ANNEX

DIRECTIVE 2008/57/EC ON THE INTEROPERABILITY OF THE RAIL SYSTEM WITHIN THE COMMUNITY

TECHNICAL SPECIFICATION FOR INTEROPERABILITY

‘Rolling stock’ subsystem for conventional rail ‘Locomotives and passenger rolling stock’

1. INTRODUCTION 15

1.1. Technical scope 15

1.2. Geographical scope 15

1.3. Content of this TSI 16

1.4. Referenced documents 16

2. ROLLING STOCK SUBSYSTEM AND FUNCTIONS 17

2.1. The rolling stock subsystem as part of the conventional rail system 17

2.2. Definitions related to rolling stock 18

2.3. Rolling stock in the scope of this TSI 19

3. ESSENTIAL REQUIREMENTS 21

3.1. General 21

3.2. Elements of the rolling stock subsystem corresponding to the essential requirements 21

3.3. Essential requirements not covered by this TSI 25

3.3.1. General requirements, requirements related to maintenance and operation 25

3.3.2. Requirements specific to other subsystems 26

4. CHARACTERISATION OF THE ROLLING STOCK SUBSYSTEM 26

4.1. Introduction 26

4.1.1. General 26

4.1.2. Description of the rolling stock subject to the application of this TSI 26

4.1.3. Main categorisation of the rolling stock for application of TSI requirements 26

4.1.4. Categorisation of the rolling stock for fire safety 27

4.2. Functional and technical specification of the subsystem 27

4.2.1. General 27

4.2.1.1. Breakdown 27

4.2.1.2. Open points 28

4.2.1.3. Safety aspects 28

4.2.2. Structure and mechanical parts 29

4.2.2.1. General 29

4.2.2.2. Mechanical interfaces 29

4.2.2.2.1. General and definitions 29

4.2.2.2.2. Inner coupling 29

4.2.2.2.3. End coupling 30

4.2.2.2.4. Rescue coupling 30

4.2.2.2.5. Staff access for coupling and uncoupling 31

4.2.2.3. Gangways 31

4.2.2.4. Strength of vehicle structure 32

4.2.2.5. Passive safety 32

4.2.2.6. Lifting and jacking 33

4.2.2.7. Fixing of devices to car body structure 33

4.2.2.8. Staff and freight access doors 33

4.2.2.9. Mechanical characteristics of glass (other than windscreens) 34

4.2.2.10. Load conditions and weighted mass 34

4.2.3. Track interaction and gauging 34

4.2.3.1. Gauging 34

4.2.3.2. Axle load and wheel load 35

4.2.3.2.1. Axle load parameter 35

4.2.3.2.2. Wheel load 35

4.2.3.3. Rolling stock parameters which influence ground based systems 35

4.2.3.3.1. Rolling stock characteristics for the compatibility with train detection systems 35

4.2.3.3.1.1. Rolling stock characteristics for compatiblility with train detection system based on track circuits 35

4.2.3.3.1.2. Rolling stock characteristics for compatiblility with train detection system based on axle counters 36

4.2.3.3.1.3. Rolling stock characteristics for compatibility with loop equipment 37

4.2.3.3.2. Axle bearing condition monitoring 37

4.2.3.4. Rolling stock dynamic behaviour 37

4.2.3.4.1. Safety against derailment running on twisted track 37

4.2.3.4.2. Running dynamic behaviour 37

4.2.3.4.2.1. Limit values for running safety 38

4.2.3.4.2.2. Track loading limit values 39

4.2.3.4.3. Equivalent conicity 39

4.2.3.4.3.1. Design values for new wheel profiles 39

4.2.3.4.3.2. In-service values of wheelset equivalent conicity 40

4.2.3.5. Running gear 40

4.2.3.5.1. Structural design of bogie frame 40

4.2.3.5.2. Wheelsets 41

4.2.3.5.2.1. Mechanical and geometric characteristics of wheelsets 41

4.2.3.5.2.2. Mechanical and geometrical characteristics of wheels 42

4.2.3.5.2.3. Variable gauge wheelsets 44

4.2.3.6. Minimum curve radius 44

4.2.3.7. Life guards 44

4.2.4. Braking 45

4.2.4.1. General 45

4.2.4.2. Main functional and safety requirements 45

4.2.4.2.1. Functional requirements 45

4.2.4.2.2. Safety requirements 46

4.2.4.3. Type of brake system 47

4.2.4.4. Brake command 48

4.2.4.4.1. Emergency braking command 48

4.2.4.4.2. Service braking command 48

4.2.4.4.3. Direct braking command 48

4.2.4.4.4. Dynamic braking command 48

4.2.4.4.5. Parking braking command 49

4.2.4.5. Braking performance 49

4.2.4.5.1. General requirements 49

4.2.4.5.2. Emergency braking 49

4.2.4.5.3. Service braking 50

4.2.4.5.4. Calculations related to thermal capacity 51

4.2.4.5.5. Parking brake 51

4.2.4.6. Wheel rail adhesion profile — Wheel slide protection system 51

4.2.4.6.1. Limit of wheel rail adhesion profile 51

4.2.4.6.2. Wheel slide protection system 52

4.2.4.7. Dynamic brake — Braking system linked to traction system 52

4.2.4.8. Braking system independent of adhesion conditions 53

4.2.4.8.1. General 53

4.2.4.8.2. Magnetic track brake 53

4.2.4.8.3. Eddy current track brake 53

4.2.4.9. Brake state and fault indication 53

4.2.4.10. Brake requirements for rescue purposes 54

4.2.5. Passenger related items 54

4.2.5.1. Sanitary systems 55

4.2.5.2. Public address system: audible communication system 56

4.2.5.3. Passenger alarm: functional requirements 56

4.2.5.4. Safety instructions to passengers — Signs 58

4.2.5.5. Communication devices for passengers 58

4.2.5.6. Exterior doors: passenger access to and egress from rolling stock 58

4.2.5.7. Exterior door system construction 60

4.2.5.8. Inter-unit doors 60

4.2.5.9. Internal air quality 60

4.2.5.10. Body side windows 61

4.2.6. Environmental conditions and aerodynamic effects 61

4.2.6.1. Environmental conditions 61

4.2.6.1.1. Altitude 61

4.2.6.1.2. Temperature 61

4.2.6.1.3. Humidity 62

4.2.6.1.4. Rain 62

4.2.6.1.5. Snow, ice and hail 62

4.2.6.1.6. Solar radiation 63

4.2.6.1.7. Resistance to pollution 63

4.2.6.2. Aerodynamic effects 63

4.2.6.2.1. Slipstream effects on passengers on platform 63

4.2.6.2.2. Slipstream effects on workers at the track side 64

4.2.6.2.3. Head pressure pulse 64

4.2.6.2.4. Maximum pressure variations in tunnels 64

4.2.6.2.5. Cross wind 64

4.2.7. External lights and visible and audible warning devices 65

4.2.7.1. External lights 65

4.2.7.1.1. Head lights 65

4.2.7.1.2. Marker lights 65

4.2.7.1.3. Tail lights 65

4.2.7.1.4. Lamp controls 66

4.2.7.2. Horn (audible warning device) 66

4.2.7.2.1. General 66

4.2.7.2.2. Warning horn sound pressure levels 66

4.2.7.2.3. Protection 66

4.2.7.2.4. Horn control 66

4.2.8. Traction and electrical equipment 66

4.2.8.1. Traction performance 66

4.2.8.1.1. General 66

4.2.8.1.2. Requirements on performance 67

4.2.8.2. Power supply 67

4.2.8.2.1. General 67

4.2.8.2.2. Operation within range of voltages and frequencies 67

4.2.8.2.3. Regenerative brake with energy to the overhead contact line 67

4.2.8.2.4. Maximum power and current from the overhead contact line 67

4.2.8.2.5. Maximum current at standstill for DC systems 68

4.2.8.2.6. Power factor 68

4.2.8.2.7. System energy disturbances for ac systems 68

4.2.8.2.8. Energy consumption measuring function 68

4.2.8.2.9. Requirements linked to pantograph 68

4.2.8.2.9.1. Working range in height of pantograph 68

4.2.8.2.9.1.1. Height of interaction with contact wires (RST level) 68

4.2.8.2.9.1.2. Working range in height of pantograph (IC level) 68

4.2.8.2.9.2. Pantograph head geometry (IC level) 68

4.2.8.2.9.2.1. Pantograph head geometry type 1 600 mm 69

4.2.8.2.9.2.2. Pantograph head geometry type 1 950 mm 69

4.2.8.2.9.3. Pantograph current capacity (IC level) 69

4.2.8.2.9.4. Contact strip (IC level) 69

4.2.8.2.9.4.1. Contact strip geometry 69

4.2.8.2.9.4.2. Contact strip material 69

4.2.8.2.9.4.3. Contact strip characteristics 69

4.2.8.2.9.5. Pantograph static contact force (IC level) 69

4.2.8.2.9.6. Pantograph contact force and dynamic behaviour 70

4.2.8.2.9.7. Arrangement of pantographs (RST level) 70

4.2.8.2.9.8. Running through phase or system separation sections (RST level) 70

4.2.8.2.9.9. Insulation of pantograph from the vehicle (RST level) 70

4.2.8.2.9.10. Pantograph lowering (RST level) 70

4.2.8.2.10. Electrical protection of the train 71

4.2.8.3. Diesel and other thermal traction system 71

4.2.8.4. Protection against electrical hazards 71

4.2.9. Driver’s cab and driver-machine interface 71

4.2.9.1. Driver’s cab 71

4.2.9.1.1. General 71

4.2.9.1.2. Access and egress 71

4.2.9.1.2.1. Access and egress in operating conditions 71

4.2.9.1.2.2. Driver’s cab emergency exit 72

4.2.9.1.3. External visibility 72

4.2.9.1.3.1. Front visibility 72

4.2.9.1.3.2. Rear and side view 72

4.2.9.1.4. Interior layout 72

4.2.9.1.5. Driver’s seat 73

4.2.9.1.6. Driver’s desk — Ergonomics 73

4.2.9.1.7. Climate control and air quality 73

4.2.9.1.8. Internal lighting 73

4.2.9.2. Windscreen 73

4.2.9.2.1. Mechanical characteristics 73

4.2.9.2.2. Optical characteristics 74

4.2.9.2.3. Equipment 74

4.2.9.3. Driver machine interface 74

4.2.9.3.1. Driver’s activity control function 74

4.2.9.3.2. Speed indication 75

4.2.9.3.3. Driver display unit and screens 75

4.2.9.3.4. Controls and indicators 75

4.2.9.3.5. Labelling 75

4.2.9.3.6. Remote control function from the ground 75

4.2.9.4. Onboard tools and portable equipment 76

4.2.9.5. Storage facility for staff personal effects 76

4.2.9.6. Recording device 76

4.2.10. Fire safety and evacuation 76

4.2.10.1. General and categorisation 76

4.2.10.1.1. Requirements applicable to all units, except freight locomotives and OTMs: 76

4.2.10.1.2. Requirements applicable to freight locomotives and OTMs: 77

4.2.10.1.3. Requirements specified in the SRT TSI 77

4.2.10.2. Material requirements 78

4.2.10.3. Specific measures for flammable liquids 78

4.2.10.4. Passenger evacuation 78

4.2.10.5. Fire barriers 79

4.2.11. Servicing 79

4.2.11.1. General 79

4.2.11.2. Train exterior cleaning 79

4.2.11.2.1. Cleaning of driver’s cab windscreen 79

