artikolu 7

Skont l-Artikolu 9(3) tad-Direttiva 2008/57/KE, fi żmien sena mid-dħul fis-seħħ ta' dan ir-Regolament, kull Stat Membru għandu jikkomunika lill-Kummissjoni lista ta' proġetti li jkunu qed jiġu implimentati fit-territorju tiegħu u li jkunu qegħdin fi stadju avvanzat ta' żvilupp.

Artikolu 8

1. Ċertifikat ta' verifika KE għal subsistema li fiha kostitwenti tal-interoperabbiltà li ma għandhomx dikjarazzjoni KE tal-konformità jew tal-idoneità għall-użu jista' jinħareġ waqt perjodu ta' tranżizzjoni li jintemm fil-31 ta' Mejju 2017, bil-kundizzjoni li jiġu ssodisfati d-dispożizzjonijiet stipulati fit-Taqsima 6.3 tal-Anness.

2. Il-produzzjoni jew l-aġġornament/it-tiġdid tas-subsistema bl-użu ta' kostitwenti tal-interoperabbiltà mhux iċċertifikati għandha titlesta fil-perjodu ta' tranżizzjoni stipulat fil-paragrafu 1, inkluż it-tqegħid fis-servizz.

3. Waqt il-perjodu ta' tranżizzjoni stipulat fil-paragrafu 1:

(a) ir-raġunijiet għan-nonċertifikazzjoni tal-kostitwenti tal-interoperabbiltà għandhom jiġu identifikati sew mill-korp innotifikat qabel l-għoti taċ-ċertifikat “KE” skont l- ►M3 Artikolu 15 tad-Direttiva (UE) 2016/797 ◄ ;

(b) l-awtoritajiet nazzjonali tas-sikurezza għandhom jirrappurtaw dwar l-użu ta' kostitwenti tal-interoperabbiltà mhux iċċertifikati fil-kuntest tal-proċeduri ta' awtorizzazzjoni fir-rapport annwali tagħhom imsemmi fl- ►M3 Artikolu 19 tad-Direttiva (UE) 2016/798 ◄ tal-Parlament Ewropew u tal-Kunsill ( 3 ) tal-Parlament Ewropew u tal-Kunsill.

4. Wara sena mid-dħul fis-seħħ ta' dan ir-Regolament, il-konstitwenti tal-interoperabbiltà li jkunu għadhom kemm ġew prodotti għandhom ikunu koperti mid-dikjarazzjoni “KE” ta' konformità jew idoneità għall-użu.

Artikolu 9

Id-dikjarazzjoni ta' verifika ta' subsistema msemmija fl- ►M3 Artikoli 13 sa 15 tad-Direttiva (UE) 2016/797 ◄ u/jew id-dikjarazzjoni ta' konformità għat-tip ta' vettura ġdida msemmija fl- ►M3 Artikolu 24 tad-Direttiva (UE) 2016/797 ◄ stabbilita skont id-Deċiżjoni Nru 2008/232/KE jew id-Deċiżjoni 2011/291/UE għandha titqies valida sakemm l-Istati Membri jiddeċiedu li ċ-ċertifikat tat-tip jew tad-disinn jeħtieġ li jiġi mġedded kif imsemmi f'dawk id-Deċiżjonijiet.

Artikolu 10

1. Sabiex jinżamm il-pass mal-progress teknoloġiku, jistgħu jkunu meħtieġa soluzzjonijiet innovattivi, li ma jikkonformawx mal-ispeċifikazzjonijiet stipulati fl-Anness u/jew li għalihom il-metodi ta' valutazzjoni stabbiliti fl-Anness ma jistgħux jiġu applikati. F'dak il-każ, għandhom jiġu żviluppati speċifikazzjonijiet ġodda u/jew metodi ta' valutazzjoni ġodda assoċjati ma' dawk is-soluzzjonijiet innovattivi.

2. Soluzzjonijiet innovattivi jistgħu jkunu relatati mas-subsistema tal-vetturi ferrovjarji, il-partijiet tagħha u l-kostitwenti tal-interoperabbiltà tagħha.

3. Jekk tiġi proposta soluzzjoni innovattiva, il-manifattur jew ir-rappreżentant awtorizzat tiegħu stabbilit fl-Unjoni għandu jiddikjara kif din tiddevja mid-dispożizzjonijiet rilevanti ta' din it-TSI jew kif tikkumplimentaha u jissottomettu devjazzjonijiet lill-Kummissjoni għall-analiżi. Il-Kummissjoni tista' titlob l-opinjoni tal-Aġenzija Ferrovjarja Ewropea (l-Aġenzija) dwar is-soluzzjoni innovattiva proposta.

4. Il-Kummissjoni tibbaża l-opinjoni li tagħti dwar is-soluzzjoni innovattiva proposta. Jekk din l-opinjoni hija pożittiva, l-ispeċifikazzjonijiet funzjonali u tal-interfaċċja xierqa u l-metodu ta' valutazzjoni li jridu jiġu inklużi fit-TSI sabiex jippermettu l-użu ta' din is-soluzzjoni innovattiva għandhom jiġu żviluppati u sussegwentament integrati fit-TSI matul il-proċess ta' reviżjoni skont l- ►M3 Artikolu 5 tad-Direttiva (UE) 2016/797 ◄ . Jekk l-opinjoni tkun negattiva, is-soluzzjoni innovattiva proposta ma tistax tiġi applikata.

5. Sakemm issir ir-reviżjoni tat-TSI, l-opinjoni pożittiva mogħtija mill-Kummissjoni għandha titqies bħala mezz aċċettabbli ta' konformità mar-rekwiżiti essenzjali tad- ►M3 Direttiva (UE) 2016/797 ◄ u għaldaqstant tista' tintuża għall-valutazzjoni tas-subsistema.

Artikolu 11

1. Id-Deċiżjonijiet tal-Kummissjoni 2008/232/KE u 2011/291/KE huma rrevokati b'effett mill-1 ta' Jannar 2015

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Madankollu dawn għandhom jibqgħu japplikaw, mingħajr preġudizzju għall-klawżoli 7.1.1.4 sa 7.1.1.8 tal-Anness, għal:

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(a) subsistemi awtorizzati skont dawn id-Deċiżjonijiet;

(b) każijiet imsemmija fl-Artikolu 9 ta' dan ir-Regolament;

(c) proġetti għal subsistemi ġodda, imġedda jew aġġornati li, fid-data tal-pubblikazzjoni ta' dan ir-Regolament, jinsabu fi stadju avvanzat ta' żvilupp, huma ta' disinn eżistenti jew huma s-suġġett ta' kuntratt li qed jitwettaq, kif imsemmi fil-punt 7.1.1.2 tal-Anness ta' dan ir-Regolament.

2. Id-Deċiżjoni tal-Kummissjoni 2008/232/KE tkompli tapplika għal rekwiżiti tal-istorbju u r-riħ skont il-kundizzjonijiet stabbiliti fil-punti 7.1.1.6 u 7.1.1.7 tal-Anness ta' dan ir-Regolament.

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3. it-Taqsima 7.1.3.1 tal-Anness ta' dan ir-Regolament ma għandhiex tapplika għal vetturi mqiegħda fis-suq wara l-31 ta' Diċembru 2028. Il-vetturi mqiegħda fis-suq wara dik id-data għandhom ikunu konformi mal-kapitoli 4, 5 u 6 tal-Anness ta' dan ir-Regolament.

4. L-Istati Membri f'każijiet debitament ġustifikati biss jistgħu jippermettu li l-applikanti ma japplikawx dan ir-Regolament jew partijiet minnu skont l-Artikolu 7(1)(a) tad-Direttiva 2016/797 għal proġetti li għalihom teżisti jew skadiet il-possibbiltà li japplikaw it-Taqsimiet 7.1.1.2 jew 7.1.3.1 tal-Anness. L-applikazzjoni tat-Taqsimiet 7.1.1.2 jew 7.1.3.1 tal-Anness ma teħtieġx l-applikazzjoni tal-Artikolu 7(1)(a) tad-Direttiva 2016/797.

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Artikolu 12

Dan ir-Regolament għandu jidħol fis-seħħ fl-għoxrin jum wara l-pubblikazzjoni tiegħu f'Il-Ġurnal Uffiċjali tal-Unjoni Ewropea.

Għandu jibda japplika mill-1 ta' Jannar 2015. Madankollu, qabel l-1 ta' Jannar 2015, l-awtorizzazzjoni għat-tqegħid fis-servizz tista' tingħata fl-applikazzjoni skont it-TSI kif stipulat fl-Anness ta' dan ir-Regolament.

Dan ir-Regolament għandu jorbot fl-intier tiegħu u japplika direttament fl-Istati Membri kollha.









ANNESS

TABLE OF CONTENTS 1. Introduction 1.1. Technical Scope 1.2. Geographical Scope 1.3. Content of this TSI 2. Rolling stock subsystem and functions 2.1. The rolling stock subsystem as part of the Union's rail system 2.2. Definitions related to rolling stock 2.2.1. Train formation 2.2.2. Rolling stock 2.3. Rolling stock in the scope of this TSI 2.3.1. Types of rolling stock 2.3.2. Track gauge 2.3.3. Maximum speed 3. Essential requirements 3.1. Elements of the rolling stock subsystem corresponding to the essential requirements 3.2. Essential requirements not covered by this TSI 3.2.1. General requirements, requirements related to maintenance and operation 3.2.2. Requirements specific to other subsystems 4. Characterisation of the rolling stock subsystem 4.1. Introduction 4.1.1. General 4.1.2. Description of the Rolling stock subject to the application of this TSI 4.1.3. Main categorisation of the rolling stock for application of TSI requirements 4.1.4. Categorisation of the rolling stock for fire safety 4.2. Functional and technical specification of the sub-system 4.2.1. General 4.2.2. Structure and mechanical parts 4.2.3. Track interaction and gauging 4.2.4. Braking 4.2.5. Passenger related items 4.2.6. Environmental conditions and aerodynamic effects 4.2.7. External lights & visible and audible warning devices 4.2.8. Traction and electrical equipment 4.2.9. Driver's Cab and driver-machine interface 4.2.10. Fire safety and evacuation 4.2.11. Servicing 4.2.12. Documentation for operation and maintenance 4.3. Functional and technical specification of the interfaces 4.3.1. Interface with Energy subsystem 4.3.2. Interface with Infrastructure subsystem 4.3.3. Interface with Operation subsystem 4.3.4. Interface with the Control, command and signalling subsystem 4.3.5. Interface with the Telematic application for passengers subsystem 4.4. Operating rules 4.5. Maintenance rules 4.6. Professional competencies 4.7. Health and safety conditions 4.8. European register of authorised types of vehicles ▼M3 4.9. Kontrolli ta' kompatibbiltà tar-rotta qabel l-użu ta' vetturi awtorizzati ▼B 5. Interoperability constituents 5.1. Definition 5.2. Innovative solution 5.3. Interoperability constituent specification 5.3.1. Automatic centre buffer coupler 5.3.2. Manual end coupling 5.3.3. Rescue couplers 5.3.4. Wheels ▼M3 5.3.4a. Sistemi awtomatiċi ta' gejġ varjabbli ▼B 5.3.5. WSP (wheel slide protection system) 5.3.6. Head lamps 5.3.7. Marker lamps 5.3.8. Tail lamps 5.3.9. Horns 5.3.10. Pantograph 5.3.11. Contact strips 5.3.12. Main circuit breaker 5.3.13. Driver's seat 5.3.14. Toilet discharge connection 5.3.15. Inlet connection for water tanks 6. Assessment of conformity or suitability for use and “EC” verification 6.1. Interoperability constituents 6.1.1. Conformity assessment 6.1.2. Application of modules 6.1.3. Particular assessment procedures for interoperability constituents 6.1.4. Project phases where assessment is required 6.1.5. Innovative solutions 6.1.6. Assessment of suitability for use 6.2. Rolling stock subsystem 6.2.1. EC verification (general) 6.2.2. Application of modules 6.2.3. Particular assessment procedures for subsystems 6.2.4. Project phases where assessment is required 6.2.5. Innovative solutions 6.2.6. Assessment of documentation requested for operation and maintenance 6.2.7. Assessment of units intended to be used in general operation ▼M3 6.2.7a. Rekwiżiti fakultattivi addizzjonali għal unitajiet maħsuba biex jintużaw f'operat ġenerali ▼B 6.2.8. Assessment of units intended to be used in predefined formation(s) 6.2.9. Particular case: Assessment of units intended to be included in an existing fixed formation 6.3. Subsystem containing Interoperability constituents not holding an EC declaration 6.3.1. Conditions 6.3.2. Documentation 6.3.3. Maintenance of the subsystems certified according to clause 6.3.1 7. Implementation 7.1. General rules for implementation 7.1.1. Application to newly built rolling stock 7.1.2. Tibdil għal vetturi ferrovjarji eżistenti jew tip ta' vetturi ferrovjarji 7.1.2.1. Introduzzjoni 7.1.2.2. Regoli biex jiġi mmaniġġjat it-tibdil kemm fil-vetturi ferrovjarji kif ukoll fit-tip ta' vetturi ferrovjarji 7.1.2.2a. Regoli partikolari għal vetturi ferrovjarji eżistenti mhux koperti minn dikjarazzjoni ta' verifika “KE” bl-ewwel awtorizzazzjoni għat-tqegħid fis-servizz qabel l-1 ta' Jannar 2015 7.1.2.2b. Regoli partikolari għal vetturi modifikati biex tiġi ttestjata l-prestazzjoni jew l-affidabbiltà ta' innovazzjonijiet teknoloġiċi għal perjodu ta' żmien limitat 7.1.3. Regoli relatati maċ-ċertifikati KE tat-tip jew tal-eżami tad-disinn 7.1.4. Regoli għall-estensjoni taż-żona tal-użu għall-vetturi ferrovjarji eżistenti li għandhom awtorizzazzjoni f’konformità tad-Direttiva 2008/57/KE jew li bdew joperaw qabel id-19 ta’ Lulju 2010 7.2. Compatibility with other subsystems 7.3. Specific cases 7.3.1. General 7.3.2. List of specific cases 7.4. Specific environmental conditions 7.5. Aspects that have to be considered in the revision process or in other activities of the Agency 7.5.1. Aspects related to a basic parameter in this TSI 7.5.2. Aspects not related to a basic parameter in this TSI but subject to research projects 7.5.3. Aspects relevant for the EU railway system but out of the scope of TSI's ▼C1 Appendiċi A — Imħassar intenzjonalment APPENDIX B — 1 520 mm system gauge “T” APPENDIX C — Special provisions for on track machines (OTM) APPENDIX D — Vagun ta’ referenza għal-lokomottivi mgħammra b’mezz ta’ akkoppjament awtomatiku tal-buffer taċ-ċentru u li kapaċi jagħmlu sforz ta’ trazzjoni tal-akkoppjament li jkun akbar minn 300 kN APPENDIX E — Anthropometric measurements of the driver APPENDIX F — Front visibility APPENDIX G — Servicing APPENDIĊI H — Valutazzjoni tas-subsistema tal-vetturi ferrovjarji APPENDIĊI I — Aspetti li għalihom l-ispeċifikazzjoni teknika mhijiex disponibbli APPENDIX J — Technical specifications referred to in this TSI ▼B

