Commission Decision 2004/446/EC of 29 April 2004 specifying the basic parameters of the Noise, Freight Wagons and Telematic applications for freight Technical Specifications for Interoperability referred to in Directive 2001/16/EC
Date: 2004-04-29
Institutions: European Commission
Subjects: European standard, carriage of goods, noise protection, rail transport, technical standard, trans-European network

30.4.2004 

EN 

Official Journal of the European Union 

L 155/1 

COMMISSION DECISION 

of 29 April 2004 

specifying the basic parameters of the ‘Noise’, ‘Freight Wagons’ and ‘Telematic 
applications for freight’ Technical Specifications for Interoperability referred to in 
Directive 2001/16/EC  

(notified under document number C(2004) …..) 

(Text with EEA relevance) 

(2004/446/EC) 

THE COMMISSION OF THE EUROPEAN COMMUNITIES, 

Having regard to the Treaty establishing the European Community, 

Having regard to Directive 2001/16/EC of the European Parliament and of the Council of 19 
March 2001 on the interoperability of the trans-European conventional rail system (1), and in 
particular Article 6(1) and 6(4) thereof, 

Whereas: 

(1) 

In  accordance  with  Article 2(c)  of  Directive 2001/16/EC, 
trans-European 
conventional rail system is subdivided into structural or functional subsystems . Each 
of  the  subsystems  is  to  be  covered  by  a  technical  specification  for  interoperability 
(TSI); 

the 

1

 OJ L 110, 20.4.2001, p. 1. 

 
 
 
 
 
 
                                                 
(2) 

(3) 

(4) 

(5) 

(6) 

As a first step, draft TSIs have to be drawn up by the joint representative body under a 
mandate  from  the  Commission  in  accordance  with  the  procedure  set  out  in 
Article 21(2) to the Directive; 

The  Committee  set  up  under  Article 21  of  Directive 2001/16/EC  (hereafter  ‘the 
Committee’)  has  appointed  the  European  Association  for  Railway  Interoperability 
(hereafter ‘the AEIF’) as the joint representative body;  

The AEIF has been given a mandate to draw up draft TSIs on ‘noise’, ‘freight wagons’ 
and ‘telematic applications for freight’;  

However, in accordance with Article 6(4) of Directive 2001/16/EC, the  first stage  in 
developing the above-mentioned TSIs is to establish the characteristics of their basic 
parameters  to  be  used  by  the  AEIF;  it  does  not  preclude  the  need  to  validate  and,  if 
necessary, further amend, update or modify these parameters in the corresponding TSI, 
which shall be adopted in accordance with Article 6(1) of Directive 2001/16/EC; 

A number of specific cases have been requested and are being discussed in the context 
of  the  development  of  the  corresponding  TSIs.  However  it  is  considered  more 
appropriate to include specific cases in the TSIs rather than in this Decision; 

(7)  Without prejudice to article 25 of Directive 2001/16/EC, this Decision does not affect 
either  the  existing  rail  system  or  the  development  of  new  projects  as  long  as  the 
corresponding TSIs are not adopted;  

(8) 

(9) 

In  accordance  with  the  above-mentioned  mandate  the  AEIF  has  already  developed 
complete  draft  TSIs  for  the  ‘telematic  applications  for  freight’,  ‘noise’  and  ‘freight 
wagons’  subsystems  .  These  TSIs  will  be  adopted  once  the  cost-benefit  analysis 
foreseen  by  Directive  2001/16/EC  are  developed  and  after  consultation  of  users 
organisations and social partners; 

The  definitions  and  characteristics  to  be  respected  for  the  basic  parameters  of  the 
‘noise’,  ‘freight  wagons’  and  ‘telematic  applications  for  freight’  as  proposed  by  the 
AEIF should be adopted; 

(10)  The measures provided for in this Decision are in accordance with the opinion of the 

Committee set up by Directive 2001/16/EC, 

HAS ADOPTED THIS DECISION:  

Article 1 

The  definitions  and  characteristics  to  be  respected  for  the  basic  parameters  of  the  ‘Noise’, 
‘Freight  Wagons’  and  ‘Telematic  applications  for  freight’  TSIs  referred  to  in  Directive 
2001/16/EC are set out in the Annex to this Decision. 

This Decision is addressed to the Member States. 

Article 2 

 
Done at Brussels, 29 April 2004. 