4.2.11.2.2. Exterior cleaning through a washing plant 79

4.2.11.3. Toilet discharge system 79

4.2.11.4. Water refilling equipment 80

4.2.11.5. Interface for water refilling 80

4.2.11.6. Special requirements for stabling of trains 80

4.2.11.7. Refuelling equipment 80

4.2.12. Documentation for operation and maintenance 80

4.2.12.1. General 80

4.2.12.2. General documentation 81

4.2.12.3. Documentation related to maintenance 81

4.2.12.3.1. The maintenance design justification file 81

4.2.12.3.2. The maintenance description file 82

4.2.12.4. Operating documentation 83

4.2.12.5. Lifting diagram and instructions 83

4.2.12.6. Rescue related descriptions 83

4.3. Functional and technical specification of the interfaces 83

4.3.1. Interface with energy subsystem 83

4.3.2. Interface with infrastructure subsystem 84

4.3.3. Interface with operation subsystem 85

4.3.4. Interface with the control, command and signalling subsystem 86

4.3.5. Interface with the telematic application for passengers subsystem 86

4.4. Operating rules 86

4.5. Maintenance rules 87

4.6. Professional competencies 87

4.7. Health and safety conditions 87

4.8. European register of authorised types of vehicles 88

5. INTEROPERABILITY CONSTITUENTS 89

5.1. Definition 89

5.2. Innovative solution 89

5.3. Interoperability constituent specification 89

5.3.1. Rescue couplers 89

5.3.2. Wheels 90

5.3.3. WSP (wheel slide protection system) 90

5.3.4. Head lights 90

5.3.5. Marker lights 90

5.3.6. Tail lights 90

5.3.7. Horns 90

5.3.8. Pantograph 90

5.3.8.1. Contact strips 91

5.3.9. Main circuit breaker 91

5.3.10. Toilet discharge connection 91

5.3.11. Inlet connection for water tanks 91

6. ASSESSMENT OF CONFORMITY OR SUITABILITY FOR USE 92

6.1. Interoperability constituents 92

6.1.1. Conformity assessment 92

6.1.2. Conformity assessment procedures 92

6.1.2.1. Conformity assessment modules 92

6.1.2.2. Particular assessment procedures for interoperability constituents 93

6.1.2.2.1. Wheel slide protection system (clause 5.3.3) 93

6.1.2.2.2. Head lights (clause 5.3.4) 93

6.1.2.2.3. Marker lights (clause 5.3.5) 93

6.1.2.2.4. Tail lights (clause 5.3.6) 93

6.1.2.2.5. Horn (clause 5.3.7) 93

6.1.2.2.6. Pantograph (clause 5.3.8) 93

6.1.2.2.7. Contact strips (clause 5.3.8.1) 94

6.1.2.3. Project phases where assessment is required 94

6.1.3. Innovative solutions 95

6.1.4. Constituent requiring EC declarations against the HS RST TSI and against TSI 95

6.1.5. Assessment of suitability for use 95

6.2. Rolling stock subsystem 96

6.2.1. EC verification (general) 96

6.2.2. Conformity assessment procedures (modules) 96

6.2.2.1. Conformity assessment modules 96

6.2.2.2. Particular assessment procedures for subsystems 96

6.2.2.2.1. Load conditions and weighted mass (clause 4.2.2.10) 96

6.2.2.2.2. Gauging (clause 4.2.3.1) 96

6.2.2.2.3. Wheel load (clause 4.2.3.2.2) 96

6.2.2.2.4. Braking — safety requirements (clause 4.2.4.2.2) 97

6.2.2.2.5. Emergency braking (clause 4.2.4.5.2) 98

6.2.2.2.6. Service braking (clause 4.2.4.5.3) 98

6.2.2.2.7. Wheel slide protection system (clause 4.2.4.6.2) 98

6.2.2.2.8. Sanitary systems (clause 4.2.5.1) 98

6.2.2.2.9. Internal air quality (clause 4.2.5.9 and clause 4.2.9.1.7) 98

6.2.2.2.10. Slipstream effects on passengers on platform (clause 4.2.6.2.1) 98

6.2.2.2.11. Slipstream effects on workers at track side (clause 4.2.6.2.2) 99

6.2.2.2.12. Head pressure pulse (clause 4.2.6.2.3) 99

6.2.2.2.13. Maximum power and current from the overhead contact line (clause 4.2.8.2.4) 99

6.2.2.2.14. Power factor (clause 4.2.8.2.6) 99

6.2.2.2.15. Current collection dynamic behaviour (clause 4.2.8.2.9.6) 99

6.2.2.2.16. Arrangement of pantographs (clause 4.2.8.2.9.7) 99

6.2.2.2.17. Windscreen (clause 4.2.9.2) 99

6.2.2.2.18. Fire barriers (clause 4.2.10.5) 99

6.2.2.3. Project phases where assessment is required 99

6.2.3. Innovative solutions 100

6.2.4. Assessment of documentation requested for operation and maintenance 100

6.2.5. Units requiring EC certificates against the HS RST TSI and against this TSI 100

6.2.6. Assessment of units intended to be used in general operation 103

6.2.7. Assessment of units intended to be used in pre-defined formation(s) 103

6.2.8. Particular case: Assessment of units intended to be included in an existing fixed formation 103

6.2.8.1. Context 103

6.2.8.2. Case of a TSI compliant fixed formation 103

6.2.8.3. Case of a non-TSI compliant fixed formation 103

6.3. Subsystem containing interoperability constituents not holding an EC declaration 104

6.3.1. Conditions 104

6.3.2. Documentation 104

6.3.3. Maintenance of the subsystems certified according to clause 6.3.1 104

7. IMPLEMENTATION 104

7.1. General rules for implementation 104

7.1.1. Application to newly built rolling stock 104

7.1.1.1. General 104

7.1.1.2. Transition period 105

7.1.1.2.1. Introduction 105

7.1.1.2.2. Projects at advanced stage of development 105

7.1.1.2.3. Contracts in course of performance 105

7.1.1.2.4. Rolling stock of an existing design 105

7.1.1.3. Application to OTMs 106

7.1.1.4. Interface with implementation of other TSIs 106

7.1.2. Renewal and upgrade of existing rolling stock 106

7.1.2.1. Introduction 106

7.1.2.2. Renewal 106

7.1.2.3. Upgrade 107

7.1.3. Rules related to the type or design examination certificates 107

7.1.3.1. Rolling stock subsystem 107

7.1.3.2. Interoperability constituents 108

7.2. Compatibility with other subsystems 108

7.3. Specific cases 108

7.3.1. General 108

7.3.2. List of specific cases 109

7.3.2.1. General specific cases 109

7.3.2.2. Mechanical interfaces — End coupling (4.2.2.2.3) 109

7.3.2.3. Gauging (4.2.3.1) 109

7.3.2.4. Axle bearing condition monitoring (4.2.3.3.2) 110

7.3.2.5. Rolling stock dynamic behaviour (4.2.3.4) 112

7.3.2.6. Track loading limit values (4.2.3.4.2.2) 112

7.3.2.7. Design values for new wheel profiles (4.2.3.4.3.1) 112

7.3.2.8. Wheelsets (4.2.3.5.2) 114

7.3.2.9. Geometrical characteristics of wheels (4.2.3.5.2.2) 115

7.3.2.10. Slipstream effects on passengers on platforms (4.2.6.2.1) 115

7.3.2.11. Head pressure pulse (4.2.6.2.3) 116

7.3.2.12. Warning horn sound pressure levels (4.2.7.2.2) 116

7.3.2.13. Power supply — General (4.2.8.2.1) 116

7.3.2.14. Operation within range of voltages and frequencies (4.2.8.2.2) 116

7.3.2.15. Working range in height of pantograph (4.2.8.2.9.1) 116

7.3.2.16. Pantograph head geometry (4.2.8.2.9.2) 117

7.3.2.17. Pantograph contact force and dynamic behaviour (4.2.8.2.9.6) 118

7.3.2.18. Front visibility (4.2.9.1.3.1) 118

7.3.2.19. Driver’s desk — Ergonomics (4.2.9.1.6) 118

7.3.2.20. Material requirements (4.2.10.2) 119

7.3.2.21. Interfaces for water refilling (4.2.11.5) and toilet discharge (4.2.11.3) 119

7.3.2.22. Special requirement for stabling of trains (4.2.11.6) 121

7.3.2.23. Refuelling equipment (4.2.11.7) 121

7.4. Specific environmental conditions 121

7.5. Aspects that have to be considered in the revision process or in other activities of the Agency 122

7.5.1. Aspects related to a basic parameter in this TSI 122

7.5.1.1. Axle load parameter (clause 4.2.3.2.1) 122

7.5.1.2. Track loading limit value (clause 4.2.3.4.2.2) 123

7.5.1.3. Aerodynamic effects (clause 4.2.6.2) 123

7.5.2. Aspects not related to a basic parameter in this TSI but are subject to research projects 123

7.5.2.1. Additional requirements for security reasons 123

7.5.3. Aspects relevant for the EU railway system but out of the scope of TSIs 124

7.5.3.1. Track interaction (clause 4.2.3) — Flange or rail lubrication 124

ANNEX A: BUFFERS AND SCREW COUPLING SYSTEM 125

A.1. Buffers 125

A.2. Screw coupling 125

A.3. Interaction of draw- and buffing-gear 125

ANNEX B: LIFTING AND JACKING POINTS 128

B.1. Definitions 128

B.1.1. Re-railing 128

B.1.2. Recovery 128

B.1.3. Jacking and lifting points 128

B.2. Impact of re-railing on the design of rolling stock 128

B.3. Location of jacking points on the structures of vehicles 128

B.4. Geometry of jacking/lifting points 129

B.4.1. Permanent built-in jacking/lifting points 129

B.4.2. Removable jacking/lifting points 129

B.5. Securing running gears onto the underframe 129

B.6. Marking of rescue jacking (resp. lifting) points 129

B.7. Jacking and lifting instructions 129

ANNEX C: SPECIAL PROVISIONS FOR MOBILE RAILWAY INFRASTRUCTURE CONSTRUCTION AND MAINTENANCE EQUIPMENT 130

C.1. Strength of vehicle structure 130

C.2. Lifting and jacking 130

C.3. Running dynamic behaviour 130

ANNEX D: ENERGY METER 132

ANNEX E: ANTHROPOMETRIC MEASUREMENTS OF THE DRIVER 135

ANNEX F: FRONT VISIBILITY 136

F.1. General 136

F.2. Reference position of vehicle in relation to track 136

F.3. Reference position for the eyes of crew members 136

F.4. Conditions of visibility 136

ANNEX G: 137

ANNEX H: ASSESSMENT OF THE ROLLING STOCK SUBSYSTEM 138

H.1. Scope 138

H.2. Characteristics and modules 138

ANNEX I: ASPECTS FOR WHICH THE TECHNICAL SPECIFICATION IS NOT AVAILABLE (OPEN POINTS) 145

ANNEX J: STANDARDS OR NORMATIVE DOCUMENTS REFERRED TO IN THIS TSI 148

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 trans-European conventional rail system as described in Directive 2008/57/EC.

The particular subsystem is the rolling stock of the trans-European conventional rail system referred to in Annex I Section 1 of Directive 2008/57/EC.