1. INTRODUCTION

1.1. Technical Scope

This technical specification for interoperability (TSI) is a specification by which a particular subsystem is addressed in order to meet the essential requirements and ensure the interoperability of the Union's rail system as described in ►M3 Artikolu 1 tad-Direttiva (UE) 2016/797 ◄ .

The particular subsystem is the rolling stock of the Union's rail system referred to in ►M3 taqsima 2.7 tal-Anness II tad-Direttiva (UE) 2016/797 ◄ .

This TSI is applicable to rolling stock:

— which is (or is intended to be) operated on the rail network defined in the Section 1.2 “Geographical scope” of this TSI, and

— ►M3 ◄ : which is of one of the following types (as defined intaqsima 2 tal-Anness I tad-Direttiva (UE) 2016/797 — Self-propelling thermal or electric trains, — Thermal or electric traction units, — Passenger carriages, — Mobile railway infrastructure construction and maintenance equipment.

Rolling stock of the types mentioned in ►M3 l-Artikoli 1(3) u (4) tad-Direttiva (UE) 2016/797 ◄ are excluded from the scope of this TSI:

— Metros, tram, and other light rail vehicles,

— Vehicles for the operation of local, urban or suburban passenger services on networks that are functionally separate from the rest of the railway system,

— Vehicles exclusively used on privately owned railway infrastructure that exists solely for use by the owner for its own freight operations,

— Vehicles reserved for a strictly local, historical or touristic use.

The detailed definition of the rolling stock in the scope of this TSI is given in Chapter 2.

▼M3

1.2. Kamp ta' Applikazzjoni Ġeografiku

Il-kamp ta' applikazzjoni ġeografiku ta' din it-TSI huwa s-sistema ferrovjarja tal-Unjoni kif stabbilit fl-Anness I tad-Direttiva (UE) 2016/797 u jeskludi l-każijiet imsemmija fl-Artikoli 1(3) u (4) tad-Direttiva (UE) 2016/797.;

1.3. Kontenut ta' din it-TSI

Skont l-Artikolu 4(3) tad-Direttiva (UE) 2016/797, din it-TSI:

(a) tindika l-kamp ta' applikazzjoni maħsub tagħha (Kapitolu 2);

(b) tistabbilixxi rekwiżiti essenzjali għas-subsistema tal-vetturi ferrovjarji “Lokomottivi u vetturi ferrovjarji tal-passiġġieri” u l-interfaċċi tagħha fir-rigward tas-subsistemi l-oħra (Kapitolu 3);

(c) tistabbilixxi l-ispeċifikazzjonijiet funzjonali u tekniċi li għandhom jintlaħqu mis-subsistema u l-interfaċċi tagħha fir-rigward tas-subsistemi l-oħra (Kapitolu 4);

(d) tiddetermina l-kostitwenti tal-interoperabbiltà u l-interfaċċi li għandhom jiġu koperti mill-ispeċifikazzjonijiet Ewropej, inklużi l-istandards Ewropej, li huma meħtieġa biex tinkiseb l-interoperabbiltà fis-sistema ferrovjarja tal-Unjoni Ewropea (Kapitolu 5);

(e) tiddikjara, f'kull każ li jkun qed jiġi kkunsidrat, liema proċeduri għandhom jintużaw biex tiġi vvalutata l-konformità jew l-idoneità għall-użu tal-kostitwenti tal-interoperabbiltà, min naħa waħda, jew il-verifika “KE” tas-subsistemi, min-naħa l-oħra (Kapitolu 6);

(f) tindika l-istrateġija għall-implimentazzjoni ta' din it-TSI (Kapitolu 7);

(g) tindika, għall-persunal ikkonċernat, il-kwalifiki professjonali u l-kundizzjonijiet dwar is-saħħa u s-sikurezza fix-xogħol meħtieġa għall-operat u għall-manutenzjoni tas-subsistema, kif ukoll għall-implimentazzjoni ta' din it-TSI (Kapitolu 4);

(h) tindika d-dispożizzjonijiet applikabbli għas-subsistema tal-“vetturi ferrovjarji” eżistenti, b'mod partikolari fil-każ ta' immodernizzar u tiġdid u, f'każijiet bħal dawn, il-ħidma ta' modifika li teħtieġ applikazzjoni għal awtorizzazzjoni ġdida;

(i) tindika l-parametri tas-subsistema tal-“vetturi ferrovjarji” li għandhom jiġu vverifikati mill-impriża ferrovjarja u l-proċeduri li għandhom jiġu applikati sabiex jiġu vverifikati dawk il-parametri wara l-għoti tal-awtorizzazzjoni tal-vettura għat-tqegħid fis-suq u qabel l-ewwel użu tal-vettura sabiex tkun żgurata l-kompatibbiltà bejn il-vetturi u r-rotot li fuqhom ser joperaw.

Skont l-Artikolu 4(5) tad-Direttiva (UE) 2016/797, id-dispożizzjonijiet għal każijiet speċifiċi huma indikati fil-Kapitolu 7.

▼B

2. ROLLING STOCK SUBSYSTEM AND FUNCTIONS

2.1. The rolling stock subsystem as part of the Union's rail system

The Union's rail system has been broken down into the following subsystems as defined in Annex II (Section 1) of ►M3 Direttiva (UE) 2016/797 ◄ .

(a) Structural areas: — Infrastructure, — Energy, — trackside control-command and signalling, — on-board control-command and signalling, — rolling stock;

(b) Functional areas: — Operation and traffic management, — Maintenance, — telematics applications for passenger and freight services.

With the exception of maintenance, each sub-system is dealt with in specific TSI(s).

The rolling stock subsystem dealt with in this TSI (as defined in Section 1.1) has interfaces with all other subsystems of the Union rail system mentioned above; these interfaces are considered within the frame of an integrated system, compliant with all the relevant TSIs.

Additionally, there are two TSIs describing specific aspects of the railway system and concerning several subsystems, the rolling stock subsystem being one of them:

(a) safety in railway tunnels (TSI SRT);

(b) accessibility for people with reduced mobility (TSI PRM);

and two TSIs concerning particular aspects of the rolling stock subsystem:

(c) noise (TSI Noise);

(d) freight wagons.

The requirements concerning the rolling stock subsystem expressed in these four TSIs are not repeated in the present TSI. These four TSIs apply also for the rolling stock subsystem according to their respective scopes and implementation rules.

2.2. Definitions related to rolling stock

For the purpose of this TSI, the following definitions apply:

2.2.1. Train formation:

(a) A “unit” is the generic term used to name the rolling stock which is subject to the application of this TSI, and therefore subject to “EC” verification.

(b) A Unit may be composed of several “vehicles”, as defined in ►M3 il-punt (3) tal-Artikolu 2 tad-Direttiva (UE) 2016/797 ◄ ; considering the scope of this TSI, the use of the term “vehicle” in this TSI is limited to the rolling stock subsystem as defined in Chapter 1.

(c) A “train” is an operational formation consisting of one or more units.

(d) A “passenger train” is an operational formation accessible to passengers (a train composed of passenger vehicles but not accessible to passengers is not considered as a passenger train).

(e) A “fixed formation” is a train formation that can only be reconfigured within a workshop environment.

(f) A “predefined formation(s)” is a train formation(s) of several units coupled together, which is defined at design stage and can be reconfigured during operation.

(g) “Multiple operation”: is an operational formation consisting of more than one unit: — Trainsets designed so that several of them (of the type under assessment) are capable of being coupled together to operate as a single train controlled from 1 driver's cab. — Locomotives designed so that several of them (of the type under assessment) are capable of being included in a single train controlled from 1 driver's cab.

(h) “General operation”: A unit is designed for general operation when the unit is intended to be coupled with other unit(s) in a train formation which is not defined at design stage.

▼M3

2.2.2. Vetturi ferrovjarji:

Id-definizzjonijiet ta' hawn taħt huma klassifikati fi tliet gruppi kif definit fit-taqsima 2 tal-Anness I tad-Direttiva (UE) 2016/797.