For the Commission 
Loyola DE PALACIO 
Vic-President of the Commission 

 
 
 
 
L 155/4 

EN 

Official Journal of the European Union 

30.4.2004 

ANNEX 

TABLE OF CONTENTS 

1.  BASIC PARAMETERS RELATED TO THE NOISE TSI........................................ 5 

1.1.  Noise emitted by freight wagons....................................................................... 5 

1.1.1.  Description of the parameter ............................................................... 5 

1.1.2.  Characteristics to be respected ............................................................ 5 

1.2.  Noise emitted by Locomotives, Multiple Units and Coaches ........................... 6 

1.2.1.  Description of the parameter ............................................................... 6 

1.2.2.  Characteristics to be respected ............................................................ 6 

2.  BASIC PARAMETERS RELATED TO THE TSI ON FREIGHT WAGONS.......... 9 

2.1. 

Interface  (e.  g.  Coupling)  between  vehicles,  between  set  of  vehicles 
and between trains ............................................................................................. 9 

2.1.1.  Description of the parameter ............................................................... 9 

2.1.2.  Characteristics to be respected ............................................................ 9 

2.2.  Safe access and egress for rolling stock .......................................................... 10 

2.2.1.  Description of the parameter ............................................................. 11 

2.2.2.  Characteristics to be respected .......................................................... 11 

2.3.  Functional requirements: Strength of main vehicle structure ......................... 13 

2.3.1.  Description of the parameter ............................................................. 13 

2.3.2.  Characteristics to be respected .......................................................... 13 

2.4.  Securing of Freight .......................................................................................... 18 

2.4.1.  Description of the parameter ............................................................. 18 

2.4.2.  Characteristics to be respected .......................................................... 18 

2.5.  Doors closing and locking ............................................................................... 18 

2.5.1.  Description of the parameter ............................................................. 18 

2.5.2.  Characteristics to be respected .......................................................... 18 

2.6.  Labelling of freight wagons............................................................................. 19 

2.6.1.  Description of the parameter ............................................................. 19 

2.6.2.  Characteristics to be respected .......................................................... 19 

2.7.  Special  vehicles  for  the  transport  of  dangerous  goods  and  pressured 

gases 

20 

2.7.1.  Description of the parameter ............................................................. 20 

2.7.2.  Characteristics to be respected .......................................................... 20 

 
 
 
2.8.  Kinematic Gauge ............................................................................................. 21 

2.8.1.  Description of the parameter ............................................................. 21 

2.8.2.  Characteristics to be respected .......................................................... 22 

2.9.  Static axle load, dynamic wheel load and linear load ..................................... 23 

2.9.1.  Description of the parameter ............................................................. 23 

2.9.2.  Characteristics to be respected .......................................................... 23 

2.10.  Electrical protection of the train ...................................................................... 24 

2.10.1.  Description of the parameter ............................................................. 24 

2.10.2.  Characteristics to be respected .......................................................... 25 

2.11.  Vehicle dynamic behaviour (wheel-rail interaction)....................................... 26 

2.11.1.  Description of the parameter ............................................................. 26 

2.11.2.  Characteristics to be respected .......................................................... 26 

2.11.2.1.  General .............................................................................. 26 

2.11.2.2.  Functional  and  technical  specifications  of  the 

subsystem .......................................................................... 27 

2.12.  Longitudinal compressive Forces.................................................................... 28 

2.12.1.  Description of the parameter ............................................................. 28 

2.12.2.  Characteristics to be respected .......................................................... 28 

2.12.2.1.  General .............................................................................. 28 

2.12.2.2.  Functional  and  technical  specifications  of  the 

subsystem .......................................................................... 29 

2.12.2.3.  Maintenance rules.............................................................. 30 

2.13.  Braking performance ....................................................................................... 30 

2.13.1.  Description of the parameter ............................................................. 30 

2.13.2.  Characteristics to be respected .......................................................... 30 

2.13.2.1.  General .............................................................................. 30 

2.13.2.2.  Functional  and  Technical  Specification  of  braking 

performance ....................................................................... 31 

2.14.  Vehicle capability to transmit information between ground and vehicle........ 38 

2.14.1.  Description of the parameter ............................................................. 38 

2.14.2.  Characteristics to be respected .......................................................... 38 

2.14.2.1.  General .............................................................................. 38 

2.14.2.2.  Functional  and 

technical  specification  of 

the 

subsystem .......................................................................... 38 

2.14.2.3.  Maintenance rules.............................................................. 39 

2.15.  Environmental  conditions  for  rolling  stock  (Range  of  functioning  of 

components) .................................................................................................... 40 

 
 