This TSI also includes the rolling stock subsystem as defined in Annex II Section 2.6 of Directive 2008/57/EC and the related parts of the energy subsystem (‘onboard part of the electric consumptions measuring equipment’ as defined in Annex II Section 2.2 of Directive 2008/57/EC) which corresponds to the onboard part of the energy structural subsystem.

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

— which is of one of the following types (as defined in Annex I Section 1.2 of Directive 2008/57/EC): — self-propelling thermal or electric trains, — thermal or electric traction units, — passenger carriages, — mobile railway infrastructure construction and maintenance equipment.

More information about the rolling stock in the scope of this TSI is given in Section 2 of this Annex.

1.2. Geographical scope

— The geographical scope of this TSI is the trans-European conventional rail system network (TEN) as described in Annex I Section 1.1 ‘Network’ of Directive 2008/57/EC.

— The requirements for high speed rolling stock designed to operate on the Trans European High-Speed Rail system as provided for in Annex I (2.2) of Directive 2008/57/EC, at maximum speed intended for this high-speed network, are not covered in this TSI.

— The additional requirements to this TSI that may be necessary for safe operation on high-speed networks of conventional rolling stock of maximum speed lower than 190 km/h which are in the scope of this TSI (as defined in clause 2.3 below) are identified as an open point in the current version of this TSI.

1.3. Content of this TSI

In accordance with Article 5(3) of Directive 2008/57/EC this TSI:

(a) indicates its intended scope (Section 2);

(b) lays down essential requirements for the concerned rolling stock domain and for its interfaces vis-à-vis other subsystems (Section 3);

(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Section 4);

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

(e) states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, on the one hand, or the ‘EC’ verification of the subsystems, on the other hand (Section 6);

(f) indicates the strategy for implementing this TSI (Section 7);

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

In accordance with Article 5(5) of Directive 2008/57/EC, provision may be made for specific cases for each TSI; such provisions are indicated in Section 7.

1.4. Referenced documents

— Conventional rail ‘Locomotives and passenger rolling stock’ TSI (CR LOC & PAS TSI): present document.

Legislative measures in force:

— Directive 2008/57/EC.

— Conventional Rail Control, command and signalling TSI: Commission Decision 2006/679/EC (1), amended by Commission Decisions 2006/860/EC (2), 2007/153/EC (3), 2008/386/EC (4), 2009/561/EC (5) and 2010/79/EC (6).

— High-speed RST TSI: Commission Decision 2008/232/EC (7)

— Accessibility for people with reduced mobility (PRM) TSI: Commission Decision 2008/164/EC (8).

— Safety in railway tunnels (SRT) TSI: Commission Decision 2008/163/EC (9).

— Conventional rail noise TSI: Commission Decision 2006/66/EC (10).

— Conventional rail freight wagons TSI (CR WAG TSI): Commission Decision 2006/861/EC (11), amended by Commission Decision 2009/107/EC (12).

— Conventional rail traffic operation and management (OPE) TSI: Commission Decision 2006/920/EC (13), amended by Decision 2009/107/EC.

— Common safety methods (CSM): Commission Regulation (EC) No 352/2009 (14).

Legislative measures under adoption process:

— Conventional rail infrastructure TSI (CR INF TSI).

— Conventional rail energy TSI (CR ENE TSI).

— Description of modules for conformity assessment.

— Revision of the operation TSI (Annexes P and T).

Legislative measures under development:

— Telematic application for passengers TSI (TAP-TSI).

2. ROLLING STOCK SUBSYSTEM AND FUNCTIONS

2.1. The rolling stock subsystem as part of the conventional rail system

The trans-European rail system comprises a high speed rail system and a conventional rail system.

According to Directive 2008/57/EC, the rolling stock subsystem of the trans-European high-speed rail system includes trains designed to operate on the trans-European high speed rail network (HS TEN), composed of lines either dedicated high-speed lines or lines upgraded for high speed (i.e. speed of the order of 200 km/h or more) indicated as such in Annex 1 of Decision No 1692/96/EC of the European Parliament and of the Council (15).

Note: The HS RST TSI Section 1.1 sets a speed threshold of 190 km/h for the rolling stock in its technical scope.

According to Directive 2008/57/EC, the rolling stock subsystem of the trans European conventional rail system includes all trains likely to travel on all or part of the conventional lines of the TEN; the maximum operational speed of these trains is not specified.

The conventional rail system has been broken down into subsystems as defined in Annex II (section 1) to of Directive 2008/57/EC and listed as follows.

Structural areas:

— infrastructure,

— energy,

— control-command and signalling,

— rolling stock.

Functional areas:

— traffic operation and management,

— maintenance,

— telematics applications for passenger and freight services.

With the exception of maintenance, each subsystem 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 conventional rail system mentioned above; these interfaces are considered within the frame of an integrated system, compliant with all relevant TSIs.

Further to the development of the second TSI group there are:

— two TSIs describing specific aspects of the railway system and concerning several subsystems, the conventional rail rolling stock being one of them: (a) safety in railway tunnels; (b) accessibility for people with reduced mobility; and

— two TSIs concerning the conventional rail rolling stock subsystem: (c) noise; (d) freight wagons.

The requirements concerning the rolling stock subsystem expressed in these four TSIs are not repeated in this TSI.

2.2. Definitions related to rolling stock

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

Train formation: — 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 a certificate of ‘EC’ verification. A unit may be composed of several ‘vehicles’, as defined in Directive 2008/57/EC, Article 2(c); considering the scope of this TSI, the use of the term ‘vehicle’ in this TSI is limited to the rolling stock subsystem. — A ‘train’ is an operational formation consisting of one or more units. — 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). — A ‘fixed formation’ is a train formation that can only be reconfigured within a workshop environment. — 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. — ‘Multiple operation’: where ‘multiple operation’ is required: — trainsets are 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 are 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. — ‘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.

Rolling stock: A — Self-propelling thermal and/or electric trains: A ‘trainset’ is a fixed formation that can operate as a train; it is by definition not intended to be reconfigured, except within a workshop environment. It is composed of only motored or of motored and non-motored vehicles. ‘An electric and/or diesel multiple unit’ is a trainset in which all vehicles are capable of carrying passengers or luggage/mail. A ‘railcar’ is a vehicle that can operate autonomously and is capable of carrying passengers or luggage/mail. B — Thermal or electric traction units: A ‘locomotive’ is a traction vehicle (or combination of several vehicles) that is not intended to carry a payload and has the ability to uncouple in normal operation from a train and to operate independently. A ‘shunter’ is a traction unit designed for use only on shunting yards, stations and depots. Traction in a train can also be provided by a powered vehicle with or without driving cab, which is not intended to be uncoupled during normal operation. Such a vehicle is called a ‘power car’ in general or a ‘power head’ when located at one end of the trainset and fitted with a driving cab. C — Passenger carriages and other related cars: A ‘coach’ is a non-traction vehicle in a fixed or variable formation capable of carrying passengers (by extension, requirements specified to apply to coaches in this TSI are deemed to apply also to restaurant cars, sleeping cars, couchettes cars, etc.). A coach may be equipped with a driver’s cab; such a coach is then named a ‘driving coach’. A ‘van’ is a non-traction vehicle capable of carrying payload other than passengers, e.g. luggage or mail, intended to be integrated into a fixed or variable formation which is intended to transport passengers. A van may be fitted with a driver’s cab and as such is known as a ‘driving van’. A ‘driving trailer’ is a non-traction vehicle equipped with a driving cab. A ‘car carrier’ is a non-traction vehicle capable of carrying passenger motor cars without their passengers and which is intended to be integrated in a passenger train. A ‘fixed rake of coaches’ is a non-traction formation of several coaches ‘semi-permanently’ coupled together, or which can be reconfigured only when it is out of service. D — Mobile railway infrastructure construction and maintenance equipment (or on-track machines) ‘On track machines (OTMs)’ are vehicles specially designed for construction and maintenance of the track and infrastructure. OTMs are used in different modes: working mode, transport mode as self-propelling vehicle, transport mode as a hauled vehicle. ‘Infrastructure inspection vehicles’ utilised to monitor the condition of the infrastructure are considered as OTMs as defined above.