(A) Lokomottivi u vetturi ferrovjarji tal-passiġġieri, inklużi unitajiet tat-trazzjoni termali jew elettriċi, ferroviji tal-passiġġieri b'awtopropulsjoni termali jew elettriċi, u kowċis tal-passiġġieri; (1) Unitajiet tat-trazzjoni termali jew elettriċi Lokomottiv huwa vettura tat-trazzjoni (jew kombinament ta' diversi vetturi) li mhijiex maħsuba biex iġġorr tagħbija utli u għandha l-kapaċità li tiġi diżakkoppjata f'operat normali minn ma' ferrovija u topera b'mod indipendenti. Shunter hija unità tat-trazzjoni ddisinjata għall-użu biss fuq stazzjon tal-immanuvrar (shunting yard), stazzjonijiet u depots. It-trazzjoni f'ferrovija tista' tiġi provduta wkoll permezz ta' vettura motorizzata b'kabina tas-sewqan jew mingħajra, li mhijiex maħsuba biex tiġi diżakkoppjata waqt operat normali. Tali vettura tissejjaħ Unità ta' Potenza (jew vettura awtopropulsiva) inġenerali jew Power Head meta tinstab f'tarf wieħed tas-sett tal-ferroviji u tkun mgħammra b'kabina tas-sewqan. (2) Ferroviji tal-passiġġieri b'awtopropulsjoni termali jew elettriċi Sett tal-ferroviji hija formazzjoni fissa li tista' topera bħala ferrovija; b'definizzjoni, mhijiex maħsuba biex tiġi konfigurata mill-ġdid, għajr f'ambjent ta' workshop. Huwa magħmul minn vetturi bil-mutur biss jew minn vetturi bil-mutur u oħrajn mhux bil-mutur. Unità Multipla Elettrika u/jew tad-Diżil hija sett tal-ferroviji li fih il-vetturi kollha huma kapaċi li jġorru tagħbija utli (passiġġieri jew bagalji/posta jew merkanzija). Awtovagun hija vettura li tista' topera b'mod awtonomu u li hija kapaċi ġġorr tagħbija utli (passiġġieri jew bagalji/posta jew merkanzija). Tramm – ferrovija hija vettura maħsuba għal użu kombinat kemm fuq infrastruttura ferrovjarja ħafifa kif ukoll fuq infrastruttura ferrovjarja tqila; (3) Kowċis tal-passiġġieri u karozzi relatati oħra Kowċ hija vettura mingħajr trazzjoni f'formazzjoni fissa jew varjabbli li kapaċi ġġorr il-passiġġieri (b'estensjoni, rekwiżiti speċifikati biex japplikaw għal kowċis f'din it-TSI huma meqjusa li japplikaw ukoll għal karozzi ristoranti, karozzi għall-irqad, karozzi għall-irqad mhux privati jew semiprivati, eċċ.). Vann huwa vettura mingħajr trazzjoni li kapaċi ġġorr tagħbija utli oħra għajr passiġġieri, eż. bagalji jew posta, maħsuba biex tiġi integrata f'forma fissa jew varjabbli li hija maħsuba biex tittrasporta l-passiġġieri. Trejler għas-Sewqan huwa vettura mingħajr trazzjoni mgħammra b'kabina tas-sewqan. Kowċ tista' tkun mgħammra b'kabina tas-sewqan; tali kowċ imbagħad tkun magħrufa bħala Kowċ tas-Sewqan. Vann jista' jiġi mgħammar b'kabina tas-sewqan u bħala tali jkun magħruf bħala Vann tas-Sewqan. Vettura għall-ġarr tal-karozzi hija vettura mingħajr trazzjoni li kapaċi ġġorr karozzi bil-mutur tal-passiġġieri mingħajr il-passiġġieri tagħhom u li hija maħsuba biex tiġi integrata f'ferrovija tal-passiġġieri. Rake Fissa ta' Kowċis hija formazzjoni ta' diversi kowċis akkoppjati flimkien “b'mod semipermanenti”, jew li tista' tiġi konfigurata mill-ġdid biss meta ma tkunx qed topera.

(B) Vaguni tal-merkanzija, inklużi vetturi bi gverta baxxa ddisinjati għan-netwerk kollu u vetturi ddisinjati biex iġorru t-trakkijiet Dawn il-vetturi huma barra mill-kamp ta' applikazzjoni ta' din it-TSI. Huma koperti mir-Regolament (UE) Nru 321/2013 (it-TSI tal-“vaguni tal-merkanzija”).

(C) Vetturi speċjali, bħal magni ta' fuq il-binarji. Magni ta' fuq il-binarji (OTMs) huma vetturi ddisinjati b'mod speċjali għall-kostruzzjoni u l-manutenzjoni tal-binarji u tal-infrastruttura. L-OTMs jintużaw f'modalitajiet differenti: modalità ta' ħidma, modalità tat-trasport bħal vettura b'awtopropulsjoni, modalità tat-trasport bħala vettura rmonkata. Il-vetturi ta' spezzjoni tal-infrastruttura jintużaw biex jimmonitorjaw il-kundizzjoni tal-infrastruttura. Jiġu operati bl-istess mod bħal ferroviji tal-merkanzija jew tal-passiġġieri, mingħajr distinzjoni bejn il-modalitajiet tat-trasport u tal-ħidma.

▼B

2.3. Rolling stock in the scope of this TSI

▼M3

2.3.1 Tipi ta' vetturi ferrovjarji

Il-kamp ta' applikazzjoni ta' din it-TSI li tirrigwardja vetturi ferrovjarji, klassifikati fi tliet gruppi kif definit fl-Anness I taqsima 2 tad-Direttiva (UE) 2016/797, huwa deskritt kif ġej:

(A) Lokomottivi u vetturi ferrovjarji tal-passiġġieri, inklużi unitajiet tat-trazzjoni termali jew elettriċi, ferroviji tal-passiġġieri b'awtopropulsjoni termali jew elettriċi, u kowċis tal-passiġġieri (1) Unitajiet tat-trazzjoni termali jew elettriċi Dan it-tip jinkludi vetturi tat-trazzjoni li mhumiex kapaċi jġorru tagħbija utli, bħal lokomottivi termali jew elettriċi jew unitajiet ta' potenza. Il-vetturi tat-trazzjoni kkonċernati huma maħsuba għal trasport tal-merkanzija jew/u tal-passiġġieri. Esklużjoni mill-kamp ta' applikazzjoni: Shunters (kif definiti fit-Taqsima 2.2) mhumiex fil-kamp ta' applikazzjoni ta' din it-TSI. Meta jkunu maħsuba biex joperaw fuq in-netwerk ferrovjarju tal-Unjoni (moviment bejn shunting yards, stazzjonijiet u depots), japplika l-Artikolu 1.4(b) tad-Direttiva (UE) 2016/797. (2) Ferroviji tal-passiġġieri b'awtopropulsjoni termali jew elettriċi Dan it-tip jinkludi kwalunkwe ferrovija f'formazzjoni fissa jew definita minn qabel, magħmula minn vetturi li jġorru l-passiġġieri u/jew vetturi li ma jġorrux il-passiġġieri. Tagħmir tat-trazzjoni termali jew elettriku huwa installat f'xi vetturi tal-ferrovija, u l-ferrovija hija mgħammra b'kabina tas-sewqan. Esklużjoni mill-kamp ta' applikazzjoni: Skont l-Artikoli 1.3, 1.4(d) u 1.5 tad-Direttiva (UE) 2016/797, il-vetturi ferrovjarji li ġejjin huma esklużi mill-kamp ta' applikazzjoni tat-TSI: — Vetturi ferrovjarji maħsuba biex joperaw fuq netwerks lokali, urbani jew suburbani li jiffunzjonaw separatament mill-bqija tas-sistema ferrovjarja. — Vetturi ferrovjarji li primarjament jintużaw fuq infrastruttura ferrovjarja ħafifa iżda li huma mgħammra b'xi komponenti ferrovjarji tqal neċessarji biex jippermettu li jsir tranżitu fuq sezzjoni ristretta u limitata ta' infrastruttura ferrovjarja tqila għal finijiet ta' konnettività biss. — Trammijiet – ferroviji. (3) Kowċis tal-passiġġieri u karozzi relatati oħra Vaguni tal-passiġġieri Dan it-tip jinkludi vetturi mingħajr trazzjoni li jġorru passiġġieri (kowċis, kif definiti fit-Taqsima 2.2), u li jiġu operati f'formazzjoni varjabbli ma' vetturi mill-kategorija “unitajiet tat-trazzjoni termali jew elettriċi” definiti hawn fuq biex jipprovdu l-funzjoni tat-trazzjoni. Vetturi li ma jġorrux il-passiġġieri inklużi f'ferrovija tal-passiġġieri: Dan it-tip jinkludi vetturi mingħajr trazzjoni inklużi f'ferroviji tal-passiġġieri (eż. vannijiet tal-bagalji jew postali, vetturi għall-ġarr tal-karozzi, vetturi għal servizz, eċċ.); dawn huma inklużi fil-kamp ta' applikazzjoni ta' din it-TSI, bħala vetturi relatati mat-trasport tal-passiġġieri.

(B) Vaguni tal-merkanzija, inklużi vetturi bi gverta baxxa ddisinjati għan-netwerk kollu u vetturi ddisinjati biex iġorru t-trakkijiet Il-vaguni tal-merkanzija mhumiex fil-kamp ta' applikazzjoni ta' din it-TSI; huma koperti mit-TSI tal-“vaguni tal-merkanzija” anke meta jkunu inklużi f'ferrovija tal-passiġġieri (il-kompożizzjoni tal-ferrovija hija f'dan il-każ kwistjoni operattiva). Il-vetturi maħsuba biex iġorru vetturi tat-triq bil-mutur (b'persuni abbord dawn il-vetturi tat-triq bil-mutur) mhumiex fil-kamp ta' applikazzjoni ta' din it-TSI.

(C) Vetturi speċjali, bħal magni ta' fuq il-binarji Dan it-tip ta' vetturi ferrovjarji huwa fil-kamp ta' applikazzjoni tat-TSI biss meta dawn il-vetturi ferrovjarji: (1) Jimxu fuq ir-roti ferrovjarji tagħhom stess u (2) Ikunu ddisinjati u maħsuba biex jiġu identifikati minn sistema tad-detezzjoni tal-ferroviji bbażata fuq il-binarji għall-ġestjoni tat-traffiku u (3) Fil-każ ta' OTMs, ikunu f'konfigurazzjoni ta' trasport (operat tal-ferroviji), b'awtopropulsjoni jew irmonkati. Esklużjonijiet mill-kamp ta' applikazzjoni ta' din it-TSI: Fil-każ ta' OTMs, il-konfigurazzjoni ta' ħidma hija barra mill-kamp ta' applikazzjoni ta' din it-TSI.

▼B

2.3.2. Track gauge

This TSI is applicable to rolling stock which is intended to be operated on networks of track gauge 1 435 mm, or on one of the following nominal track gauges: 1 520 mm, 1 524 mm system, 1 600 mm system and 1 668 mm system.

2.3.3. Maximum speed

Considering the integrated railway system composed of several subsystems (in particular fixed installations; see Section 2.1), the maximum design speed of rolling stock is deemed to be lower or equal to 350 km/h.

In case of maximum design speed higher than 350 km/h, this technical specification applies, but has to be complemented for the speed range above 350 km/h (or maximum speed related to a particular parameter, where specified in the relevant point of Section 4.2 up to the maximum design speed, by application of the procedure for innovative solutions described in Article 10.

3. ESSENTIAL REQUIREMENTS

▼M3

3.1. Elementi tas-subsistema tal-vetturi ferrovjarji li jikkorrispondu għar-rekwiżiti essenzjali

It-tabella li ġejja tindika r-rekwiżiti essenzjali, kif stabbiliti u nnumerati fl-Anness III tad-Direttiva (UE) 2016/797, meqjusa mill-ispeċifikazzjonijiet stabbiliti fil-Kapitolu 4 ta' din it-TSI.

Elementi ta' vetturi ferrovjarji li jikkorrispondu għar-rekwiżiti essenzjali

Nota: huma elenkati biss il-punti fit-taqsima 4.2 li jinkludu rekwiżiti.