 
2.15.1.  Description of the parameter ............................................................. 40 

2.15.2.  Characteristics to be respected .......................................................... 40 

2.16.  Emergency Exits and Signposting................................................................... 42 

2.16.1.  Description of the parameter ............................................................. 42 

2.16.2.  Characteristics to be respected .......................................................... 43 

2.17.  Fire Safety ....................................................................................................... 43 

2.17.1.  Description of the parameter ............................................................. 43 

2.17.2.  Characteristics to be respected .......................................................... 43 

3.  BASIC  PARAMETERS  RELATED  TO  THE  TSI  ON  TELEMATIC 

APPLICATIONS FOR FREIGHT ............................................................................ 47 

3.1.  Consignment Note data ................................................................................... 47 

3.1.1.  Description of the parameter ............................................................. 47 

3.1.2.  Characteristics to be respected .......................................................... 47 

3.2.  Path Request .................................................................................................... 48 

3.2.1.  Description of the parameter ............................................................. 48 

3.2.2.  Characteristics to be respected .......................................................... 48 

3.3.  Train Preparation ............................................................................................. 49 

3.3.1.  Description of the parameter ............................................................. 49 

3.3.2.  Characteristics to be respect .............................................................. 49 

3.4.  Train Running Forecast ................................................................................... 52 

3.4.1.  Description of the parameter ............................................................. 52 

3.4.2.  Characteristics to be respected .......................................................... 52 

3.5.  Service Disruption Information....................................................................... 53 

3.5.1.  Description of the parameter ............................................................. 53 

3.5.2.  Characteristics to be respected .......................................................... 53 

3.6.  Train Location ................................................................................................. 53 

3.6.1.  Description of the parameter ............................................................. 53 

3.6.2.  Characteristics to be respected .......................................................... 53 

3.7.  Shipment ETI / ETA........................................................................................ 54 

3.7.1.  Description of the parameter ............................................................. 54 

3.7.2.  Characteristics to be respected .......................................................... 54 

3.8.  Wagon Movement ........................................................................................... 55 

3.8.1.  Description of the parameter ............................................................. 55 

3.8.2.  Characteristics to be respected .......................................................... 55 

 
 
 
 
3.9. 

Interchange Reporting ..................................................................................... 56 

3.9.1.  Description of the parameter ............................................................. 56 

3.9.2.  Characteristics to be respected .......................................................... 56 

3.10.  Data Exchange for Quality Improvement........................................................ 57 

3.10.1.  Description of the parameter ............................................................. 57 

3.10.2.  Characteristics to be respected .......................................................... 57 

3.11.  Various Reference Files .................................................................................. 58 

3.11.1.  Description of the parameter ............................................................. 58 

3.11.2.  Characteristics to be respected .......................................................... 58 

3.12.  Electronic Transmission of Documents........................................................... 59 

3.12.1.  Description of the parameter ............................................................. 59 

3.12.2.  Characteristics to be respected .......................................................... 59 

3.13.  Networking & Communication ....................................................................... 60 

3.13.1.  Description of the parameter ............................................................. 60 

3.13.2.  Characteristics to be respected .......................................................... 60 

61 

 
 
 
 
 
1.  BASIC PARAMETERS RELATED TO THE NOISE TSI  

1.1.  Noise emitted by freight wagons  

1.1.1.  Description of the parameter 

Noise  emitted  by  freight  wagons  subdivides  into  the  pass-by  noise  and  the  stationary 
noise. 

The pass-by noise of a freight wagon is highly influenced by the rolling noise (noise of 
the  wheel/rail  contact).  The  parameter  set  for  the  characterization  of  pass-by  noise 
comprises: 

•  Sound pressure level, according to a defined measuring method, 
•  Microphone position, 
•  Speed of the wagon, 
•  Rail roughness, 
•  Dynamical and radiation behaviour of the track. 
The  stationary  noise  of  a  freight  wagon  can  only  occur,  if  the  wagon  is  equipped  with 
auxiliary  devices  like  engines,  generators,  cooling  systems.  It  is  mostly  applicable  for 
cooling cars. The parameter set for the characterisation of stationary noise comprises: 
•  Sound  pressure  level,  according  to  a  defined  measuring  method  and  microphone 

position, 

•  Operating conditions. 

1.1.2.   Characteristics to be respected 

Limits for the Pass-by Noise 
The  indicator  for  the  pass-by  noise  is  the  A-weighted  equivalent  continuous  sound 
pressure  level  LpAeq,Tp  measured  over  the  pass-by  time  at  a  distance  of  7.5  m  from 
centreline  of  track,  1.2  ±  0.2  m  above  top  of  rail.  The  measurements  shall  be  made  in 
accordance  to  prEN ISO  3095:2001  except  that  the  reference  track  shall  meet  the 
requirements stated in the relevant TSI. 
The  limiting  values  LpAeq,Tp  for  the  pass-by  noise  of  freight  wagons  under  these  above 
mentioned conditions are to be determined, based on the performance of K-blocks, while 
taking necessary safety aspects into account. The AEIF shall take results of measurement 
campaign as available by 01.02.2004 into account.  