2.3. Rolling stock in the scope of this TSI

The scope of this TSI concerning rolling stock, classified according to the types of rolling stock defined in Section 1.1, is detailed as follows:

A — Self-propelling thermal or/and electric trains: This type includes any passenger train in fixed or pre-defined formation. Thermal or electric traction equipment is installed in some vehicles of the train, and the train is fitted with a driver’s cab. Exclusion from the scope: Rolling stock designed to operate primarily on urban tramway or light rail networks and intended to carry passengers in urban and suburban areas is not in the scope of this TSI in its version. Railcars or electric and/or diesel multiple units intended to operate on explicitly identified local (suburban or regional) networks which are not parts of TEN lines are not in the scope of this TSI in its current version. When these types of rolling stock are intended to operate over very short distances on the TEN lines, due to the local configuration of the railway network, Articles 24 and 25 of Directive 2008/57/EC (referring to national rules) are applicable.

B — Thermal or electric traction units: This type includes traction vehicles that are not capable of carrying a payload, such as thermal or electric locomotives or power heads. The concerned traction vehicles are intended for freight or/and passenger transport. Exclusion from the scope: Shunters, which are as defined not intended to operate on the main lines of the TEN, are not in the scope of this TSI in its current version. When they intended to operate shunting movements (short distances) on the main lines of the TEN, Articles 24 and 25 of Directive 2008/57/EC (referring to national rules) are applicable.

C — Passenger carriages and other related cars: — Passenger carriages: This type includes non-traction vehicles carrying passengers, and operated in a variable formation with vehicles from the category ‘thermal or electric traction units’ defined above to provide the traction function. — Non-passenger carrying vehicles included in a passenger train: — Non-traction vehicles included in passenger trains (e.g. luggage or postal vans, car carriers, vehicles for service…) are in the scope of this TSI, by extension of the concept of passenger carriages. Exclusion from the scope: — Freight wagons are not in the scope of this TSI; they are covered by the ‘freight wagons’ TSI even when they are included in a passenger train (the train composition is in this case an operational issue). — Vehicles intended to carry road motor vehicles, with persons onboard these road motor vehicles, are not in the scope of this TSI.

D — Mobile railway infrastructure construction and maintenance equipment: This type of rolling stock is in the scope of the TSI only when: — it is running on its own rail wheels, — it is designed to be detected by a track based train detection system for traffic management, and — it is in transport (running) configuration on its own rail wheels, self-propelled or hauled. Working configuration is outside the scope of this TSI.

3. ESSENTIAL REQUIREMENTS

3.1. General

According to Article 4(1) of Directive 2008/57/EC, the trans-European conventional rail system, its subsystems and its interoperability constituents shall fulfil the essential requirements set out in general terms in Annex III of Directive 2008/57/EC.

In the scope of this TSI, compliance with the specifications described in Section 4 for the subsystems, or Section 5 for the interoperability constituents and demonstrated by a positive result of the assessment described in Section 6.1 for the conformity and/or suitability for use of the interoperability constituents or Section 6.2 for the verification of the subsystems, ensures fulfilment of the relevant essential requirements quoted in Section 3.2.

Nevertheless, if part of the essential requirements are covered by national rules because of open points declared in the TSI or specific cases described in Section 7.3, the corresponding national rules shall include the conformity assessment, which shall be carried out under the responsibility of the relevant Member State.

3.2. Elements of the rolling stock subsystem corresponding to the essential requirements

Regarding the rolling stock subsystem, the following table indicates the essential requirements, as defined and numbered in Annex III of Directive 2008/57/EC, that are met by the specifications set out in Section 4 of this TSI.

Rolling stock elements corresponding to essential requirements

Element of the rolling stock subsystem Ref. clause Safety Reliability-availability Health Environmental protection Technical compatibility Inner coupling 4.2.2.2.2 1.1.3 2.4.1 End coupling 4.2.2.2.3 1.1.3 2.4.1 Rescue coupling 4.2.2.2.4 2.4.2 2.5.3 Staff access for coupling and uncoupling 4.2.2.2.5 1.1.5 2.5.1 2.5.3 Gangways 4.2.2.3 1.1.5 Strength of vehicle structure 4.2.2.4 1.1.3 2.4.1 Passive safety 4.2.2.5 2.4.1 Lifting and jacking 4.2.2.6 2.5.3 Fixing of devices to car body structure 4.2.2.7 1.1.3 Staff and freight access doors 4.2.2.8 1.1.5 2.4.1 Mechanical characteristics of glass 4.2.2.9 2.4.1 Load conditions and weighted mass 4.2.2.10 1.1.3 Gauge — Kinematic gauge 4.2.3.1 2.4.3 Axle load 4.2.3.2.1 2.4.3 Wheel load 4.2.3.2.2 1.1.3 Rolling stock parameters which influence CCS subsystem 4.2.3.3.1 1.1.1 2.4.3 2.3.2 Axle bearing condition monitoring 4.2.3.3.2 1.1.1 1.2 Safety against derailment running on twisted track 4.2.3.4.1 1.1.1 1.1.2 2.4.3 Running dynamic behaviour 4.2.3.4.2 1.1.1 1.1.2 2.4.3 Limit values for running safety 4.2.3.4.2.1 1.1.1 1.1.2 2.4.3 Track loading limit values 4.2.3.4.2.2 2.4.3 Equivalent conicity 4.2.3.4.3 1.1.1 1.1.2 2.4.3 Design values for new wheel profiles 4.2.3.4.3.1 1.1.1 1.1.2 2.4.3 In-service values of wheelset equivalent conicity 4.2.3.4.3.2 1.1.2 1.2 2.4.3 Structural design of bogie frame 4.2.3.5.1 1.1.1 1.1.2 Mechanical and geometrical characteristics of wheelsets 4.2.3.5.2.1 1.1.1 1.1.2 2.4.3 Mechanical and geometrical characteristics of wheels 4.2.3.5.2.2 1.1.1 1.1.2 Variable gauge wheelsets 4.2.3.5.2.3 1.1.1 1.1.2 Minimum curve radius 4.2.3.6 1.1.1 1.1.2 2.4.3 Life guards 4.2.3.7 1.1.1 Braking — Functional requirements 4.2.4.2.1 1.1.1 2.4.1 2.4.2 1.5 Braking — Safety requirements 4.2.4.2.2 1.1.1 1.2 2.4.2 Type of brake system 4.2.4.3 2.4.3 Emergency braking command 4.2.4.4.1 2.4.1 2.4.3 Service braking command 4.2.4.4.2 2.4.3 Direct braking command 4.2.4.4.3 2.4.3 Dynamic braking command 4.2.4.4.4 1.1.3 Parking braking command 4.2.4.4.5 2.4.3 Braking performance -General requirements 4.2.4.5.1 1.1.1 2.4.1 2.4.2 1.5 Emergency braking 4.2.4.5.2 2.4.1 2.4.3 Service braking 4.2.4.5.3 2.4.3 Calculations related to thermal capacity 4.2.4.5.4 2.4.1 2.4.3 Parking brake 4.2.4.5.5 2.4.1 2.4.3 Limit of wheel rail adhesion profile 4.2.4.6.1 2.4.1 1.2 2.4.2 Wheel slide protection system 4.2.4.6.2 2.4.1 1.2 2.4.2 Dynamic brake — Braking systems linked to traction system 4.2.4.7 1.2 2.4.2 Braking system independent of adhesion conditions — General 4.2.4.8.1. 1.2 2.4.2 Magnetic track brake 4.2.4.8.2. 2.4.3 Eddy current track brake 4.2.4.8.3 2.4.3 Brake state and fault indication 4.2.4.9 1.1.1 1.2 2.4.2 Brake requirements for rescue purposes 4.2.4.10 2.4.2 Sanitary systems 4.2.5.1 1.4.1 Public address system: audible communication system 4.2.5.2 2.4.1 Passenger alarm: functional requirements 4.2.5.3 2.4.1 Safety instructions to passengers — Signs 4.2.5.4 1.1.5 Communication devices for passengers 4.2.5.5 2.4.1 Exterior doors: access to and egress from Rolling stock 4.2.5.6 2.4.1 Exterior doors: system construction 4.2.5.7 1.1.3 2.4.1 inter-unit doors 4.2.5.8 1.1.5 Internal air quality 4.2.5.9 1.3.2 body side windows 4.2.5.10 1.1.5 Environmental conditions 4.2.6.1 2.4.2 Slipstream effects on passengers on platform 4.2.6.2.1 1.1.1 1.3.1 Slipstream effects on workers at the track side 4.2.6.2.2 1.1.1 1.3.1 Head pressure pulse 4.2.6.2.3 2.4.3 Maximum pressure variations in tunnels 4.2.6.2.4 2.4.3 Cross wind 4.2.6.2.5 1.1.1 Head lights 4.2.7.1.1 2.4.3 Marker lights 4.2.7.1.2 1.1.1 2.4.3 Tail lights 4.2.7.1.3 1.1.1 2.4.3 Lamp controls 4.2.7.1.4 2.4.3 Horn — General 4.2.7.2.1 1.1.1 2.4.3 2.6.3 Warning horn sound pressure levels 4.2.7.2.2 1.1.1 1.3.1 Protection 4.2.7.2.3 2.4.3 Horn control 4.2.7.2.4 1.1.1 2.4.3 Traction performance 4.2.8.1 2.4.3 2.6.3 Power supply 4.2.8.2 4.2.8.2.1 to 4.2.8.2.9 1.5 2.4.3 2.2.3 Electrical protection of the train 4.2.8.2.10 2.4.1 Diesel and other thermal traction system 4.2.8.3 2.4.1 1.4.1 Protection against electrical hazards 4.2.8.4 2.4.1 Driver’s cab — General 4.2.9.1.1 — — — — — Access and egress 4.2.9.1.2 1.1.5 2.4.3 External visibility 4.2.9.1.3 1.1.1 2.4.3 Interior layout 4.2.9.1.4 1.1.5 Driver’s seat 4.2.9.1.5 1.3.1 Driver’s desk- Ergonomics 4.2.9.1.6 1.1.5 1.3.1 Climate control and air quality 4.2.9.1.7 1.3.1 Internal lighting 4.2.9.1.8 2.6.3 Windscreen — Mechanical characteristics 4.2.9.2.1 2.4.1 Windscreen — Optical characteristics 4.2.9.2.2 2.4.3 Windscreen — Equipment 4.2.9.2.3 2.4.3 Driver’s activity control function 4.2.9.3.1 1.1.1 2.6.3 Speed indication 4.2.9.3.2 1.1.5 Driver display unit and screens 4.2.9.3.3 1.1.5 Controls and indicators 4.2.9.3.4 1.1.5 Labelling 4.2.9.3.5 2.6.3 Remote control function from ground 4.2.9.3.6 1.1.1 Onboard tools and portable equipment 4.2.9.4 2.4.1 2.4.3 2.6.3 Storage facility for staff personal effects 4.2.9.5 — — — — — Recording device 4.2.9.6 2.4.4 Fire safety — Material requirements 4.2.10.2 1.1.4 1.3.2 1.4.2 Specific measures for flammable liquids 4.2.10.3 1.1.4 Passenger evacuation 4.2.10.4 2.4.1 Fire barriers 4.2.10.5 1.1.4 Train exterior cleaning 4.2.11.2 1.5 Toilet discharge system 4.2.11.3 1.5 Water refilling equipment 4.2.11.4 1.3.1 Interface for water refilling 4.2.11.5 1.5 Special requirements for stabling of trains 4.2.11.6 1.5 Refuelling equipment 4.2.11.7 1.5 General documentation 4.2.12.2 1.5 Documentation related to maintenance 4.2.12.3 1.1.1 2.5.1 2.5.2 2.6.1 2.6.2 Operating documentation 4.2.12.4 1.1.1 2.4.2 2.6.1 2.6.2 Lifting diagram and instructions 4.2.12.5 2.5.3 Rescue related descriptions 4.2.12.6 2.4.2 2.5.3 Note: Only clauses of the Section 4.2 which contain requirements are listed.