Ref. Punt Element tas-subsistema tal-vetturi ferrovjarji Sikurezza Affidabbiltà u Disponibbiltà Saħħa Protezzjoni tal-ambjent Kompatibbiltà teknika 4.2.2.2.2 Akkoppjament intern 1.1.3 2.4.1 4.2.2.2.3 Akkoppjament tat-truf 1.1.3 2.4.1 4.2.2.2.4 Akkoppjament ta' salvataġġ 2.4.2 2.5.3 4.2.2.2.5 Aċċess tal-persunal għall-akkoppjament u għad-diżakkoppjament 1.1.5 2.5.1 2.5.3 4.2.2.3 Passarelli 1.1.5 4.2.2.4 Is-saħħa tal-istruttura tal-vettura 1.1.3 2.4.1 4.2.2.5 Sikurezza passiva 2.4.1 4.2.2.6 Irfigħ u ġġakkjar 2.5.3 4.2.2.7 L-immuntar ta' apparat mal-istruttura tal-bodi tal-karozza 1.1.3 4.2.2.8 Bibien ta' aċċess għall-persunal u l-merkanzija 1.1.5 2.4.1 4.2.2.9 Karatteristiċi mekkaniċi tal-ħġieġ 2.4.1 4.2.2.10 Kundizzjonijiet tat-tagħbija u massa ponderata 1.1.3 4.2.3.1 Wisa' bejn il-linji 2.4.3 4.2.3.2.1 Parametru tat-tagħbija tal-fus 2.4.3 4.2.3.2.2 Tagħbija fuq ir-rota 1.1.3 4.2.3.3.1 Karatteristiċi tal-vetturi ferrovjarji għall-kompatibbiltà ma' sistemi tad-detezzjoni tal-ferroviji 1.1.1 2.4.3 2.3.2 4.2.3.3.2 Monitoraġġ tal-kundizzjoni tal-bering tal-fus 1.1.1 1.2 4.2.3.4.1 Sikurezza kontra l-ħruġ tal-ferroviji 'l barra mil-linji fuq binarju milwi 1.1.1 1.1.2 2.4.3 4.2.3.4.2 Imġiba dinamika fl-operat tal-ferroviji 1.1.1 1.1.2 2.4.3 4.2.3.4.2.1 Valuri ta' limitu għas-sikurezza fl-operat tal-ferroviji 1.1.1 1.1.2 2.4.3 4.2.3.4.2.2 Valuri ta' limitu għat-tagħbija fuq il-binarji 2.4.3 4.2.3.4.3 Koniċità ekwivalenti 1.1.1 1.1.2 2.4.3 4.2.3.4.3.1 Valuri ta' disinn għal profili ġodda tar-roti 1.1.1 1.1.2 2.4.3 4.2.3.4.3.2 Valuri fis-servizz ta' koniċità ekwivalenti tas-sett tar-roti 1.1.2 1.2 2.4.3 4.2.3.5.1 Disinn strutturali tal-qafas tal-bogie 1.1.1 1.1.2 4.2.3.5.2.1 Karatteristiċi mekkaniċi u ġeometriċi ta' settijiet tar-roti 1.1.1 1.1.2 2.4.3 4.2.3.5.2.2 Karatteristiċi mekkaniċi u ġeometriċi tar-roti 1.1.1 1.1.2 4.2.3.5.3 Sistemi awtomatiċi ta' gejġ varjabbli 1.1.1 1.1.2, 1.1.3 1.2 1.5 4.2.3.6 Raġġ minimu tal-kurva 1.1.1 1.1.2 2.4.3 4.2.3.7 Ilqugħ ta' sikurezza 1.1.1 4.2.4.2.1 Ibbrejkjar - Rekwiżiti funzjonali 1.1.1 2.4.1 2.4.2 1.5 4.2.4.2.2 Ibbrejkjar - Rekwiżiti ta' sikurezza 1.1.1 1.2 2.4.2 4.2.4.3 Tip ta' sistema tal-ibbrejkjar 2.4.3 4.2.4.4.1 Kmand ta' bbrejkjar f'każ ta' emerġenza 2.4.1 2.4.3 4.2.4.4.2 Kmand ta' bbrejkjar tas-servizz 2.4.3 4.2.4.4.3 Kmand ta' bbrejkjar dirett 2.4.3 4.2.4.4.4 Kmand ta' bbrejkjar dinamiku 1.1.3 4.2.4.4.5 Kmand ta' bbrejkjar għall-ipparkjar 2.4.3 4.2.4.5.1 Prestazzjoni tal-ibbrejkjar - Rekwiżiti ġenerali 1.1.1 2.4.1 2.4.2 1.5 4.2.4.5.2 Ibbrejkjar f'każ ta' emerġenza 1.1.2 2.4.1 2.4.3 4.2.4.5.3 Ibbrejkjar tas-servizz 2.4.3 4.2.4.5.4 Kalkoli b'rabta mal-kapaċità termali 2.4.1 2.4.3 4.2.4.5.5 Brejk għall-ipparkjar 2.4.1 2.4.3 4.2.4.6.1 Limitu tal-profil ta' adeżjoni bejn ir-rota u l-binarju 2.4.1 1.2 2.4.2 4.2.4.6.2 Sistema tal-protezzjoni kontra ż-żliq tar-roti 2.4.1 1.2 2.4.2 4.2.4.7 Brejk dinamiku - Sistemi tal-ibbrejkjar konnessi mas-sistema tat-trazzjoni 2.4.1 1.2 2.4.2 4.2.4.8.1. Sistema tal-ibbrejkjar indipendenti minn kundizzjonijiet ta' adeżjoni – Elementi ġenerali 2.4.1 1.2 2.4.2 4.2.4.8.2. Brejk manjetiku tal-binarji 2.4.3 4.2.4.8.3 Brejk b'eddy current fuq il-binarju 2.4.3 4.2.4.9 Indikazzjoni tal-istat u tal-ħsara tal-brejk 1.1.1 1.2 2.4.2 4.2.4.10 Rekwiżiti tal-ibbrejkjar għall-fini ta' salvataġġ 2.4.2 4.2.5.1 Sistemi sanitarji 1.4.1 4.2.5.2 Sistema tal-komunikazzjoni li tinstema' 2.4.1 4.2.5.3 Allarm tal-passiġġieri 2.4.1 4.2.5.4 Apparat ta' komunikazzjoni għall-passiġġieri 2.4.1 4.2.5.5 Bibien esterni: aċċess għal u ħruġ minn Vetturi ferrovjarji 2.4.1 4.2.5.6 Bibien esterni: kostruzzjoni tas-sistema 1.1.3 2.4.1 4.2.5.7 Bibien ta' bejn l-unitajiet 1.1.5 4.2.5.8 Kwalità tal-arja interna 1.3.2 4.2.5.9 twieqi tal-ġenb tal-bodi 1.1.5 4.2.6.1 Kundizzjonijiet ambjentali 2.4.2 4.2.6.2.1 Effetti ta' slipstream fuq passiġġieri fuq il-pjattaforma u fuq ħaddiema maġenb il-binarji 1.1.1 1.3.1 4.2.6.2.2 Varjazzjoni tal-pressjoni tar-ras tal-ferrovija 2.4.3 4.2.6.2.3 Varjazzjonijiet massimi tal-pressjoni fil-mini 2.4.3 4.2.6.2.4 Riħ inkroċjat 1.1.1 4.2.6.2.5 Effett ajrudinamiku fuq binarju bil-ballast 1.1.1 2.4.3 4.2.7.1.1 Dwal ta' quddiem 2.4.3 4.2.7.1.2 Dwal li jimmarkaw il-pożizzjoni 1.1.1 2.4.3 4.2.7.1.3 Dwal ta' wara 1.1.1 2.4.3 4.2.7.1.4 Kontrolli tal-fanali 2.4.3 4.2.7.2.1 Ħorn – Elementi ġenerali 1.1.1 2.4.3 2.6.3 4.2.7.2.2 Livelli ta' pressjoni akustika tal-ħorn tat-twissija 1.1.1 1.3.1 4.2.7.2.3 Protezzjoni 2.4.3 4.2.7.2.4 Kontroll tal-ħorn 1.1.1 2.4.3 4.2.8.1 Prestazzjoni tat-trazzjoni 2.4.3 2.6.3 4.2.8.2 4.2.8.2.1 sa 4.2.8.2.9 Provvista tal-elettriku 1.5 2.4.3 2.2.3 4.2.8.2.10 Protezzjoni elettrika tal-ferrovija 2.4.1 4.2.8.3 Sistema tad-diżil u sistemi oħra ta' trazzjoni termali 2.4.1 1.4.1 4.2.8.4 Protezzjoni kontra l-perikli tal-elettriku 2.4.1 4.2.9.1.1 Kabina tas-sewqan – Elementi ġenerali - — — — — 4.2.9.1.2 Aċċess u ħruġ 1.1.5 2.4.3 4.2.9.1.3 Viżibbiltà esterna 1.1.1 2.4.3 4.2.9.1.4 Tqassim fuq ġewwa 1.1.5 4.2.9.1.5 Is-sit tas-sewwieq 1.3.1 4.2.9.1.6 Id-desk tas-sewwieq - Ergonomija 1.1.5 1.3.1 4.2.9.1.7 Kontroll tal-klima u kwalità tal-arja 1.3.1 4.2.9.1.8 Tidwil intern 2.6.3 4.2.9.2.1 Windskrin - Karatteristiċi mekkaniċi 2.4.1 4.2.9.2.2 Windskrin - Karatteristiċi ottiċi 2.4.3 4.2.9.2.3 Windskrin – Tagħmir 2.4.3 4.2.9.3.1 Funzjoni ta' kontroll tal-attività tas-sewwieq 1.1.1 2.6.3 4.2.9.3.2 Indikazzjoni tal-veloċità 1.1.5 4.2.9.3.3 Unità tad-displej u skrins tas-sewwieq 1.1.5 4.2.9.3.4 Kontrolli u indikaturi 1.1.5 4.2.9.3.5 Tikkettar 2.6.3 4.2.9.3.6 Funzjoni ta' kontroll mill-bogħod bir-radju mill-persunal għall-operazzjoni ta' shunting 1.1.1 4.2.9.4 Għodod abbord u tagħmir portabbli 2.4.1 2.4.3 2.6.3 4.2.9.5 Faċilità tal-ħżin għal effetti personali tal-persunal - — — — — 4.2.9.6 Apparat ta' reġistrazzjoni 2.4.4 4.2.10.2 Sikurezza kontra n-nirien – Miżuri biex jiġi prevenut in-nar 1.1.4 1.3.2 1.4.2 4.2.10.3 Miżuri għad-detezzjoni/kontroll tan-nar 1.1.4 4.2.10.4 Rekwiżiti relatati ma' sitwazzjonijiet ta' emerġenza 2.4.1 4.2.10.5 Rekwiżiti relatati mal-evakwazzjoni 2.4.1 4.2.11.2 Tindif tal-parti esterna tal-ferrovija 1.5 4.2.11.3 Konnessjoni mas-sistema ta' tbattil tat-tojlits 1.5 4.2.11.4 Tagħmir għall-mili mill-ġdid tal-ilma 1.3.1 4.2.11.5 Interfaċċa għall-mili mill-ġdid tal-ilma 1.5 4.2.11.6 Rekwiżiti speċjali għall-ipparkjar (stabling) tal-ferroviji 1.5 4.2.11.7 Tagħmir għar-riforniment tal-fjuwil 1.5 4.2.11.8 Tindif tan-naħa ta' ġewwa tal-ferrovija – provvista tal-enerġija 2.5.3 4.2.12.2 Dokumentazzjoni ġenerali 1.5 4.2.12.3 Dokumentazzjoni relatata mal-manutenzjoni 1.1.1 2.5.1 2.5.2 2.6.1 2.6.2 4.2.12.4 Dokumentazzjoni operattiva 1.1.1 2.4.2 2.6.1 2.6.2 4.2.12.5 Dijagramma u struzzjonijiet ta' rfigħ 2.5.3 4.2.12.6 Deskrizzjonijiet relatati mas-salvataġġ 2.4.2 2.5.3

▼B

3.2. Essential requirements not covered by this TSI

Some of the essential requirements classified as “general requirements” or “specific to other subsystems” in ►M3 Anness III tad-Direttiva (UE) 2016/797 ◄ have an impact on the rolling stock subsystem; those that are not covered, or are covered with limitations within the scope of this TSI, are identified below

3.2.1. General requirements, requirements related to maintenance and operation

The numbering of the paragraphs and the essential requirements hereunder are those set out in Annex III to Directive 2008/57/EC.

The essential requirements that are not covered within the scope of this TSI are the following:

1.4. Environmental protection

1.4.1. “The environmental impact of establishment and operation of the rail system must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force.”

This essential requirement is covered by the relevant European provisions in force.

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

This essential requirement is covered by the relevant European provisions in force.

1.4.4. “Operation of the rail system must respect existing regulations on noise pollution.”

This essential requirement is covered by the relevant European provisions in force (in particular Noise TSI, and HS RST TSI 2008 until all rolling stock are covered by the Noise TSI).

1.4.5. “Operation of the rail system must not give rise to an inadmissible level of ground vibrations for the activities and areas close to the infrastructure and in a normal state of maintenance.”

This essential requirement is in the scope of the Infrastructure.

2.5 Maintenance

These essential requirements are relevant within the scope of this TSI according to Section 3.1 of this TSI only for the technical maintenance documentation related to the rolling stock subsystem; they are not covered within the scope of this TSI regarding maintenance installations.