The pass-by noise of a train shall be measured at 80 km/h and at maximum speed, but no 
higher than 200 km/h. The values to be compared with the limits is the maximum of the 
measured value at 80 km/h and the measured value taken at maximum speed but referred 
to 80 km/h by the equation 
LpAeq,Tp(80 km/h) = LpAeq,Tp(v)-30*log (v/80 km/h). 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
Limits for the Stationary noise 
Sound pressure of the stationary noise has to be described by the A-weighted equivalent 
continuous sound pressure level LpAeq,T, according to prEN ISO 3095:2001, chapter 7.5. 
The  limiting  values  LpAeq,T  for  the  stationary  noise  of  freight  wagons  in  a  distance  of 
7.5 m from centreline of track are given in Table 1. 

Wagons 
All freight wagons 

LpAeq,T 
< = 65 dB(A) 

Table 1:  Limiting values LpAeq,T for the stationary noise of freight wagons 

The sound  pressure  level of the stationary noise is the energetic mean of all measuring 
values taken at the measuring points according to prEN ISO 3095:2001 Annex A, Figure 
A.1..  

1.2.  Noise emitted by Locomotives, Multiple Units and Coaches 

1.2.1.  Description of the parameter 

Noise emitted by locomotives, multiple units and coaches subdivides into the stationary 
noise, the starting noise, and the pass-by noise. The stationary noise is highly influenced 
by the auxiliaries, namely the cooling systems, the air conditioning and the compressor. 
The  starting  noise  is  also  dominated  by  the  auxiliaries  in  addition  to  the  sound  of  the 
wheel/rail  contact,  especially  as  a  function  of  wheel  slip  velocity,  by  the  traction 
components (motor, gear, traction converter and Diesel engines). 
The  pass-by  noise  is  highly  influenced  by  the  rolling  noise,  linked  to  the  wheel/rail 
interaction, as function of speed of the vehicle. The rolling noise itself is caused by the 
roughness and dynamical behaviour of the track. In the case of lower speeds, the noises 
of  auxiliaries  and  traction  units  are  also  involved.  The  emitted  level  of  noise  is 
characterised by: 
•  Sound pressure level, according to a measuring method, 
•  Microphone position. 
Multiple  units  are  fixed  trainsets  either  with  distributed  power  or  with  one  or  more 
special  dedicated  power  cars  and  coaches.  Multiple  units  with  electric  traction  are 
abbreviated  as  “EMU’s”,  with  Diesel  traction  as  “DMU’s”.  In  this  document,  the 
wording  “Diesel”  or  “Diesel  engine”  comprises  all  kinds  of  thermal  engines  which  are 
used  for  traction.  Fixed  formation  trains  that  consist  of  two  locomotives  and  coaches 
cannot  be  considered  as  multiple  units  if  the  locomotives  can  operate  in  different  train 
configurations. 

1.2.2.  Characteristics to be respected 

The limits for the stationary noise are defined in a distance of 7.5 m from the centreline 
of track, 1.2 m and 3.5 m above the upper surface of the rails. The measuring conditions 
are  defined  by  the  standard  pr EN ISO 3095:2001  with  the  deviations  defined  in  the 
relevant TSI. The indicator for the sound pressure level is LpAeq,T. The limiting values for 

 
 
 
 
 
 
 
 
 
 
 
the noise emission of the vehicles under these above mentioned conditions are given in 
Table 2.  

Vehicles 

LpAeq,T 

Electric locomotives  
Diesel locomotives  
EMU’s 
DMU’s 
Passenger coaches 

75 
75 
68 
73 
65 

Table 2: 
EMU’s, DMU’s and passenger coaches 

Limiting  values  LpAeq,T  for  the  stationary  noise  of  E-,  D-locomotives, 

Limits for the Starting Noise 
The limits for the starting noise are defined in a distance of 7.5 m from the centreline of 
track, 1.2 m and 3.5 m above the upper surface of the rails. The measuring conditions are 
defined by the standard pr EN ISO 3095:2001 with the deviations defined in the relevant 
TSI.  The  indicator  for  the  sound  pressure  level  is  LpAFmax.  The  limiting  values  for  the 
starting noise of the vehicles under these above mentioned conditions are given in Table 
3.  