3.3. Essential requirements not covered by this TSI

Essential requirements classified as ‘general requirements’ or ‘specific to other subsystems’ in the Annex III of Directive 2008/57/EC have for some of them 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.

3.3.1. 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 of 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 noise TSI in force.

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 covered by the CR Infrastructure TSI (open point in the current version).

2.5. Maintenance

These essential requirements are relevant within the scope of this TSI according to Section 3.2 of this TSI only for the technical maintenance documentation related to the rolling stock subsystem; they are not in 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 3.2 of this TSI for the operation 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).

3.3.2. Requirements specific to other subsystems

Requirements on the relevant other subsystems 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 3.2 of this TSI, and 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

The trans-European conventional rail system, to which Directive 2008/57/EC applies and of which the rolling stock subsystem is a part, is an integrated system whose consistency shall be verified. This consistency shall be checked in particular with regard to the specifications of the rolling stock subsystem, its interfaces in relation to the other subsystems of the Conventional Rail system in which it is integrated, as well as the operating and maintenance rules.

The basic parameters of the rolling stock subsystem are defined in the present Section 4 of this TSI.

Except where this is strictly necessary for the interoperability of the trans-European conventional rail network, 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.

Innovative solutions, which do not fulfil the requirements specified in this TSI and/or which are not assessable as stated in this TSI, require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process ‘innovative solution’ described in Section 6.

Characteristics that need to be listed in the ‘European register of authorised types of vehicles’ are identified in Section 4.8 of this TSI.

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

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 in not in the scope of this TSI.

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

When a unit intended for use in fixed or predefined formation(s) is assessed, the formations 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, the number of vehicles and their arrangement in the formation. Details are given in Section 6.2.

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 6.2.6.

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

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

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.

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 fitted with a driver’s cab.

— Unit fitted with traction equipment.

— Electric unit, defined as a unit supplied with electric energy by an electrification system specified in the CR energy TSI.

— Freight locomotive: Unit designed to haul freight wagons.

— Passenger locomotive: Unit designed to haul passenger carriages.

— Track construction and maintenance equipment (OTMs).

A unit can fall into one or several of the categories above.

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

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, 6.2.6 and 6.2.7).

4.1.4. Categorisation of the rolling stock for fire safety

In respect of fire safety requirements, three categories of rolling stock are defined and specified in the clause 4.2.10 of this TSI.

In line with the HS RST TSI and SRT TSI, all rolling stock in the scope of this TSI shall be classified into (at least) one of the categories:

— Category A fire safety,

— Category B fire safety,

— Freight locomotive and OTM.

4.2. Functional and technical specification of the subsystem

4.2.1. General

4.2.1.1. Breakdown

In light of the essential requirements in Section 3, 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 and 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

For particular technical aspects, the functional and technical specification makes an explicit reference to a clause of an EN standard or other technical document, as allowed by Article 5(8) of Directive 2008/57/EC; these references are listed in the Annex J of this TSI.

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 requested for the operation and maintenance’.

4.2.1.2. Open points

When, for a particular technical aspect, the functional and technical specification necessary to meet the essential requirements has not been developed, and therefore is not included in this TSI, this aspect is identified as an open point in the relevant clause; Annex I of this TSI lists all open points, as required in Article 5(6) of Directive 2008/57/EC.

The Annex I mentions also if the open points relate to technical compatibility with the network; for this purpose, the Annex I is split in 3 parts:

— General open points that apply to a whole network.

— 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.

As required in Article 17(3) of Directive 2008/57/EC, open points shall be addressed by the application of national technical rules.

4.2.1.3. Safety aspects

The functions that contribute to meet the essential requirements ‘safety’ are identified in Section 3.2 of this TSI.

Most of the safety requirements related to these functions are covered by the technical specifications expressed in Section 4.2 (e.g. ‘passive safety’, ‘wheels’ …).

For the following safety related functions, the technical specifications need to be completed by requirements expressed in terms of safety requirement, for which the demonstration of compliance may use the principles described in the CSM on RA (similarity with reference system(s), application of codes of practice, probabilistic approach):

— Dynamic behaviour (when active control is utilised), as specified in clause 4.2.3.4.2.

— Emergency braking performance (including traction cut off), as specified in clause 4.2.4.2, clause 4.2.4.7 and clause 4.2.4.8.1; the safety requirements are specified in clause 4.2.4.2.2.

— Parking braking, as specified in clause 4.2.4.2, clause 4.2.4.4.5 and clause 4.2.4.5.5; the safety requirements are specified in clause 4.2.4.2.2.

— Brake state and fault indication, as specified in clause 4.2.4.9.

— Passenger alarm, as specified in clause 4.2.5.3.

— Control of passenger exterior doors, as specified in clause 4.2.5.6.

— Electric power supply cut off, as specified in clause 4.2.8.2.10.

— Driver’s activity control, as specified in clause 4.2.9.3.1.

— Fire barriers (other than full cross section partitions), as specified in clause 4.2.10.5.

Where these functions, identified as safety related, have their safety aspects not sufficiently covered, or no safety specified, this is identified as an open point in the corresponding clause specifying the function.

Software which is used to fulfil safety related functions shall be developed and assessed according to a methodology adequate for safety related software.

This applies to software which has an impact on functions identified as safety related in the Section 4.2 of this TSI.

4.2.2. Structure and mechanical parts

4.2.2.1. General

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.

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:

— ‘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).

— End coupling (‘external’ coupling) of units is the coupling device used to couple together two (or several) units to form a train. The fitting of end coupling at the end of units is not mandatory. 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. An end coupling can be ‘automatic’, ‘semi-automatic’ or ‘manual’. 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.

— 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

Inner couplings between the different vehicles of a unit shall incorporate a resilient system capable of withstanding the forces due to the intended operating conditions.

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.

Articulated units: The joint between two vehicles sharing the same running gear, shall comply with the requirements of Sections 6.5.3 and 6.7.5 of the EN12663-1:2010.

4.2.2.2.3. End coupling

(a) End coupling — General

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 coupling together with its nominal maximum design values of tensile and compressive forces shall be recorded in the rolling stock register defined in clause 4.8 of this TSI.

There is no further requirement for automatic and semi-automatic coupling systems in this TSI.

(b) ‘Manual’ coupling system

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.

— Coaches with manual coupling systems shall be fitted with a buffer, draw gear and screw coupling system complying with the requirements of the parts of EN15551:2009 and EN15566:2009 related to passenger coaches; Units other than coaches with manual coupling systems shall be fitted with a buffer, draw gear and screw coupling system complying with the relevant parts of EN15551:2009 and EN15566:2009 respectively.

In all cases, the buffers and the screw coupling shall be installed according to clauses A.1 to A.3 of Annex A.

On all units designed to operate solely on the standard 1 435 mm gauge network, and equipped with manual coupling and UIC pneumatic brake, the following requirements apply:

— The dimensions and layout of brake pipes and hoses, couplings and cocks shall meet the requirements stated in the Annex I of the CR WAG TSI. The longitudinal and vertical location of brake pipes and cocks from the buffer plate shall comply with the corresponding requirements set out in UIC leaflet 541-1:Nov 2003 Annex B2 figure 16b or 16c. Note: They will be subject of an EN standard currently under drafting process.

— The lateral location of brake pipes and cocks is permitted to comply with the requirements of UIC 648:Sep 2001.

(c) Manual coupling system — Compatibility between units designed to be operated on networks with different track gauges

Units designed for operation on networks with several track gauges (e.g. 1 435 mm and 1 520/1 524 mm, or 1 435 mm and 1 668 mm), equipped with ‘Manual’ coupling and UIC pneumatic brake system, shall be compatible with both:

— The interface requirements in the clause 4.2.2.2.3 ‘End coupling’ for 1 435 mm networks, and

— The associated specific case for the ‘other than 1 435 mm’ network as depicted in clause 7.3 of this TSI.

4.2.2.2.4. Rescue coupling

At the ends of units not equipped with any end coupling feature, or equipped with a coupling system which is not compatible with the manual coupling system as per clause 4.2.2.2.3 of this TSI, provisions shall be made to enable the recovery of the line in case of breakdown by hauling or propelling the unit to be rescued:

— Where the unit to be rescued is fitted with an end coupling: by means of a power unit equipped with the same type of end coupling system, and

— 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 manual coupling system and pneumatic brake compliant to 4.2.2.2.3 above, — lateral location of brake pipes and cocks according to UIC 648:Sep 2001, — a free space of 395 mm above the centre line of the hook to allow the fitting of the rescue adaptor as described below.

This is achieved either by means of a permanently installed compatible coupling system or through a rescue coupler (also called rescue adaptor).

In such a case, the unit to be assessed shall be designed so that it is possible to carry the rescue coupler onboard.