2.6 Operation

These essential requirements are relevant within the scope of this TSI according to Section 3.1 of this TSI for the operating documentation related to the rolling stock subsystem (essential requirements 2.6.1 and 2.6.2), and for technical compatibility of the rolling stock with operating rules (essential requirements 2.6.3).

3.2.2. Requirements specific to other subsystems

Requirements on the relevant other sub-systems are necessary to fulfil these essential requirements for the whole railway system.

The requirements on the rolling stock subsystem which contribute to the fulfilment of these essential requirements are mentioned in the Section 3.1 of this TSI; corresponding essential requirements are those set out in Sections 2.2.3 and 2.3.2 of Annex III to Directive 2008/57/EC.

Other essential requirements are not covered within the scope of this TSI.

4. CHARACTERISATION OF THE ROLLING STOCK SUBSYSTEM

4.1. Introduction

4.1.1. General

(1) The Union's rail system, to which ►M3 Direttiva (UE) 2016/797 ◄ applies and of which the rolling stock subsystem is a part, is an integrated system whose consistency needs to be verified. This consistency must be checked in particular with regard to the specifications of the rolling stock subsystem, its interfaces with the other subsystems of the Union's rail system in which it is integrated, as well as the operating and maintenance rules.

(2) The basic parameters of the rolling stock sub-system are defined in the present Chapter 4 of this TSI.

(3) Except where this is strictly necessary for the interoperability of the Union's rail system, the functional and technical specifications of the subsystem and its interfaces described in Sections 4.2 and 4.3, do not impose the use of specific technologies or technical solutions.

(4) Some of the rolling stock characteristics that are mandated to be recorded in the “European register of authorised types of vehicles” (according to the relevant Commission Decision) are described in Sections 4.2 and 6.2 of this TSI. Additionally, these characteristics are required to be provided in the rolling stock technical documentation described in point 4.2.12 of this TSI.

4.1.2. Description of the Rolling stock subject to the application of this TSI

(1) Rolling stock subject to the application of this TSI (designated as a unit in the context of this TSI) shall be described in the certificate of “EC” verification, using one of the following characteristics: — Trainset in fixed formation and, when required, predefined formation(s) of several trainsets of the type under assessment for multiple operation. — Single vehicle or fixed rakes of vehicles intended for predefined formation(s). — Single vehicle or fixed rakes of vehicles intended for general operation and when required, predefined formation(s) of several vehicles (locomotives) of the type under assessment for multiple operation. Note: Multiple operation of the unit under assessment with other types of rolling stock is not in the scope of this TSI.

(2) Definitions related to train formation and units are given in Section 2.2 of this TSI.

(3) When a unit intended for use in fixed or predefined formation(s) is assessed, the formation(s) for which such assessment is valid shall be defined by the party asking for assessment, and stated in the certificate of “EC” verification. The definition of each formation shall include the type designation of each vehicle (or of vehicle bodies and wheelsets in case of articulated fixed formation), and their arrangement in the formation. Additional details are given in clauses 6.2.8 and 9.

(4) Some characteristics or some assessments of a unit intended to be used in general operation, will require defined limits regarding the train formations. These limits are laid down in Section 4.2 and in clause 6.2.7.

4.1.3. Main categorisation of the rolling stock for application of TSI requirements

(1) A rolling stock technical categorisation system is used in the following clauses of this TSI to define relevant requirements applicable to a unit.

(2) The technical category(ies) relevant for the unit subject to the application of this TSI shall be identified by the party asking for assessment. This categorisation shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from this TSI, and shall be stated in the certificate of “EC” verification.

(3) The technical categories of rolling stock are the following: — Unit designed to carry passengers — Unit designed to carry passenger-related load (luggage, cars, etc.) — Unit designed to carry other payload (mail, freight, etc.) in self-propelling trains — Unit fitted with a driver's cab — Unit fitted with traction equipment — Electric unit, defined as a unit supplied with electric energy by electrification system(s) specified in the Energy TSI. — Thermal traction unit — Freight locomotive: Unit designed to haul freight wagons — Passenger locomotive: Unit designed to haul passenger carriages — OTMs — Infrastructure inspection vehicles. A unit is characterised by one or several of the categories above.

(4) Unless stated otherwise in the clauses of Section 4.2, requirements specified in this TSI apply to all technical categories of rolling stock defined above.

(5) The unit operational configuration shall also be considered when it is assessed; a distinction shall be made between: — A unit that can be operated as a train. — A unit that cannot be operated alone, and that has to be coupled with other unit(s) to be operated as a train (see also clauses 4.1.2, 6.2.7 and 6.2.8).

(6) The maximum design speed of the unit subject to the application of this TSI shall be declared by the party asking for assessment; it shall be a multiple of 5 km/h (see also clause 4.2.8.1.2) when its value is higher than 60 km/h; it shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from this TSI, and shall be stated in the certificate of “EC” verification.

4.1.4. Categorisation of the rolling stock for fire safety

(1) In respect of fire safety requirements, four categories of rolling stock are defined and specified in the TSI SRT. — Category A passenger rolling stock (including passenger locomotive), — Category B passenger rolling stock (including passenger locomotive), — Freight locomotive, and self-propelling unit designed to carry other payload than passengers (mail, freight, infrastructure inspection vehicle, etc.), — OTMs.

(2) The compatibility between the category of the unit and its operation in tunnels is set out in the TSI SRT.

(3) For units designed to carry passengers or haul passenger carriages, and subject to the application of this TSI, category A is the minimum category to be selected by the party asking for assessment; the criteria for selecting category B are given in the TSI SRT.

(4) This categorisation shall be used by the notified body in charge of the assessment, in order to assess the applicable requirements from the clause 4.2.10 of this TSI, and shall be stated in the certificate of “EC” verification.

4.2. Functional and technical specification of the sub-system

4.2.1. General

4.2.1.1. Breakdown

(1) The functional and technical specifications of the rolling stock subsystem are grouped and sorted out in the following clauses of this section: — Structures and mechanical parts — Track interaction and gauging — Braking — Passenger related items — Environmental conditions — External lights & audible and visible warning devices — Traction and electrical equipment — Driver's cab and driver-machine interface — Fire safety and evacuation — Servicing — Documentation for operation and maintenance

(2) For particular technical aspects specified in Chapters 4, 5 and 6, the functional and technical specification makes an explicit reference to a clause of an EN standard or other technical document, as allowed by ►M3 Artikolu 4(8) tad-Direttiva (UE) 2016/797 ◄ ; these references are listed in the Appendix J of this TSI.

(3) Information needed on board for the train staff to be aware of the operational state of the train (normal state, equipment out of order, degraded situation …) are described in the clause dealing with the relevant function, and in clause 4.2.12 “documentation for the operation and maintenance”.

4.2.1.2. Open points

(1) When, for a particular technical aspect, the functional and technical specification necessary to meet the essential requirements has not been yet developed, and therefore is not included in this TSI, this aspect is identified as an open point in the relevant clause; Appendix I of this TSI lists all open points, as required in ►M3 l-Artikolu 4(6) tad-Direttiva (UE) 2016/797 ◄ . The Appendix I mentions also if the open points relate to technical compatibility with the network; for this purpose, the Appendix I is split in 2 parts: — Open points that relate to technical compatibility between the vehicle and the network. — Open points that do not relate to technical compatibility between the vehicle and the network.

(2) As required in ►M3 l-Artikoli 4(6) u 13(2) tad-Direttiva (UE) 2016/797 ◄ , open points shall be addressed by the application of national technical rules.

4.2.1.3. Safety aspects

(1) The functions that are essential to safety are identified in Section 3.1 of this TSI by their link to the essential requirements “safety”.

(2) Safety requirements related to these functions are covered by the technical specifications expressed in the corresponding clause of Section 4.2 (e.g. “passive safety”, “wheels”, etc.).

(3) Where these technical specifications need to be complemented by requirements expressed in terms of safety requirements (severity level), they are also specified in the corresponding clause of Section 4.2.

(4) Electronic devices and software, which are used to fulfil functions essential to safety shall be developed and assessed according to a methodology adequate for safety related electronic devices and software.

4.2.2. Structure and mechanical parts

4.2.2.1. General

(1) This part addresses requirements relating to the design of vehicle structural body (strength of vehicle structure) and of the mechanical links (mechanical interfaces) between vehicles or between units.

(2) Most of these requirements aim at ensuring the train's mechanical integrity in operation and rescue operation as well as protecting passenger and staff compartments in the event of collision or derailment.

4.2.2.2. Mechanical interfaces

4.2.2.2.1. General and definitions

In order to form a train (as defined in Section 2.2) vehicles are coupled together in a way that enables them to be operated together. The coupling is the mechanical interface that enables this. There are several types of couplings:

(1) “Inner” coupling (also called “intermediate” coupling) is the coupling device between vehicles in order to form a unit composed of several vehicles (e.g. a fixed rake of coaches or a trainset)

(2) “End coupling” (“external” coupling) of units is the coupling device used to couple together two (or several) units to form a train. An end coupling can be “automatic”, “semi-automatic” or “manual”. An end coupling can be used for rescue purpose (see clause 4.2.2.2.4). In the context of this TSI, a “Manual” coupling is an end coupling system which requires (one or several) person(s) to stand between the units to be coupled or uncoupled for the mechanical coupling of these units.

(3) “Rescue coupling” is the coupling device that enables a unit to be rescued by a recovery power unit equipped with a “standard” manual coupling as per clause 4.2.2.2.3 where the unit to be rescued is equipped with a different coupling system or is not equipped with any coupling system.

4.2.2.2.2 Inner coupling

(1) Inner couplings between the different vehicles (fully supported by their own wheels) of a unit shall incorporate a system capable of withstanding the forces due to the intended operating conditions.

(2) Where the inner coupling system between vehicles has a lower longitudinal strength than the end coupling(s) of the unit, provisions shall be made to rescue the unit in case of breakage of any such inner coupling; these provisions shall be described in the documentation required in clause 4.2.12.6.

(3) In case of articulated units, the joint between two vehicles sharing the same running gear shall comply with the requirements of the specification referenced in Appendix J-1, index 1.

4.2.2.2.3 End coupling

(a) General Requirements (a-1) Requirements on characteristics of end coupling (1) Where an end coupling is provided at any end of a unit, the following requirements apply to all types of end coupling (automatic, semi-automatic or manual): — End couplings shall incorporate a resilient coupling system, capable of withstanding the forces due to the intended operational and rescue conditions. — The type of mechanical end coupling together with its nominal maximum design values of tensile and compressive forces and the height above rail level of its centre line (unit in working order with new wheels) shall be recorded in the technical documentation described in clause 4.2.12. (2) Where there is no coupling at any end of a unit, a device to allow a rescue coupling shall be provided at such end of the unit. (a-2) Requirements on type of end coupling (1) Units assessed in fixed or predefined formation, and of maximum design speed higher or equal to 250 km/h, shall be equipped at each end of the formation with an automatic centre buffer coupler geometrically and functionally compatible with a “Type 10 latch system automatic centre buffer coupler” (as defined in clause 5.3.1); the height above rail of its coupling centre line shall be 1 025 mm + 15 mm /– 5 mm (measured with new wheels in load condition “design mass in working order”). (2) Units designed and assessed for general operation and designed to be operated solely on the 1 520 mm system shall be fitted with a centre buffer coupler geometrically and functionally compatible with a “SA3 coupling”; the height above rail of its coupling centre line shall be between 980 to 1 080 mm (for all wheel and load conditions).

(b) Requirements on “Manual” coupling system (b-1) Provisions to units (1) The following provisions apply specifically to units fitted with a “Manual” coupling system: — The coupling system shall be designed so that no human presence between the units to be coupled/uncoupled is required whilst either one is moving. — For units designed and assessed to be operated in “general operation” or in “predefined formation”, and fitted with a manual coupling system, this coupling system shall be of UIC type (as defined in clause 5.3.2). (2) These units shall comply with the additional requirements of point (b-2) below. ▼M3 (b-2) Kompatibbiltà bejn unitajiet Fuq unitajiet mgħammra b'sistema ta' akkoppjament manwali tat-tip UIC (kif deskritt fil-klawżola 5.3.2) u b'sistema tal-ibbrejkjar pnewmatika kompatibbli mat-tip UIC (kif deskritt fil-klawżola 4.2.4.3), japplikaw ir-rekwiżiti li ġejjin: (1) Il-buffers u l-akkoppjament bil-kamin għandhom jiġu installati skont il-klawżoli 5 u 6 tal-ispeċifikazzjoni msemmija fl-Appendiċi J-1, indiċi 110. (2) Id-dimensjonijiet u t-tqassim tal-pajpijiet tal-brejkijiet, l-akkoppjamenti u l-viti għandhom jissodisfaw ir-rekwiżiti stabbiliti fil-klawżoli 7 u 8 tal-ispeċifikazzjoni msemmija fl-Appendiċi J-1, indiċi 110. ▼B

4.2.2.2.4 Rescue coupling

(1) Provisions shall be made to enable the recovery of the line in case of breakdown by hauling or propelling the unit to be rescued.