Vehicle 
Electric locomotives 
Diesel locomotives 
EMU’s 
DMU’s 

LpAFmax 
82 
86  
82 
83 

Table 3: 
EMU’s, DMU’s 

Limiting  values  LpAFmax  for  the  starting  noise  of  E-,  D-locomotives, 

Limits for the Pass-by Noise 
The limits for the pass-by noise are defined in a distance of 7.5 m from the centreline of 
the reference track, 1.2 m or 3.5 m above the upper surface of the rails for a vehicle speed 
of 80 km/h. The indicator for the sound pressure level is LpAeq,Tp.  
The measurements shall be done in accordance with prEN ISO 3095:2001 except that the 
reference track shall meet the requirements stated in the relevant TSI. 
The pass-by noise of a train shall be measured at 80 km/h and at maximum speed, but no 
higher  than  200  km/h.  Other  speeds  mentioned  in  the  ISO  EN  3095  shall  not  be 
considered. The value to be compared with the limits (see Table 4) is the maximum of 
the  measured  value  at  80 km/h  and  the  measured  value  taken  at  maximum  speed  but 
referred to 80 km/h by the equation. 
LpAeq,Tp(80 km/h) = LpAeq,Tp(v)-30*log (v/80 km/h). 
The  limiting  values  for  the  noise  emission  of  E-,  D-locomotives,  EMU’s,  DMU’s  and 
passenger coaches under these above mentioned conditions are given in Table 4. 

Vehicle 
Electric locomotives 
Diesel locomotives 
EMU’s 
DMU’s 

LpAeq,Tp @ 7,5 m 
85 
85 (to be confirmed by test) 
81 
82 

 
 
 
 
 
 
 
 
 
Passenger coaches 

80 

Table 4: 
EMU’s, DMU’s and passenger coaches 

Limiting  values  LpAeq,Tp  for  the  pass-by  noise  of  E-,  D-locomotives, 

 
 
 
 
2.  BASIC PARAMETERS RELATED TO THE TSI ON FREIGHT WAGONS 

2.1. 

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

2.1.1.  Description of the parameter 

A device used for connecting one railway vehicle (set of vehicles, train) to another. 

Within  interoperable  trainsets  any  individual  coupling  system  as  required  can  be  used. 
These trainsets must have the interoperable emergency coupling available for use at the 
ends. 

Interface requirements between interoperable vehicles/trainsets are only to be defined for 
mechanical,  electrical  and  pneumatic  couplings  in  normal  and  emergency  conditions. 
Gangways for interfacing with passenger vehicles are included where appropriate. 

2.1.2.  Characteristics to be respected 

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

Rakes  of  wagons  which  are  never  split  up  when  in  service  are  considered  as  a  single 
wagon for the application of this requirement. The interfaces between these wagons shall 
incorporate  a  resilient  coupling  system,  which  can  withstand  the  forces  due  to  the 
intended operational conditions. 

Trains  which  are  never  split  up  in  service  are  considered  as  a  single  wagon  for  the 
application of this requirement. If they do not have a standard screw coupler and buffers 
they  shall  have  the  facility  to  fit  an  emergency  coupler  at  both  ends.  The  connections 
between the individual wagons shall satisfy the above requirements for rakes of wagons. 

Buffers 
When  buffers  are  fitted,  two  identical  buffers  shall  be  fitted  at  a  vehicle  end.  These 
buffers shall be of a compressible type. 

The height of the centre line of the buffing gear shall be between 940 mm and 1065 mm 
above rail level in all conditions of loading. 

The  standard  distance  between  buffer  centrelines  shall  be  nominally  1750  mm 
symmetrically about the centreline of the freight wagon.   

Buffers  shall  have  a  minimum  stroke  of  105  mm  0
capability of at least 30 kJ. 

–5  mm  and  an  energy  absorption 

The buffer heads shall be convex and the radius of curvature of their spherical working 
surface equal to 2750 mm ± 50 mm. 

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

If interchangeability of the buffers is required the following free space on the headstock 
shall  be  provided  for  the  supporting  plate.  The  buffer  shall  be  fixed  to  the  wagon 
headstock  by  means  of  four  M24  Ø  locked  fasteners  (e.g.  self  locking  nut  etc.)  of  a 
quality class which provides a yield strength of at least 640 N/mm 2. 

Buffers  shall  have  an  identification mark.  The  identification  mark  shall  contain  at least 
the buffer stroke in “mm” and a value for the energy storage capacity of the buffer. 