The rescue coupler shall:

— be designed to allow the rescue at a speed of at least 30km/h on railway lines which comply with the CR INF TSI,

— be secured after mounting onto the recovery unit in a way that prevents it coming off during the rescue operation,

— withstand the forces due to the intended rescuing conditions,

— 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.

The brake interface is covered by the requirements of clause 4.2.4.10 of this TSI.

4.2.2.2.5. Staff access for coupling and uncoupling

Units shall be designed so that staff are not exposed to undue risk during coupling and uncoupling, or rescue operations.

To comply with this requirement, units fitted with manual coupling systems as per clause 4.2.2.2.3 shall comply with the following requirements (the ‘Bern rectangle’):

— The required spaces shown in figure A2 of Annex A shall be free of fixed parts. For this requirement the coupling gear components are in the central position laterally. Connecting cables and flexible hoses as well as elastic deformable parts of gangways may be inside this space. There shall be no devices under the buffers that hinder the access to the space.

— 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 (as viewed on figure A2) 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.

4.2.2.3. Gangways

Where a gangway is provided as a means for passengers to circulate from one coach or one trainset to another, it shall not expose passengers to undue risk.

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

Requirements related to the gangway door when the gangway is not in use are specified in clause 4.2.5.8 ‘Passenger related items — Inter-unit doors’.

Additional requirements are expressed in the PRM TSI (clause 4.2.2.7 of PRM TSI ‘Clearways’).

These requirements 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

This clause applies to all units.

For mobile railway infrastructure construction and maintenance equipment (OTMs), alternative requirements to those expressed in this clause for static load, category and acceleration are set out in Annex C, clause C.1.

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 EN 12663-1:2010 Structural requirements of railway vehicle bodies — Part 1, Locomotives and passenger rolling stock (and alternative method for freight wagons). The rolling stock categories to be taken into account shall correspond to category L for locomotives and power units and categories PI or PII for all other types of vehicle within the scope of this TSI, as defined in Section 5.2 of EN 12663-1:2010.

In particular, proof of the capacity of the vehicle body to resist lasting deformations and fractures may be demonstrated by calculations or by testing, according to the conditions set up in the clause 9.2.3.1 of EN 12663-1:2010.

The load conditions to be considered shall be in accordance with clause 4.2.2.10 of this TSI.

The assumptions for aerodynamic loading shall be those described in clause 4.2.6.2.3 of this TSI.

Joining techniques are covered by the above requirements. A verification procedure shall exist to ensure at the production phase that no defect may decrease the mechanical characteristics of the structure.

4.2.2.5. Passive safety

Except for units not intended to carry passengers or staff during operation and except for OTMs, this requirement is applicable to all units.

In addition, 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.

Passive safety is aimed at complementing active safety when all other measures have failed.

For this purpose, the mechanical structure of vehicles shall provide protection of the occupants in the event of a collision by providing means of:

— limiting deceleration,

— maintaining survival space and structural integrity of the occupied areas,

— reducing the risk of overriding,

— reducing the risk of derailment,

— limiting the consequences of hitting a track obstruction.

To meet these functional requirements, units shall comply with the detailed requirements specified in the standard EN15227:2008 related to crashworthiness design category C-I (as per table 1 of EN15227:2008 Section 4), unless specified otherwise below.

The following four reference collision scenarios shall be considered:

— Scenario 1: A front end impact between two identical units,

— Scenario 2: A front end impact with a freight wagon,

— Scenario 3: An impact of the unit with a large road vehicle on a level crossing,

— Scenario 4: An impact of the unit into a low obstacle (e.g. car on a level crossing, animal, rock etc.).

These scenarios are described in table 2 of Section 5 of EN15227:2008.

Within the scope of the present TSI, table 2 application rules are completed by the following:

— The application of requirements related to scenarios 1 and 2 to heavy haul locomotives used only for freight operations and fitted with centre couplers conforming to the Willison (e.g. SA3) or Janney (AAR standard) principle which are intended to operate on the CR TEN lines is an open point.

— The assessment of conformity of locomotives with central cabs with the requirements related to scenario 3 is an open point.

The present TSI specifies crashworthiness requirements applicable within its scope; therefore, Annex A of EN 15227:2008 shall not apply. The requirements of Section 6 of EN15227:2008 shall be applied in relation to the above given reference collision scenarios.

To limit the consequences of hitting a track obstruction, the leading ends of locomotives, power heads, driving coaches and trainsets shall be equipped with an obstacle deflector. The requirements with which obstacle deflectors shall comply are defined in EN15227:2008 §5 table 3 and Section 6.5.

4.2.2.6. Lifting and jacking

Except for OTMs (mobile railway infrastructure construction and maintenance equipment), this clause applies to all units.

Provisions concerning the lifting and jacking of OTMs are specified in Annex C, clause C.2.

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.

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).

To this purpose, designated and marked lifting/jacking points shall be provided.

The geometry and location of the lifting points shall be compliant with Annex B.

Marking of lifting points shall be made by signs compliant with Annex B.

The structure shall resist to the loads specified in EN 12663-1:2010 (section 6.3.2 and 6.3.3).

In particular, proof of the capacity of the vehicle body to resist lasting deformations and fractures may be demonstrated by calculations or by testing, according to the conditions set up in clause 9.2.3.1 of EN 12663-1:2010.

4.2.2.7. Fixing of devices to car body structure

Except for OTMs (mobile railway infrastructure construction and maintenance equipment), this clause applies to all units.

Provisions concerning the structural strength of OTMs are specified in Annex C, clause C.1.

To reduce the consequences of an accident, 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 Section 6.5.2 of the EN 12663-1:2010 for categories defined in clause 4.2.2.4 above.

4.2.2.8. Staff and freight access doors

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.

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)

Where glass is used in glazing (including mirrors), it shall be either laminated or toughened glass which is in accordance with a relevant national or international standard 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 weighted mass

The following load conditions defined in clause 3.1 of the standard EN 15663:2009 shall be determined:

— Design mass under exceptional payload.

— Design mass under normal payload.

— Design mass in working order.

The hypothesis taken for arriving at the load conditions above shall be in line with the standard EN 15663:2009 (long distance train, other train, payload per m2 in standing and service areas); they shall be justified and documented in the general documentation described in clause 4.2.12.2.

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

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).

The load condition ‘design mass in working order’ shall be measured by vehicle weighing. It is permissible to derive the other load conditions by calculation.

Where a vehicle is declared as conformant to a type (in accordance with clauses 6.2.2.1 and 7.1.3), the weighted total vehicle mass in the load condition ‘design mass in working order’ shall not exceed by more than 3 % the declared total vehicle mass for that type which is reported in the type or design examination certificate of ‘EC’ verification.

The design mass of the unit in working order, the design mass of the unit under normal payload and the highest axle load of the individual axles for each one of the 3 load cases shall be recorded in the rolling stock register defined in clause 4.8 of this TSI.

4.2.3. Track interaction and gauging

4.2.3.1. Gauging

The gauge is an interface between the unit (vehicle) and the infrastructure described by a common reference contour and associated rules for the calculation. The gauge is a performance parameter specified in clause 4.2.2 of the CR INF TSI and depends on the category of line.

The kinematic reference contour with its associated rules describes the outer dimensions of the unit; it shall be within one of the reference profiles GA, GB or GC (according to clause 4.2.2 of the CR INF TSI). The assumed sway (or flexibility) coefficient for the gauge calculation shall be justified by calculation or measurements as set out in EN 15273-2:2009.

For electric units, the pantograph gauge shall be verified by calculation according to clause A.3.12 of EN 15273-2:2009 to ensure that the pantograph envelope complies with the mechanical kinematic pantograph gauge which in itself is determined according to Annex E of CR ENE TSI, 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.

The pantograph sway as specified in clause 4.2.14 of CR energy TSI and used for the mechanical kinematic gauge calculation shall be justified by calculations or measurements as set out in EN 15273-2:2009.

The reference contour (i.e. gauge) that the unit complies with (GA, GB or GC) shall be recorded in the rolling stock register defined in clause 4.8 of this TSI.

Any gauge, with a kinematic reference profile smaller than GC, may also be recorded in the register together with the harmonised applicable gauge (GA, GB or GC), provided it is assessed using the kinematic method.

4.2.3.2. Axle load and wheel load

4.2.3.2.1. Axle load parameter

The axle load is an interface between the unit and the infrastructure. The axle load is a performance parameter of the infrastructure specified in clause 4.2.2 of the CR INF TSI and depends on the Category of 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.

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:

— The mass per axle (for each axle) for the 3 load conditions (as defined and required to be part of the documentation in clause 4.2.2.10).

— 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).

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 CR OPE TSI, 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.

4.2.3.2.2. Wheel load

The ratio of wheel load difference per axle qj, 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 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.

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

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.

The set of characteristics the rolling stock is compatible with shall be recorded in the rolling stock register as defined in clause 4.8 of this TSI.

4.2.3.3.1.1. ROLLING STOCK CHARACTERISTICS FOR COMPATIBILITY WITH TRAIN DETECTION SYSTEM BASED ON TRACK CIRCUITS

— Vehicle geometry — The maximum distance between 2 consecutive axles is specified in CR CCS TSI Annex A Appendix 1 clause 2.1.1. — The maximum distance between buffer end and first axle is specified in CR CCS TSI Annex A Appendix 1 clause 2.1.2 (distance b1 in figure 6).

— Vehicle design — The minimum axle load in all load conditions is specified in CR CCS TSI Annex A Appendix 1 clauses 3.1.1 and 3.1.2. — The electrical resistance between the running surfaces of the opposite wheels of a wheelset is specified in CR CCS TSI Annex A Appendix 1 clause 3.5.1 and the method to measure is specified in the same Appendix clause 3.5.2. — For electric units equipped with a pantograph and supplied with power supply 1 500 V DC or 3 000 V DC(see clause 4.2.8.2.1), the minimum impedance between pantograph and each wheel of the train is specified in CR CCS TSI Annex A Appendix 1 clause 3.6.1

— Isolating emissions — The limitations of use of sanding equipment are given in CR CCS TSI Annex A Appendix 1 clauses 4.1.1 and 4.1.2. — The use of composite brake blocks is an open point in the CR CCS TSI.

— EMC — The electromagnetic interference limit levels rising from traction currents are an open point in the CR CCS TSI.