(2) Where the unit to be rescued is fitted with an end coupling, rescue shall be possible by means of a power unit equipped with the same type of end coupling system (including compatible height above rail level of its centre line).

(3) For all units, rescue shall be possible by means of a recovery unit i.e. a power unit featuring at each of its ends intended to be used for rescue purposes: (a) On 1 435 mm, 1 524 mm, 1 600 mm or 1 668 mm systems: — A manual coupling system of UIC type (as described in clauses 4.2.2.2.3 and 5.3.2) and pneumatic brake system of UIC type (as described in clause 4.2.4.3), — Lateral location of brake pipes and cocks according to the specification referenced in Appendix J-1, index 5, — A free space of 395 mm above the centre line of the hook to allow the fitting of the rescue adaptor as described below. (b) On 1 520 mm system: — A centre buffer coupler geometrically and functionally compatible with a “SA3 coupling”; the height above rail of its coupling centre line being between 980 to 1 080 mm (for all wheel and load conditions). This is achieved either by means of a permanently installed compatible coupling system or through a rescue coupler (also called rescue adaptor). In the latter case, the unit assessed against this TSI shall be designed so that it is possible to carry the rescue coupler on-board.

(4) The rescue coupler (as defined in clause 5.3.3) shall comply with the following requirements: — To be designed to allow the rescue at a speed of at least 30 km/h, — To be secured after mounting onto the recovery unit in a way that prevents it coming off during the rescue operation, — To withstand the forces due to the intended rescuing conditions, — To be designed such that it does not require any human presence between the recovery unit and the unit to be rescued whilst either one is moving, — Neither the rescue coupler nor any braking hose shall limit the lateral movement of the hook when fitted onto the recovery unit.

(5) The brake requirement for rescue purpose is covered by the clause 4.2.4.10 of this TSI.

4.2.2.2.5 Staff access for coupling and uncoupling

(1) Units and end coupling-systems shall be designed so that staff is not exposed to undue risk during coupling and uncoupling, or rescue operations.

(2) To comply with this requirement, units fitted with manual coupling systems of UIC type as per clause 4.2.2.2.3(b) shall comply with the following requirements (the “Bern rectangle”): — On units equipped with screw couplers and side buffers, the space for staff operation shall be in accordance to the specification referenced in Appendix J-1, index 6. — Where a combined automatic and screw coupler is fitted it is permissible for the auto coupler head to infringe the Berne rectangle on the left hand side when it is stowed and the screw coupler is in use. — There shall be a handrail under each buffer. The handrails shall withstand a force of 1,5 kN.

(3) The operating and rescue documentation specified in clauses 4.2.12.4 and 4.2.12.6 shall describe measures that are necessary to meet this requirement. Member States may also require application of those requirements.

4.2.2.3. Gangways

(1) Where a gangway is provided as a means for passengers to circulate from one coach or one trainset to another, it shall accommodate all relative movements of vehicles in normal operation without exposing passengers to undue risk.

(2) Where operation with the gangway not being connected is foreseen, it shall be possible to prevent access by passengers to the gangway.

(3) Requirements related to the gangway door when the gangway is not in use are specified in clause 4.2.5.7 “Passenger-related items — Inter-unit doors”.

(4) Additional requirements are expressed in the TSI PRM.

(5) These requirements of this clause do not apply to the end of vehicles where this area is not intended for regular use by passengers.

4.2.2.4. Strength of vehicle structure

(1) This clause applies to all units except OTMs.

(2) For OTMs, alternative requirements to those expressed in this clause for static load, category and acceleration are set out in Appendix C, clause C.1.

(3) The static and dynamic strength (fatigue) of vehicle bodies is relevant to ensure the safety required for the occupants and the structural integrity of the vehicles in train and in shunting operations. Therefore, the structure of each vehicle shall comply with the requirements of the specification referenced in Appendix J-1, index 7. The rolling stock categories to be taken into account shall correspond to category L for locomotives and power head units and categories PI or PII for all other types of vehicle within the scope of this TSI, as defined in the specification referenced in Appendix J-1, index 7, clause 5.2.

(4) Proof of the strength of the vehicle body may be demonstrated by calculations and/or by testing, according to the conditions set up in the specification referenced in Appendix J-1, index 7, clause 9.2.

(5) In case of a unit designed for higher compressive force than those of the categories (required above as a minimum) in the specification referenced in Appendix J-1, index 7, this specification does not cover the proposed technical solution; it is then permissible to use for compressive force other normative documents that are publicly available. In that case it shall be verified by the notified body that the alternative normative documents form part of a technically consistent set of rules applicable to the design, construction and testing of the vehicle structure. The value of compressive force shall be recorded in the technical documentation defined in clause 4.2.12.

(6) The load conditions considered shall be consistent with those defined in clause 4.2.2.10 of this TSI.

(7) The assumptions for aerodynamic loading shall be those described in clause 4.2.6.2.2 of this TSI (passing of 2 trains).

(8) Joining techniques are covered by the above requirements. A verification procedure shall exist to ensure at the production phase that defects that may decrease the mechanical characteristics of the structure are controlled.

4.2.2.5. Passive safety

(1) The requirements specified in this clause apply to all units, except to units not intended to carry passengers or staff during operation and except to OTMs.

(2) For units designed to be operated on the 1 520 mm system, the requirements on passive safety described in this clause are of voluntary application. If the Applicant chooses to apply the requirements on passive safety described in this clause, this shall be recognised by Member States. Member States may also require application of those requirements.

(3) For locomotives designed to be operated on the 1 524 mm system, the requirements on passive safety described in this clause are of voluntary application. If the Applicant chooses to apply the requirements on passive safety described in this clause, this shall be recognised by Member States.

(4) Units which cannot operate up to the collision speeds specified under any of the collision scenarios below are exempted from the provisions related to that collision scenario.

▼M3

(5) Is-sikurezza passiva hija mmirata biex tikkomplementa s-sikurezza attiva meta l-miżuri l-oħra kollha jkunu fallew. Għal dan il-għan, l-istruttura mekkanika tal-vetturi għandha tipprovdi l-protezzjoni tal-okkupanti fil-każ ta' kolliżjoni billi jiġi provdut mezz biex: — tiġi limitata d-deċellerazzjoni — jinżamm spazju ta' sopravivenza u l-integrità strutturali taż-żoni okkupati — jitnaqqas ir-riskju ta' overriding — jitnaqqas ir-riskju tal-ħruġ tal-ferroviji 'l barra mil-linji — jiġu llimitati l-konsegwenzi ta' kolliżjoni ma' ostakolu fuq il-binarji. Biex jiġu ssodisfati dawn ir-rekwiżiti funzjonali, l-unitajiet għandhom jikkonformaw mar-rekwiżiti dettaljati speċifikati fl-ispeċifikazzjoni msemmija fl-Appendiċi J-1, indiċi 8 relatata mal-kategorija C-I tad-disinn tar-reżistenza għall-ħabtiet (skont l-ispeċifikazzjoni msemmija fl-Appendiċi J-1, ►M4 l-indiċi 8, it-Tabella 1, it-taqsima 4 ◄ ), sakemm mhux speċifikat mod ieħor hawn taħt. Għandhom jiġu kkunsidrati l-erba' xenarji ta' kolliżjoni ta' referenza li ġejjin: — xenarju 1: Impatt tan-naħa ta' quddiem bejn żewġ unitajiet identiċi, — xenarju 2: Impatt tan-naħa ta' quddiem ma' vagun tal-merkanzija, — xenarju 3: Impatt tal-unità ma' vettura tat-triq kbira fuq qsim invell, — xenarju 4: Impatt tal-unità ma' ostakolu baxx (eż. karozza fuq qsim invell, annimal, blata, eċċ.).

(6) Dawn ix-xenarji huma deskritti fl-ispeċifikazzjoni msemmija fl-Appendiċi J-1, ►M4 l-indiċi 8, it-Tabella 2 tat-taqsima 5 ◄ .

▼M4

(7) Fil-kamp ta’ applikazzjoni tat-TSI attwali, il-“veloċità tal-ħbit” u s-“sieħeb tal-ħbit” meta jiġu applikati x-xenarji 1 u 2 għal-lokomottivi mgħammra b’mezz ta’ akkoppjament awtomatiku tal-buffer taċ-ċentru u li kapaċi jagħmlu sforz ta’ trazzjoni tal-akkoppjament li jkun akbar minn 300 kN, kif deskritt fit-Tabella 2 tal-ispeċifikazzjoni msemmija fl-Appendiċi J-1, l-indiċi 8, għandhom ikunu: — 20 km/h flok 36 km/h għax-xenarji 1 u 2; u — l-vagun ta’ referenza deskritt fl-Appendiċi D flok il-vagun ta’ referenza deskritt fl-Anness C.1 tal-ispeċifikazzjoni msemmija fl-Appendiċi J-1, l-indiċi 8 għax-xenarju 2. Nota: dan l-isforz kbir ta’ trazzjoni hu meħtieġ għal-lokomottivi tqal tal-merkanzija bl-irmonk.

▼M3

(8) Biex jiġu limitati l-konsegwenzi ta' kolliżjoni ma' ostaklu fuq il-binarji, it-truf ta' quddiem ta' lokomottivi, power heads, kowċis tas-sewqan u settijiet tal-ferroviji għandhom jiġu mgħammra b'diflettur tal-ostakli. Ir-rekwiżiti li magħhom għandhom jikkonformaw difletturi tal-ostakli huma definiti fl-ispeċifikazzjoni msemmija fl-Appendiċi J-1, indiċi 8, Taqsima 6.5.

▼B

4.2.2.6. Lifting and jacking

(1) This clause applies to all units.

(2) Additional provisions concerning the lifting and jacking of OTMs are specified in Appendix C, clause C.2.

(3) It shall be possible to safely lift or jack each vehicle composing the unit, for recovery purposes (following derailment or other accident or incident), and for maintenance purposes. To this purpose, suitable vehicle body interfaces (lifting/jacking points) shall be provided, which permit the application of vertical or quasi-vertical forces. The vehicle shall be designed for complete lifting or jacking, including the running gear (e.g. by securing/attaching the bogies to the vehicle body). It shall also be possible to lift or jack any end of the vehicle (including its running gear) with the other end resting on the remaining running gear(s).

(4) It is recommended to design jacking points so that they can be used as lifting points with all the running gears of the vehicle linked to the underframe of the vehicle.

(5) Jacking/Lifting points shall be located such as to enable the safe and stable lifting of the vehicle; sufficient space shall be provided underneath and around each jacking point to allow an easy installation of rescue devices. Jacking/Lifting points shall be designed such that staff is not exposed to any undue risk under normal operation or when using the rescue equipment.

(6) When the lower structure of the bodyshell does not allow the provision of permanent built-in jacking/lifting points, this structure shall be provided with fixtures which permit the fixation of removable jacking/lifting points during the re-railing operation.

(7) The geometry of permanent built-in jacking/lifting points shall be compliant with the specification referenced in Appendix J-1, index 9, clause 5.3; the geometry of removable jacking/lifting points shall be compliant with the specification referenced in Appendix J-1, index 9, clause 5.4.

(8) Marking of lifting points shall be made by signs compliant with the specification referenced in Appendix J-1, index 10.

(9) The structure shall be designed with consideration of the loads specified in the specification referenced in Appendix J-1, index 11, clauses 6.3.2 and 6.3.3; proof of the strength of the vehicle body may be demonstrated by calculations or by testing, according to the conditions set up in the specification referenced in Appendix J-1, index 11, clause 9.2. Alternative normative documents may be used under the same conditions as defined in clause 4.2.2.4 above.