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

The height of the centre line of the draw hook shall be between 950 mm and 1045 mm 
above rail level in all conditions of loading. 

The draw hook and the draw bar shall withstand a force of 1000 kN without breaking. 

The  screw  coupler  shall  withstand  a  force  of  850  kN  without  breaking.  The  breaking 
strength of the screw coupler shall be lower than the breaking strength of other parts of 
the draw gear. 
The maximum weight of the screw coupler shall not exceed 36 kg. 

The length of the screw coupler measured from the point of engagement of the coupler 
to: 
the  coupler  bolt  and  draw-hook 
bow 

shall  conform 

to  centre  of 

•  986 mm +10

-5 mm with completely screwed-out coupler 

•  750 mm ± 10 mm with completely screwed-in coupler. 

Each wagon end shall have a facility for supporting a coupling when it is not in use. No 
part  of  the  coupler  assembly  shall  reach  below  140  mm  above  top  of  rail  when  its 
centreline is at lowest permitted position. 

Interaction of draw- and buffing-gear 

The relative location of the buffers and draw gears shall be adjusted to each other so as to 
enable  the  safe  transit  of  curves  in  the  track  with  a  radius  of  150  m.  For  two  wagons, 
which  are  coupled  on  straight  track  with  touching  buffers,  the  pre-load  force  between 
these components on a 150 m curve in the track shall not exceed 250 kN.  

The  distance  between  the  front  edge  of  a  draw-hook  opening  and  the  front  side  of  the 
fully extended buffers shall be to 355 mm +45

-20 mm in new condition. 

2.2. 

Safe access and egress for rolling stock  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.2.1.  Description of the parameter 

For  freight  wagons:  Shunting,  operation,  access  and  egress  for  railway  staff  or  loading 
personal. Only for tank wagons: access to the tank plate. 
This parameter includes dimensions, position and height of steps and hand grips, as well 
as  non  slip-design  for  crew,  stepping  to  ground  and  door  strength  and  resistance  to 
forces. 

2.2.2.  Characteristics to be respected 

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

Fig. 1 Bern Rectangle 

If  a  combined  automatic  and  screw  coupler  is  fitted  the  auto  coupler  head  can  infringe 
the Bern rectangle on the left hand side (as viewed in fig. 1) when it is stowed and the 
screw coupler is in use. 

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

 
 
 
 
 
 
 
 
 
All fixed pieces situated at the extremities of vehicles outside the clearances defined in 
Figure 1 and higher than the bottom edge of the buffer heads must be at a distance of at 
least 40 mm from the frontal plane of the fully-compressed buffers.  
Except for wagons used only in fixed formation trains, there shall be at least one step and 
one handrail for shunters at each side of the vehicle. There shall be sufficient space above 
and around the steps so that the safety of the shunter is ensured. Steps and handrails shall 
be designed to withstand the loads that are applied by the shunter. Steps shall be at least 
150 mm from a vertical plane at the end of the fully compressed buffers. Steps and areas, 
which provide access for operation, loading and unloading, shall be slip resistant.   

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

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

 
 
 
 
 
2.3.  Functional requirements: Strength of main vehicle structure 

2.3.1.  Description of the parameter 

Future design targets should be to increase payload of freight wagons by decreasing the 
tare weight. 

The present Basic parameter: 
•  Defines  the  minimum  structural  requirements  for  the  main  load  carrying  (primary) 
structure of the vehicles vs. exceptional functional loads and service loads.  The loads 
must include those experienced due to the vehicle mass, to the payload, to the motion 
along the track, to acceleration and braking and those exerted on the structure by the 
equipment attached to it (see also Lifting and Jacking.); 
•  Specifies limiting stiffness criteria (torsional stiffness); 
•  Gives  permissible  stresses  for  materials  in  terms  of  acceptable  data  sources  (static 

and fatigue) and methods of assessment; 
•  Specifies acceptable methods of validation. 

2.3.2.  Characteristics to be respected 

General 

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

In  addition  to  the  criteria  already  identified,  it  is  permissible  to  take  the  material 
elongation  at  failure  into  account  in  the  selection  of  the  safety  factor  defined  in  clause 
3.4.2.  The Guidance Notes indicate an acceptable approach. 

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

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

The  wagon  structure  shall  be  inspected  at  normal  maintenance  periods  and  remedial 
action taken if signs of significant damage, cracking or corrosion are found. 
This  section  defines  the  minimum  structural  requirements  for  the  main  load  carrying 
(primary) structure of the wagons and the interfaces with equipment and payload. 