4.2.3.3.1.2. ROLLING STOCK CHARACTERISTICS FOR COMPATIBILITY WITH TRAIN DETECTION SYSTEM BASED ON AXLE COUNTERS (16)

— Vehicle geometry — The maximum distance between 2 consecutive axles is specified in CR CCS TSI Annex A Appendix 1 clause 2.1.1. — The minimum distance between 2 consecutive axles of the train is specified in CR CCS TSI Annex A Appendix 1 clause 2.1.3. — 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 CR CCS TSI Annex A Appendix 1 clause 2.1.3. — The maximum distance between end and first axle is specified in CR CCS TSI Annex A Appendix 1 clause 2.1.2 (distance b1 in figure 6). — The minimum distance between end axles of a unit is specified in CR CCS TSI Annex A Appendix 1 clause 2.1.4

— Wheel geometry — Wheel geometry is specified in the clause 4.2.3.5.2.2 of the present TSI. — The minimum wheel diameter (speed dependant) is specified in CR CCS TSI Annex A Appendix 1 clause 2.2.2.

— Vehicle design — The metal-free space around wheels is an open point in the CR CCS TSI. — The characteristics of the wheel material regarding magnetic field is specified in CR CCS TSI Annex A Appendix 1 clause 3.4.1.

— EMC — The electromagnetic interference limit levels rising from the use of eddy current or magnetic track brakes are an open point in the CR CCS TSI.

4.2.3.3.1.3. ROLLING STOCK CHARACTERISTICS FOR COMPATIBILITY WITH TRAIN DETECTION SYSTEM BASED ON LOOP EQUIPMENT

— Vehicle design The metal-mass of vehicles is an open point in the CR CCS TSI.

4.2.3.3.2. Axle bearing condition monitoring

The axle bearing condition monitoring shall be made possible.

This is permitted to be achieved either by onboard equipment or by using track side equipment.

The requirement for onboard equipment is an open point in this TSI.

In case of monitoring of axle bearing by trackside equipment, the rolling stock shall comply with the following requirements:

— The zone visible to the trackside equipment on rolling stock shall be the area as defined in EN 15437-1:2009 clauses 5.1 and 5.2.

— The range of working temperature of the axle bearing is an open point.

Note: See also clause 4.2.3.5.2.1 regarding axle boxes.

4.2.3.4. Rolling stock dynamic behaviour

4.2.3.4.1. Safety against derailment running on twisted track

The unit (or vehicles composing 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. The compliance with this requirement shall be verified by the procedure defined in clause 4.1 of EN 14363:2005.

For OTMs safety against derailment when running on track twists is permitted to be proved by an approved calculation method. If this is not possible, tests according to the requirements of EN 14363:2005 shall be carried out.

For running on track twists the testing conditions according to EN 14363:2005, clause 4.1 apply for machines with bogies as well as with individual wheel sets.

4.2.3.4.2. Running dynamic behaviour

(a) Introduction

This clause 4.2.3.4.2 is applicable to units designed for a speed higher than 60 km/h.

It is not applicable to OTMs (mobile railway infrastructure construction and maintenance equipment); requirements for OTMs are set out in Annex C, clause C.3.

The dynamic behaviour of a vehicle has a strong influence on safety against derailment, running safety and track loading. It is a safety related function, which is covered by the technical requirements of this clause; when software is utilised, the safety level to be considered for developing the software is an open point.

(b) Requirements

In order to verify the running dynamic characteristics of a unit (running safety and track loading), the process sets out in EN 14363:2005 clause 5 and in addition for tilting trains in EN 15686:2010 shall be followed, with the amendments expressed below (in this clause and its sub clauses). The parameters described in clauses 4.2.3.4.2.1 and 4.2.3.4.2.2 shall be assessed using criteria defined in EN 14363:2005.

As an alternative to performing on-track tests on two different rail inclinations, as set out in paragraph 5.4.4.4 in EN 14363:2005 it is permitted to perform tests on only one rail inclination if demonstrated that the tests cover the range of contact conditions defined below:

— The parameter equivalent conicity tan γe for tangent track and large radius curves shall be distributed so that tan γe = 0,2 ± 0,05 occurs in a range of the amplitude (y) of the wheelset’s lateral displacement between +/- 2 and +/- 4 mm for a minimum of 50 % of track sections.

— The instability criterion in EN14363:2005 shall be assessed for low-frequency body motions on at least two track sections with equivalent conicities less than 0,05 (mean value over the track section).

— The instability criterion in EN14363:2005 shall be assessed on at least two track sections with equivalent conicities in accordance with the following table 1: Table 1 Conditions for contact conditions in relation to on-track testing Maximum vehicle speed Equivalent conicity 60 km/h < V ≤ 140 km/h ≥ 0,50 140 km/h < V ≤ 200 km/h ≥ 0,40 200 km/h < V ≤ 230 km/h ≥ 0,35 230 km/h < V ≤ 250 km/h ≥ 0,30

In addition to the requirements concerning the test report given in clause 5.6 of EN 14363:2005, the test report shall include information on:

— The track quality on which the unit was tested on, recorded by the monitoring of a consistent set of some of the parameters set out in EN 13848-1:2003/A1:2008, the selected set of parameters depending on available measurement means.

— The equivalent conicity that the unit was tested for.

The test report shall be part of the documentation described in clause 4.2.12.

(c) Quality of the track for tests and on-track tests:

Tests conditions: EN14363 defines test conditions for on-track tests which have been agreed as a reference. However these test conditions are not always achievable, due to constraints related to the zone where the test is performed, in the following areas:

— Track geometric quality.

— Combinations of speed, curvature, cant deficiency (clause 5.4.2 of EN 14363).

Regarding the track geometric quality, the specification of a reference track for tests, including limits of the track quality parameters which are defined in EN 13848-1, is an open point. Therefore, national rules apply for the definition of these limits, which shall be expressed in consistency with EN 13848-1, in order to be able to evaluate if a test already performed is acceptable.

4.2.3.4.2.1. LIMIT VALUES FOR RUNNING SAFETY

The limit values for running safety which the unit shall meet are specified in EN 14363:2005 clause 5.3.2.2, and additionally for tilting trains in EN 15686:2010, with the following modification of the quotient of guiding force and wheel force (Y/Q):

When the quotient of guiding force and wheel force (Y/Q) limit is exceeded, it is allowed to recalculate the Y/Q estimated maximum value according to the following process: — create an alternative test zone made up of all track sections with 300 m ≤ R ≤ 500 m, — for the statistical processing per section, use xi (97,5 %) instead of xi (99,85 %), — for statistical processing per zone, replace k = 3 (when using one-dimensional method) or student coefficient t (N-2; 99 %) (when using two-dimensional method) by student coefficient t (N-2; 95 %).

Both results (before and after recalculation) shall be recorded in the test report.

4.2.3.4.2.2. TRACK LOADING LIMIT VALUES

Except for the quasi static guiding force Yqst, the limit values for track loading which the unit shall meet when testing with the normal method, are specified in EN 14363:2005 clause 5.3.2.3.

The quasi static guiding force Yqst limits are specified below.

The quasi-static guiding force Yqst limit value shall be evaluated for curve radii 250 ≤ R < 400 m.

The limit value for unrestricted operation of the rolling stock on the TEN network (as defined in TSIs) shall be: (Yqst)lim = (30 + 10500/Rm) kN.

Where: Rm = mean radius of the track sections retained for the evaluation (in metres).

When this limit value is exceeded due to high friction conditions, it is permitted to recalculate the estimated value of Yqst on the zone after replacing the individual (Yqst)i values on the track sections ‘i’ where (Y/Q)ir (mean value of Y/Q ratio on the inner rail over the section) exceeds 0,40 by: (Yqst)i - 50[(Y/Q)ir - 0,4].The values of the Yqst, Qqst and mean curve radius (before and after recalculation) shall be recorded in the test report.

In case the Yqst value exceeds the limit value expressed above, the operational performance of the rolling stock (e.g. maximum speed) may be limited by the infrastructure, considering track characteristics (e.g. curve radius, cant, rail height).

Note: The limit values specified in EN 14363:2005 are applicable for axle loads in the range of those mentioned in the clause 4.2.2 of the CR INF TSI; for track designed for higher axle loads, harmonised track loading limits values are not defined.

4.2.3.4.3. Equivalent conicity

The range of values of speed and equivalent conicity for which the unit is designed to be stable shall be specified and recorded in the technical documentation. These values shall be respected for design and in-service conditions.

The equivalent conicity shall be calculated in accordance with EN15302:2008 for the amplitude (y) of the wheelset’s lateral displacement:

— y = 3 mm, if (TG – SR) ≥ 7 mm — , if 5 mm ≤ (TG – SR) < 7 mm — y = 2 mm, if (TG – SR) < 5 mm

where TG is the track gauge and SR is the distance between the active faces of the wheelset ( see figure 1).

Units equipped with independently rotating wheels are exempt from the requirements in clause 4.2.3.4.3 of this TSI.

4.2.3.4.3.1. DESIGN VALUES FOR NEW WHEEL PROFILES

This section defines verifications to be performed by calculations in order to ensure that a ‘new wheel’ profile and the distance between active faces of the wheels is suitable for tracks of the TEN network which comply to the CR Infrastructure TSI.

Wheel profile and the distance between active faces of the wheels (Dimension SR in figure 1, § 4.2.3.5.2.1) shall be selected to ensure that the equivalent conicity limit set out in table 2 is not exceeded when the designed wheelset is modelled passing over the representative sample of track test conditions as specified in table 3.

Table 2

Equivalent conicity design limit values

Maximum vehicle operating speed (km/h) Equivalent conicity limit values Test conditions (see table 3) ≤ 60 N/A N/A > 60 and ≤ 190 0,30 All > 190 Values specified in the HS RST TSI apply Conditions specified in the HS RST TSI apply





Table 3

Track test conditions for equivalent conicity representative of the TEN network

Test condition number Rail head profile Rail inclination Track gauge 1 Rail section 60 E 1 defined in EN 13674-1:2003 1 in 20 1 435 mm 2 Rail section 60 E 1 defined in EN 13674-1:2003 1 in 40 1 435 mm 3 Rail section 60 E 1 defined in EN 13674-1:2003 1 in 20 1 437 mm 4 Rail section 60 E 1 defined in EN 13674-1:2003 1 in 40 1 437 mm 5 Rail section 60 E 2 defined in EN 13674-1:2003/A1:2007 1 in 40 1 435 mm 6 Rail section 60 E 2 defined in EN 13674-1:2003/A1:2007 1 in 40 1 437 mm 7 Rail section 54 E1 defined in EN13674-12003 1 in 20 1 435 mm 8 Rail section 54 E1 defined in EN13674-12003 1 in 40 1 435 mm 9 Rail section 54 E1 defined in EN13674-12003 1 in 20 1 437 mm 10 Rail section 54 E1 defined in EN13674-12003 1 in 40 1 437 mm

The requirements of this clause are deemed to have been met by wheelsets having unworn S1002 or GV 1/40 wheel profiles, as defined in EN13715:2006 with spacing of active faces between 1 420 mm and 1 426 mm.