(10) For each vehicle of the unit, a jacking and lifting diagram and corresponding instructions shall be provided in the documentation as described in clauses 4.2.12.5 and 4.2.12.6 of this TSI. Instructions shall be given as far as feasible by pictograms.

4.2.2.7. Fixing of devices to carbody structure

(1) This clause applies to all units, except to OTMs.

(2) Provisions concerning the structural strength of OTMs are specified in Appendix C, clause C.1.

(3) Fixed devices including those inside the passenger areas, shall be attached to the car body structure in a way that prevents these fixed devices becoming loose and presenting a risk of passenger injuries or lead to a derailment. To this aim, attachments of these devices shall be designed according to the specification referenced in Appendix J-1, index 12, considering category L for locomotives and category P-I or P-II for passenger rolling stock.

Alternative normative documents may be used under the same conditions as defined in clause 4.2.2.4 above.

4.2.2.8. Staff and freight Access doors

(1) The doors for use of passengers are covered by the clause 4.2.5 of this TSI: “Passenger related items”. Cab doors are addressed in clause 4.2.9 of this TSI. This clause addresses doors for freight use and for use of train crew other than cab doors.

(2) Vehicles fitted with a compartment dedicated to train crew or freight shall be equipped with a device to close and lock the doors. The doors shall remain closed and locked until they are intentionally released.

4.2.2.9. Mechanical characteristics of glass (other than windscreens)

(1) Where glass is used in glazing (including mirrors), it shall be either laminated or toughened glass which is in accordance with one of the relevant publicly available standards suitable for railway application with regard to the quality and area of use, thereby minimising the risk to passenger and staff being injured by breaking glass.

4.2.2.10. Load conditions and weighed mass

(1) The following load conditions defined in the specification referenced in Appendix J-1, index 13, ►M3 klawżola 4.5 ◄ shall be determined: — Design mass under exceptional payload — Design mass under normal payload — Design mass in working order

(2) The hypothesis taken for arriving at the load conditions above shall be justified and documented in the general documentation described in clause 4.2.12.2 of this TSI. These hypothesis shall be based on a rolling stock categorisation (high speed and long distance train, other) and on a payload description (passengers, payload per m2 in standing and service areas) consistent with the specification referenced in Appendix J-1, index 13; values for the different parameters may deviate from this standard provided that they are justified.

(3) For OTMs, different load conditions (minimum mass, maximum mass) may be used, in order to take into account optional on-board equipment.

(4) The conformity assessment procedure is described in clause 6.2.3.1 of this TSI.

(5) For each load condition defined above, the following information shall be provided in the technical documentation described in clause 4.2.12: — Total vehicle mass (for each vehicle of the unit) — Mass per axle (for each axle) — Mass per wheel (for each wheel).

Note: for units equipped with independently rotating wheels, “axle” shall be interpreted as a geometric notion, and not as a physical component; this is valid to the whole TSI, unless stated otherwise.

4.2.3. Track interaction and gauging

4.2.3.1. Gauging

(1) This clause concerns the rules for calculation and verification intended for sizing the rolling stock to run on one or several infrastructures without interference risk.

For units designed to be operated on other track gauge(s) than 1 520 mm system:

(2) The applicant shall select the intended reference profile including the reference profile for the lower parts. This reference profile shall be recorded in the technical documentation defined in clause 4.2.12 of this TSI.

(3) The compliance of a unit with this intended reference profile shall be established by one of the methods set out in the specification referenced in Appendix J-1, index 14. During a transitional period ending 3 years after the date of application of this TSI, for technical compatibility with the existing national network it is permissible for the reference profile of the unit to alternatively be established in accordance with the national technical rules notified for this purpose. This shall not prevent the access of TSI compliant rolling stock to the national network.

(4) In case the unit is declared as compliant with one or several of the reference contours G1, GA, GB, GC or DE3, including those related to the lower part GI1, GI2 or GI3, as set out in the specification referenced in Appendix J-1, index 14, compliance shall be established by the kinematic method as set out in the specification referenced in Appendix J-1, index 14. The compliance to those reference contour(s) shall be recorded in the technical documentation defined in clause 4.2.12 of this TSI.

(5) For electric units, the pantograph gauge shall be verified by calculation according to the specification referenced in Appendix J-1, index 14, clause A.3.12 to ensure that the pantograph envelope complies with the mechanical kinematic pantograph gauge which in itself is determined according to Appendix D of TSI ENE, and depends on the choice made for the pantograph head geometry: the two permitted possibilities are defined in clause 4.2.8.2.9.2 of this TSI. The voltage of the power supply is considered in the infrastructure gauge in order to ensure the proper insulation distances between the pantograph and fixed installations.

(6) The pantograph sway as specified in clause 4.2.10 of TSI ENE and used for the mechanical kinematic gauge calculation shall be justified by calculations or measurements as set out in the specification referenced in Appendix J-1, index 14.

For units designed to be operated on track gauge of 1 520 mm system:

(7) The static contour of the vehicle shall be within the “T” uniform vehicle gauge; the reference contour for infrastructure is the “S” gauge. This contour is specified in Appendix B.

(8) For electric units the pantograph gauge shall be verified by calculation to ensure that the pantograph envelope complies with the mechanical static pantograph gauge which is defined in Appendix D of TSI ENE; the choice made for the pantograph head geometry shall be taken into account: the permitted possibilities are defined in clause 4.2.8.2.9.2 of this TSI.

4.2.3.2. Axle load and wheel load

4.2.3.2.1. Axle load parameter

(1) The axle load is an interface parameter between the unit and the infrastructure. The axle load is a performance parameter of the infrastructure specified in clause 4.2.1 of the INF TSI and depends on the traffic code of the line. It has to be considered in combination with the axle spacing, with the train length and with the maximum allowed speed for the unit on the considered line.

(2) The following characteristics to be used as an interface to the infrastructure shall be part of the general documentation produced when the unit is assessed, and described in clause 4.2.12.2 of this TSI: — The mass per axle (for each axle) for the three load conditions (as defined and required to be part of the documentation in clause 4.2.2.10 of this TSI). — The position of the axles along the unit (axle spacing). — The length of the unit. — The maximum design speed (as required to be part of the documentation in clause 4.2.8.1.2 of this TSI).

(3) Use of this information at operational level for compatibility check between rolling stock and infrastructure (outside the scope of this TSI): The axle load of each individual axle of the unit to be used as interface parameter to the infrastructure has to be defined by the railway undertaking as required in clause 4.2.2.5 of the TSI OPE, considering the expected load for the intended service (not defined when the unit is assessed). The axle load in load condition “design mass under exceptional payload” represents the maximum possible value of the axle load mentioned above. The maximum load considered for the design of the brake system defined in clause 4.2.4.5.2 has also to be considered.

4.2.3.2.2. Wheel load

(1) The ratio of wheel load difference per axle Dqj = (Ql – Qr)/(Ql + Qr), shall be evaluated by wheel load measurement, considering the load condition “design mass in working order”. Wheel load difference higher than 5 % of the axle load for that wheelset are allowed only if demonstrated as acceptable by the test to prove safety against derailment on twisted track specified in the clause 4.2.3.4.1 of this TSI.

(2) The conformity assessment procedure is described in clause 6.2.3.2 of this TSI.

(3) For units with axle load in design mass under normal payload lower or equal to 22,5 tons and a worn wheel diameter higher than or equal to 470 mm, the wheel load over the wheel diameter (Q/D) shall be lower or equal to 0,15 kN/mm, as measured for a minimum worn wheel diameter and design mass under normal payload.

4.2.3.3. Rolling Stock parameters which influence ground based systems

4.2.3.3.1 Rolling Stock characteristics for the compatibility with train detection systems

(1) For units designed to be operated on other track gauges than the 1 520 mm system, the set of rolling stock characteristics for compatibility with train detection target systems are given in clauses 4.2.3.3.1.1, 4.2.3.3.1.2 and 4.2.3.3.1.3. Reference is made to clauses of the specification referenced in Appendix J-2, index 1 of this TSI (also referenced in Annex A, Index 77 of CCS TSI).

(2) The set of characteristics the rolling stock is compatible with shall be recorded in the technical documentation described in clause 4.2.12 of this TSI.

4.2.3.3.1.1 Rolling stock characteristics for compatibility with train detection system based on track circuits

— Vehicle geometry (1) The maximum distance between 2 consecutive axles is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.1. (distance a1 in Figure 1). (2) The maximum distance between buffer end and first axle is specified in the specification referenced in Appendix J-2, index 1, clauses 3.1.2.5 and 6. (distance b1 in Figure 1). (3) The minimum distance between end axles of a unit is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.4.

— Vehicle design (4) The minimum axle load in all load conditions is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.7. (5) The electrical resistance between the running surfaces of the opposite wheels of a wheelset is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.9 and the method to measure is specified in the same clause. (6) For electric units equipped with a pantograph, the minimum impedance between pantograph and each wheel of the train is specified in the specification referenced in Appendix J-2, index 1, clause 3.2.2.1.

— Isolating emissions (7) The limitations of use of sanding equipment are given in the specification referenced in Appendix J-2, index 1, clause 3.1.4; “sand characteristics” is part of in this specification. In case where an automatic sanding function is provided, it shall be possible for the driver to suspend its use on particular points of the track identified in operating rules as non-compatible with sanding. (8) The limitations of use of composite brake blocks are given in the specification referenced in Appendix J-2, index 1, clause 3.1.6.

— EMC (9) The requirements related to electromagnetic compatibility are specified in the specification referenced in Appendix J-2, index 1, clauses 3.2.1.and 3.2.2. (10) The electromagnetic interference limit levels rising from traction currents are specified in the specification referenced in Appendix J-2, index 1, clause 3.2.2.

4.2.3.3.1.2 Rolling stock characteristics for compatibility with train detection system based on axle counters

— Vehicle geometry (1) The maximum distance between 2 consecutive axles is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.1. (2) The minimum distance between 2 consecutive axles of the train is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.2. (3) At the end of a unit intended to be coupled, the minimum distance between end and first axle of the unit is half of the value specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.2. (4) The maximum distance between end and first axle is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.2.5 & 6 (distance b1 in Figure 1).

— Wheel geometry (5) Wheel geometry is specified in the clause 4.2.3.5.2.2 of the present TSI. (6) The minimum wheel diameter (speed dependant) is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.3

— Vehicle design (7) The metal-free space around wheels is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.3.5. (8) The characteristics of the wheel material regarding magnetic field is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.3.6.

— EMC (9) The requirements related to electromagnetic compatibility are specified in specification referenced in Appendix J-2, index 1, clauses 3.2.1.and 3.2.2. (10) The electromagnetic interference limit levels rising from the use of eddy current or magnetic track brakes are specified in the specification referenced in Appendix J-2, index 1, clause 3.2.3.

4.2.3.3.1.3 Rolling stock characteristics for compatibility with loop equipment

— Vehicle design (1) The vehicle metal construction is specified in the specification referenced in Appendix J-2, index 1, clause 3.1.7.2.

4.2.3.3.2 Axle bearing condition monitoring

(1) Axle bearing condition monitoring objective is to detect deficient axle box bearings.

(2) For units of maximum design speed higher than or equal to 250 km/h, on board detection equipment shall be provided.

(3) For units of maximum design speed lower than 250 km/h, and designed to be operated on others track gauge systems than the 1 520 mm system, axle bearing condition monitoring shall be provided and be achieved either by on board equipment (according to specification in clause 4.2.3.3.2.1) or by using track side equipment (according to specification in clause 4.2.3.3.2.2).

(4) The fitment of on board system or/and the compatibility with track side equipment shall be recorded in the technical documentation described in clause 4.2.12 of this TSI.

4.2.3.3.2.1. Requirements applicable to on board detection equipment

(1) This equipment shall be able to detect a deterioration of any of the axle box bearings of the unit.

(2) The bearing condition shall be evaluated either by monitoring its temperature, or its dynamic frequencies or some other suitable bearing condition characteristic.

(3) The detection system shall be located entirely on board the unit, and diagnosis messages shall be made available on board.

(4) The diagnosis messages delivered shall be described, and shall be taken into account in the operating documentation described in clause 4.2.12.4 of this TSI, and in the maintenance documentation described in clause 4.2.12.3 of this TSI.