These requirements cover: 

Exceptional loads: 

Longitudinal design loads 
Maximum vertical load  

• 

- 
- 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
- 
- 
- 
- 

• 

- 
- 
- 
- 
- 
- 

- 

• 

- 
- 
- 
- 

• 

Load combinations 
Lifting and jacking 
Equipment attachment (including body/bogie) 
Other exceptional loads 

Service (fatigue) loads: 

Sources of load input 
Payload spectrum 
Track induced loading 
Traction and braking 
Aerodynamic loading 
Fatigue loads at interfaces 

-  Body/bogie connection 
-  Equipment attachment 
-  Coupler loads 

Combinations of fatigue loads 

Stiffness of the main vehicle structure 

Deflection 
Mode of vibration 
Torsional stiffness 
Equipment 

Securing of freight 

Measures  shall  be  taken  to  ensure  that  the  load  or  parts  of  the  load  do  not  leave  the 
freight wagon during operation. 

Exceptional Loads 

Longitudinal Design Loads 

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

F-I   Wagons that may be shunted without restriction; 

F-II  Wagons excluded from hump or loose shunting. 

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

The structure shall conform to the requirements of Clause 3.4 of EN12663 when 
subject to all exceptional load cases. 
The wagon bodies shall meet the longitudinal strength requirements as specified 
in tables 1, 2, 3, and 4 of EN12663 as appropriate, where the load paths exist. 
NOTE 1 

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

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
NOTE 2 

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

Maximum Vertical Load 
The wagon body shall meet the requirements of table 8 of EN12663. 
The  wagon  body  shall  also  be  designed  to  carry  the  maximum  load  it  may 
experience  due  the  method  of  loading  and  unloading.  The  load  case  may  be 
defined in terms of accelerations applied to the mass being added and to the mass 
of the body plus any existing payload. The design cases shall represent the most 
unfavourable cases that the operator wishes to consider associated with the use of 
the wagon (including foreseeable abuse).  
NOTE 1 

If  the  method  of  analysis  employs  a  permissible  stress  that  is 
reduced below the yield or proof stress of the material by a safety 
factor  (as  indicated  in  note  a)  of  table  8  of  EN12663,  the  load 
factors may be reduced by the same ratio. 
Loads  may  be  distributed  uniformly  over  the  full  load-carrying 
surface,  over  a  limited  area  or  at  discrete  positions.  The  design 
case(s) shall be based on the most demanding applications. 
If  it  is  intended  that  wheeled  vehicles  (including  fork-lift  trucks 
etc.) will operate over the floor of the wagon then the design shall 
accommodate the maximum local pressure loading associated with 
such operations. 

NOTE 2 

NOTE 3 

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

Lifting and Jacking 
The  wagon  body shall  incorporate  lifting  points by which  the whole wagon can 
be  safely  lifted  or  jacked.  It  shall  also  be  possible  to  lift  one  end  of  the  wagon 
(including its running gear) with the other end resting on the remaining running 
gear. 
The  load  cases  specified  in  Clause  4.3.2  of  EN12663  shall  apply  for  lifting  and 
jacking under workshop and servicing operations. 
For  lifting  cases  associated  only  with  rescue  following  derailment  or  other 
abnormal  incident,  where  some  permanent  deformation  of  the  structure  is 
acceptable, it is permissible to reduce the load factor in Tables 9 and 10 from 1.1 
to 1.0. 
The  lifting  shall  occur  via  designated  lifting  points.  The  location  of  the  lifting 
points shall be defined by the customer’s operational requirements. 

Equipment Attachment (Including body/bogie) 
The  attachments  of  equipment  shall  be  designed  to  carry  the  loads  specified  in 
tables 12, 13 and 14 of Section 4.5 of EN12663.   

Other Exceptional Loads 
The  load  requirements  for  structural  parts  of  the  wagon  body,  such  as  side  and 
end wall structures, doors, stanchions and load restraint systems shall be designed 
to  carry  the  maximum  loads  they  will  experience  in  performing  their  intended 

 
 
 
 
 
 
 
 
function.    The  load  cases  shall  be  determined  using  the  principles  for  structural 
design given in EN12663.  
For  new  types  of  wagon  the  designer  shall  determine  appropriate  load  cases  to 
meet the specific requirements using the principles given in EN12663. 

Service (fatigue) Loads 

Sources of load input 
All sources of cyclic loading that can cause fatigue damage shall be identified.  In 
accordance  with  Clause  4.6  of  EN12663,  the  following  specific  inputs  shall  be 
considered  and  the  way  in  which  they  are  represented  and  combined  shall  be 
consistent  with  the  intended use of the freight wagon and the design code to be 
used. 