4.2.3.4.3.2. IN-SERVICE VALUES OF WHEELSET EQUIVALENT CONICITY

In order to control rolling stock running stability, it is necessary to control the in-service values of the equivalent conicity. Target in-service values of wheelset conicity for interoperable rolling stock shall be defined together with target in-service values of the track conicity.

The ‘in-service values of the track conicity’ is an open point in the CR infrastructure TSI; therefore, the ‘in-service values of wheelset conicity’ is an open point in this TSI.

This clause is excluded from the assessment made by a notified body.

When a unit is operated on a given line, the equivalent conicity in-service values shall be maintained considering the specified limits for the unit (see clause 4.2.3.4.3) and local conditions of the network.

4.2.3.5. Running gear

4.2.3.5.1. Structural design of bogie frame

For units which include a bogie frame, the integrity of the structure of a bogie frame, all attached equipment and body to bogie connection shall be demonstrated based on methods as set out in clause 9.2 of EN 13749:2005. The design of the bogie shall be based on the information as specified in clause 7 of EN 13749:2005.

Note: A classification of the bogie according to clause 5 of EN 13749:2005 is not required.

In the application of the load cases referred to in the clauses of the standard mentioned above, the exceptional payload shall be taken as the ‘design mass under exceptional payload’ and the service (fatigue) load shall be taken as the ‘design mass under normal payload’ as set out in clause 4.2.2.10 of this TSI.

The hypothesis taken to evaluate the loads due to bogie running (formulas and coefficients) in line with the standard EN 13749:2005 Annex C shall be justified and documented in the technical documentation described in clause 4.2.12.

4.2.3.5.2. Wheelsets

For the purpose of this TSI, wheelsets are defined to include main parts (axle and wheels) and accessories parts (axle bearings, axle boxes, gearboxes and brake discs). 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:

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 demonstration of compliance for assembly shall be based on EN13260:2009 clauses 3.2.1 and 3.2.2, which define limit values for the axial force and for fatigue, and associated verification tests.

Mechanical behaviour of axles:

In addition to the requirement on the assembly above, the demonstration of compliance for mechanical resistance and fatigue characteristics of the axle shall be based on EN13103:2009 clauses 4, 5 and 6 for non-powered axles, or EN13104:2009 clauses 4, 5 and 6 for powered axles.

The decision criteria for the permissible stress is specified in EN 13103:2009 clause 7 for non-powered axles, or EN 13104:2009 clause 7 for powered axles.

The fatigue characteristics of the axle (considering the design, the manufacturing process and the different critical axle areas) shall be verified by a fatigue type test of 10 million load cycles.

Verification of the manufactured axles:

A verification procedure shall exist to ensure at the production phase that no defects may decrease the mechanical characteristics of the axles.

The tensile strength of the material in the axle, the resistance to impact, the surface integrity, the material characteristics and the material cleanliness shall be verified.

The verification procedure shall specify the batch sampling used for each characteristic to be verified.

Mechanical behaviour of the axle boxes:

The axle box shall be designed with consideration of mechanical resistance and fatigue characteristics. Temperature limits reached in service shall be defined 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:

The geometric dimensions of the wheelsets, as defined in figure 1 shall be compliant with limit values specified in table 4. 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). Table 4 In-service limits of the geometric dimensions of wheelsets Designation Wheel diameter D (mm) Minimum value (mm) Maximum value (mm) Requirements linked to subsystem Front-to-front dimension (SR) (Distance between active faces) SR = AR+Sd(left wheel)+Sd(right wheel) D > 840 1 410 1 426 760 < D ≤ 840 1 412 330 ≤ D ≤ 760 1 415 Back to back distance (AR) D > 840 1 357 1 363 760 < D ≤ 840 1 358 330 ≤ D ≤ 760 1 359

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.

Figure 1

Symbols for wheelsets

4.2.3.5.2.2. MECHANICAL AND GEOMETRICAL CHARACTERISTICS OF WHEELS

The characteristics of the wheels ensure the safe movement of rolling stock and contribute to the guidance of the rolling stock.

Mechanical behaviour:

The mechanical characteristics of the wheel shall be proven by mechanical strength calculations, taking into account three load cases: straight track (centred wheelset), curve (flange pressed against the rail), and negotiating of points and crossings (inside surface of flange applied to the rail), as specified in EN 13979-1:2003 clauses 7.2.1 and 7.2.2.

For forged and rolled wheels, the decision criteria are defined in EN 13979-1:2003/A1:2009 clause 7.2.3; where the calculation show values beyond the decision criteria, a bench test according EN 13979-1:2003/A1:2009 clause 7.3 is required to be performed to demonstrate compliance.

For forged and rolled wheels, the fatigue characteristics (considering also the surface roughness) shall be verified by a fatigue type test of 10 million load cycles with a fatigue stress in the web of less than 450 MPa (for machined webs) and 315 MPa (for unmachined webs), with a probability of 99,7 %. The fatigue stress criteria are applicable to steel grades ER6, ER7, ER8 and ER9; for other steel grades the decision criteria shall be extrapolated from the known criteria of the other materials.

Other types of wheels are permitted for vehicles restricted to national use. In that case the decision criteria and the fatigue stress criteria shall be specified in national rules. Those national rules shall be notified by Member States in accordance with Article 3.

Thermo-mechanical behaviour:

If the wheel is used to brake a unit with blocks acting on the wheel running surface, the wheel shall be thermo mechanically proven by taking into account the maximum braking energy foreseen. A type test, as described in EN 13979-1:2003/A1:2009 clause 6.2 shall be performed in order to check that the lateral displacement of the rim during braking and the residual stress are within tolerance limits specified.

For forged and rolled wheels the decision criteria for residual stresses are specified for wheel material grades ER 6 and ER 7 in EN 13979-1:2003/A1:2009 clause 6.2.2; for other steel grades the decision criteria for residual stresses shall be extrapolated from the known criteria of the materials ER 6 and ER 7. A second test according to EN 13979-1:2003/A1:2009 clause 6.3 is permitted to be performed if the design residual stress is exceeded in the primary test. In this case, a field braking test according to EN 13979-1:2003/A1:2009 clause 6.4 shall also be performed.

Other types of wheels are permitted for vehicles restricted to national use. In that case the thermo-mechanical behaviour due to the use of brake blocks shall be specified in national rules. Those national rules shall be notified by Member States in accordance with Article 3.

Verification of the manufactured wheels:

A verification procedure shall exist to ensure at the production phase that no defects may decrease the mechanical characteristics of the wheels.

The tensile strength of the material in the wheel, the hardness of the running surface, the fracture toughness, resistance to impact, the material characteristics and the material cleanliness shall be verified.

The verification procedure shall specify the batch sampling used for each characteristic to be verified.

Geometrical dimensions:

The geometrical dimensions of the wheels as defined in figure 2 shall be compliant with limit values specified in table 5. These limit values shall be taken as design values (new wheel) and as in-service limit values (to be used for maintenance purposes; see also clause 4.5).

Table 5

In-service limits of the geometric dimensions of wheel

Designation Wheel diameter D (mm) Minimum value (mm) Maximum value (mm) Width of the rim (BR + Burr) D ≥ 330 133 145 Thickness of the flange (Sd) D > 840 22 33 760 < D ≤ 840 25 330 ≤ D ≤ 760 27,5 Height of the flange (Sh) D > 760 27,5 36 630 < D ≤ 760 29,5 330 ≤ D ≤ 630 31,5 Face of flange (qR) ≥ 330 6,5

Figure 2

Symbols for wheels

Units equipped with independently rotating wheels shall, in addition to the requirements in this clause dealing with wheels, meet the requirements in this TSI for geometrical characteristics of wheelsets defined in clause 4.2.3.5.2.1.

4.2.3.5.2.3. VARIABLE GAUGE WHEELSETS

This requirement is applicable to units equipped with variable gauge wheelsets with changeover between the European standard nominal track gauge and another track gauge.

The changeover mechanism of the wheelset shall ensure the safe locking in the correct intended axial position of the wheel.

External visual verification of the state of the locking system (locked or unlocked) shall be possible.

If the wheelset is equipped with brake equipment, the position and locking in the correct position of this equipment shall be ensured.

The conformity assessment of the requirements specified in this clause is an open point.

4.2.3.6. Minimum curve radius

The minimum curve radius to be negotiated shall be:

— 150 m for all units

4.2.3.7. Life guards

This requirement applies to units fitted with a driving cab.

The wheels shall be protected against damages caused by minor items on the rails. This requirement can be met by life guards in front of the wheels of the leading axle.

The height of the lower end of the life guard above the plain rail shall be:

— 30 mm minimum in all conditions,

— 130 mm maximum in all conditions,

taking into account in particular wheel wear and suspension compression.

If an obstacle deflector specified in clause 4.2.2.5 has its lower edge at less than 130 mm above the plain rail in all conditions, it fulfils the functional requirement of the life guards and therefore it is permissible not to fit life guards.

A life guard shall be designed to withstand a minimum longitudinal force without permanent deformation of 20 kN. This requirement shall be verified by a calculation.

A life guard shall be designed so that, during plastic deformation, it does not foul the track or running gear and that contact with the wheel tread, if it occurs, does not pose a risk of derailment.

4.2.4. Braking

4.2.4.1. General

The purpose of the train braking system is to ensure that the train’s speed can be reduced or maintained on a slope, or that the train can be stopped within the maximum allowable braking distance. Braking also ensures the immobilisation of a train.

The primary factors that influence the braking performance are the braking power (braking force production), the train mass, the train rolling resistance, the speed, the available adhesion.

Individual unit performance for units operated in various train formations is defined so that the overall braking performance of the train can be derived.

The braking performance is determined by deceleration profiles (deceleration = F (speed) and equivalent response time).

Stoppi