4.2.3.3.2.2. Rolling stock requirements for compatibility with trackside equipment

(1) For units designed to be operated on the 1 435 mm system, the zone visible to the trackside equipment on rolling stock shall be the area as defined in the specification referenced in Appendix J-1, index 15.

▼M3

(2) Għall-unitajiet iddisinjati biex jiġu operati fuq gejġijiet tal-linji ferrovjarji differenti minn dawk ta' 1 435 mm jew 1 668 mm, fejn ikun rilevanti jiġi ddikjarat każ speċifiku (regola armonizzata disponibbli għan-netwerk ikkonċernat).

▼M3

(2a) Għall-unitajiet iddisinjati biex jiġu operati fuq sistema ta' 1 668 mm, iż-żona viżibbli għat-tagħmir ta' maġenb il-binarju minn fuq il-vetturi ferrovjarji għandha tkun iż-żona definita fit-Tabella 1 b'referenza għall-parametri tal-ispeċifikazzjoni msemmija fl-Appendiċi J-1, indiċi 15.



Tabella 1 Żoni mira u żoni projbittivi għall-unitajiet maħsuba biex jiġu operati fuq netwerks ta' 1 668 mm Gejġ tal-linji ferrovjarji [mm] YTA [mm] WTA [mm] LTA [mm] YPZ [mm] WPZ [mm] LPZ [mm] 1 668 1 176 ± 10 ≥ 55 ≥ 100 1 176 ± 10 ≥ 110 ≥ 500

▼B

4.2.3.4. Rolling stock dynamic behaviour

4.2.3.4.1. Safety against derailment running on twisted track

(1) The unit shall be designed to ensure safe running on twisted track, taking into account specifically the transition phase between canted and level track and cross level deviations.

(2) The conformity assessment procedure is described in clause 6.2.3.3 of this TSI.

This conformity assessment procedure is applicable for axle loads in the range of those mentioned in the clause 4.2.1 of the TSI INF and in the specification referenced in Annex J-1, index 16.

It is not applicable to vehicle designed for higher axle load, such cases may be covered by national rules or by the procedure for innovative solution described in article 10 and Chapter 6 of this TSI.

4.2.3.4.2. Running dynamic behaviour

(1) This clause is applicable to units designed for a speed higher than 60 km/h, except to on-track machines for which the requirements are set out in Appendix C, clause C.3 and except units designed to be operated on the 1 520 mm track gauge for which the corresponding requirements are considered as “open point”.

(2) The dynamic behaviour of a vehicle has a strong influence on running safety and track loading. It is an essential function for safety, covered by the requirements of this clause.

(a) Technical requirements

▼M3

(3) L-unità għandha titħaddem b'mod sikur u tipproduċi livell aċċettabbli ta' tagħbija fuq il-binarji meta tiġi operata fil-limiti definiti mill-kombinament(i) ta' veloċità u insuffiċjenza tas-sopraelevazzjoni taħt il-kundizzjonijiet stabbiliti fl-ispeċifikazzjoni msemmija fl-Appendiċi J-1, indiċi 16. Dan għandu jiġi vvalutat billi jiġi verifikat li l-valuri ta' limitu speċifikati hawn taħt fil-klawżoli 4.2.3.4.2.1 u 4.2.3.4.2.2 ta' din it-TSI jiġu rrispettati; il-proċedura ta' valutazzjoni tal-konformità hija deskritta fil-klawżola 6.2.3.4 ta' din it-TSI.

▼B

(4) The limit values and conformity assessment mentioned in point 3 are applicable for axle loads in the range of those mentioned in the clause 4.2.1 of the TSI INF and in the specification referenced in Annex J-1, index 16. They are not applicable to vehicles designed for higher axle load, as harmonised track loading limit values are not defined; such cases may be covered by national rules or by the procedure for innovative solution described in article 10 and Chapter 6 of this TSI.

▼M3

(5) Ir-rapport tat-test tal-imġiba dinamika fl-operat tal-ferroviji (inklużi l-limiti tal-użu u l-parametri tat-tagħbija tal-binarji) għandu jiġi ddikjarat fid-dokumentazzjoni teknika deskritta fil-klawżola 4.2.12 ta' din it-TSI. Il-parametri tat-tagħbija tal-binarji (inklużi dawk addizzjonali Ymax, Bmax u l-Bqst fejn rilevanti) li għandhom jiġu rreġistrati huma definiti fl-ispeċifikazzjoni msemmija fl-Appendiċi J-1, indiċi 16.

▼B

(b) Additional requirements when an active system is used

(6) When active systems (based on software or programmable controller controlling actuators) are used, the functional failure has typical credible potential to lead directly to “fatalities” for both of the following scenarios: 1. failure in the active system leading to a non-compliance with limit values for running safety (defined in accordance with clauses 4.2.3.4.2.1 and 4.2.3.4.2.2); 2. failure in the active system leading to a vehicle outside of the kinematic reference contour of the carbody and pantograph, due to tilting angle (sway) leading to non-compliance with the values assumed as set out in clause 4.2.3.1. Considering this severity of the failure consequence it shall be demonstrated that the risk is controlled to an acceptable level. The demonstration of compliance (conformity assessment procedure) is described in clause 6.2.3.5 of this TSI.

(c) Additional requirements when an instability detection system is installed (option)

(7) The instability detection system shall provide information regarding the need to take operative measures (such as reduction of speed etc.), and it shall be described in the technical documentation. The operative measures shall be described in the operating documentation set out in clause 4.2.12.4 of this TSI.

4.2.3.4.2.1. Limit values for running safety

▼M3

(1) Il-valuri ta' limitu għas-sikurezza fl-operat tal-ferroviji li l-unità għandha tissodisfa huma speċifikati fl-ispeċifikazzjoni msemmija fl-Appendiċi J-1, indiċi 17.

▼B

4.2.3.4.2.2. Track loading limit values

▼M3

(1) Il-valuri ta' limitu għat-tagħbija fuq il-binarji li l-unità għandha tissodisfa (meta ssir valutazzjoni bil-metodu normali) huma speċifikati fl-ispeċifikazzjoni msemmija fl-Appendiċi J-1, indiċi 19.

▼B

(2) In case the estimated values exceed the limit values expressed above, the operational conditions for the rolling stock (e.g. maximum speed, cant deficiency) may be adjusted taking into account track characteristics (e.g. curve radius, cross section of the rail, sleeper spacing, track maintenance intervals).

4.2.3.4.3. Equivalent conicity

4.2.3.4.3.1. Design values for new wheel profiles

(1) The clause 4.2.3.4.3 is applicable to all units, except for unit designed to be operated on the 1 520 mm or 1 600 mm track gauge for which the corresponding requirements are an open point.

(2) A new wheel profile and the distance between active faces of the wheels shall be checked in respect of target equivalent conicities using the calculation scenarios provided in clause 6.2.3.6 of this TSI in order to establish the suitability of the new proposed wheel profile for infrastructure in accordance with the TSI INF.

(3) Units equipped with independently rotating wheels are exempt from these requirements.

4.2.3.4.3.2 In-service values of wheelset equivalent conicity

(1) The combined equivalent conicities the vehicle is designed for, as verified by the demonstration of conformity of the running dynamic behaviour specified in clause 6.2.3.4 of this TSI, shall be specified for in-service conditions in the maintenance documentation as set out in point 4.2.12.3.2, taking into account the contributions of wheel and rail profiles.

(2) If ride instability is reported, the railway undertaking and the Infrastructure Manager shall localise the section of the line in a joint investigation.

(3) The railway undertaking shall measure the wheel profiles and the front-to-front distance (distance of active faces) of the wheelsets in question. The equivalent conicity shall be calculated using the calculation scenarios provided in clause 6.2.3.6 in order to check if compliance with the maximum equivalent conicity the vehicle was designed and tested for is met. If it is not the case, the wheel profiles have to be corrected.

(4) If the wheelset conicity complies with the maximum equivalent conicity the vehicle was designed and tested for, a joint investigation by the railway undertaking and the infrastructure manager shall be undertaken to determine the characteristics reason for the instability.

(5) Units equipped with independently rotating wheels are exempt from these requirements.

4.2.3.5. Running gear

4.2.3.5.1. Structural design of bogie frame

(1) For units which include a bogie frame, the integrity of the structure of the bogie frame, axle box housing and all attached equipment shall be demonstrated based on methods as set out in the specification referenced in Appendix J-1, index 20.

(2) The body to bogie connection shall comply with the requirements of the specification referenced in Appendix J-1, index 21.

(3) The hypothesis taken to evaluate the loads due to bogie running (formulas and coefficients) in line with the specification referenced in Appendix J-1, index 20 shall be justified and documented in the technical documentation described in clause 4.2.12 of this TSI.

4.2.3.5.2. Wheelsets

(1) For the purpose of this TSI, wheelsets are defined to include main parts ensuring the mechanical interface with the track (wheels and connecting elements: e.g. transverse axle, independent wheel axle) and accessories parts (axle bearings, axle boxes, gearboxes and brake discs).

(2) The wheelset shall be designed and manufactured with a consistent methodology using a set of load cases consistent with load conditions defined in clause 4.2.2.10 of this TSI.

4.2.3.5.2.1. Mechanical and geometric characteristics of wheelsets

Mechanical behaviour of wheelsets

(1) The mechanical characteristics of the wheelsets shall ensure the safe movement of rolling stock. The mechanical characteristics cover: — assembly — mechanical resistance and fatigue characteristics The conformity assessment procedure is described in clause 6.2.3.7 of this TSI.

Mechanical behaviour of axles

(2) The characteristics of the axle shall ensure the transmission of forces and torque. The conformity assessment procedure is described in clause 6.2.3.7 of this TSI.

Case of units equipped with independently rotating wheels

(3) The characteristics of the end of axle (interface between wheel and running gear) shall ensure the transmission of forces and torque. The conformity assessment procedure shall be in accordance with point (7) of clause 6.2.3.7 of this TSI.

Mechanical behaviour of the axle boxes

(4) The axle box shall be designed with consideration of mechanical resistance and fatigue characteristics. The conformity assessment procedure is described in clause 6.2.3.7 of this TSI.

(5) Temperature limits shall be defined by testing and recorded in the technical documentation described in clause 4.2.12 of this TSI. Axle bearing condition monitoring is defined in clause 4.2.3.3.2 of this TSI.

Geometrical dimensions of wheelsets

(6) The geometric dimensions of the wheelsets (as defined in Figure 1) shall be compliant with limit values specified in Table 1 for the relevant track gauge. These limit values shall be taken as design values (new wheelset) and as in-service limit values (to be used for maintenance purposes; see also clause 4.5 of this TSI).



Table 1 In-service limits of the geometric dimensions of wheelsets Designation Wheel diam. D (mm) Minimum value (mm) Maximum value (mm) 1 435 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 330 ≤ D ≤ 760 1 415 1 426 760 < D ≤ 840 1 412 D > 840 1 410 Back to back distance (AR) 330 ≤ D ≤ 760 1 359 1 363 760 < D ≤ 840 1 358 D > 840 1 357 1 524 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 400 ≤ D < 725 1 506 1 509 D ≥ 725 1 487 1 514 Back to back distance (AR) 400 ≤ D < 725 1 444 1 446 D ≥ 725 1 442 1 448 1 520 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 400 ≤ D ≤ 1 220 1 487 1 509 Back to back distance (AR) 400 ≤ D ≤ 1 220 1 437 1 443 1 600 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 690 ≤ D ≤ 1 016 1 573 1 592 Back to back distance (AR) 690 ≤ D ≤ 1 016 1 521 1 526 1 668 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 330 ≤ D < 840 1 648 1 659 840 ≤ D ≤ 1 250 1 643 1 659 Back to back distance (AR) 330 ≤ D < 840 1 592 1 596 840 ≤ D ≤ 1 250 1 590 1 596 The dimension AR is measured at the height of the top of rail. The dimensions AR and SR shall be complied with in laden and tare conditions. Smaller tolerances within the above limits may be specified by the manufacturer in the maintenance documentation for in-service values. The dimensions SR is measured at 10 mm above tread datum (as shown in Figure 2). Figure 1

Symbols for wheelsets

4.2.3.5.2.2 Mechanical and geometrical characteristics of wheels

Mechanical behaviour of wheels

(1) The characteristics of the wheels shall ensure the safe movement of rolling stock and contribute to the guidance of the roll