Payload Spectrum 
Changes in payload are likely to cause significant fatigue load cycles. Where the 
payload  changes  significantly,  the  time  spent  at  each  load  level  shall  be 
determined.    Load/unload  cycles  should  also  be  determined  from  the  operator’s 
specified duty and represented in a suitable manner for analysis purposes.  Where 
applicable,  account  shall  be  taken  of  changes  to  the  distribution  of  the  payload 
and to the local pressure loads due to wheeled vehicles moving over the floor of 
the wagon. 

dynamic modelling; 
measured data; 
empirical data. 

Track induced loading 
Induced load cycles resulting from vertical, lateral and twist irregularities of the 
track shall be taken into account.  These load cycles may be determined from: 
a) 
b) 
c) 
Fatigue design should be based on load case data and assessment methods proven 
in the application where these exist. Tables 15 and 16 of EN12663 give empirical 
data,  in  the  form  of  wagon  body  accelerations  consistent  with  normal  European 
operations  suitable  for  an  endurance  limit  approach  to  fatigue  design  when 
normal established data is available. 

Traction and braking 
Load  cycles  due  to  traction  and  braking  shall  reflect  the  number  of  start-stops 
(including unscheduled ones) associated with the intended mode of operation. 

Aerodynamic loading 
Significant aerodynamic load input may arise due to: 
a) 
b) 
c) 
If  such  loading  generates  significant  cyclic  stresses  in  the  structure  it  shall  be 
included in the fatigue assessment. 

trains passing at speed; 
tunnel operation; 
cross winds. 

Fatigue loads at interfaces 
The  dynamic  load  used  in  design  shall  be  in  a  range  of  ±  30  %  of  the  vertical 
static load. 

 
 
 
 
 
 
 
 
 
 
load/unload cycles; 
track input; 
traction and braking. 

If this assumption is not chosen, then the following method shall be followed. 
The main fatigue loads at the body-bogie connection are due to: 
a) 
b) 
c) 
The interface shall be designed to carry the cyclic loads due these inputs. 
Equipment attachments shall withstand the cyclic loads due to the motion of the 
wagon  and  any  loads  induced  by  the  operation  of  the  equipment.  The 
accelerations  may  be  determined  as  described  above.  For  normal  European 
operations,  empirically  derived  accelerations  for  items  of  equipment  that  follow 
the motion of the wagon structure are given in tables 17, 18 and 19 of EN12663 
and can be used where no more appropriate data is available. 

Cyclic loads in coupling components shall be taken into account if the experience 
of the operator or designer indicates they are significant. 

Combinations of Fatigue Loads 
Where the fatigue load cases act in combination, they shall be taken into account 
in a manner consistent with the characteristics of the loads and the form of design 
analysis and fatigue design code being employed. 

Buffing load 
Freight wagons intended to go over a hump: 
Freight  wagons  shall  withstand  impacting  with  a  stationary  80  t  gross  laden 
weight freight wagon at a speed of 12 km/h without permanent deformation. 
Freight wagons not intended to go over a hump: 
Freight  wagons  shall  withstand  impacting  with  a  stationary  80  t  gross  laden 
weight freight wagon at a speed of 7 km/h without permanent deformation. 

Stiffness of the main vehicle structure 

Deflections 
Deflections under the loads or load combinations shall not be such as to cause the 
wagon  or  its  payload  to  exceed  the  permitted  operational  envelope.  Deflections 
shall  also  not  impair  the  functionality  of  the  wagon  as  a  whole  or  that  of  any 
installed components or systems. 

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

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

Equipment 

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

As  an  interface  with  the  Rolling  Stock  –  Freight  Wagons  sub-system,  the  sub-system 
Infrastructure has to comply with these characteristics. 

2.4. 

Securing of Freight  

2.4.1.   Description of the parameter 

Freight transport has to be secured in a safe way. The integrity of the securing system has 
to be demonstrated.  

2.4.2.  Characteristics to be respected 

Measures  shall  be  taken  to  ensure  that  the  load  or  parts  of  the  load  do  not  leave  the 
freight wagon during operation.  

2.5.  Doors closing and locking  

2.5.1.  Description of the parameter 

The scope of the basic parameter is the prevention of freight or gauge-infringement while 
the  train  is  moving.  It  includes  equipment  doors  and  hatches  as  well  as  measures  to 
prevent unintended opening. 

2.5.2.  Characteristics to be respected 

Doors and hatches of freight vehicles shall be closed and locked while the vehicles are in 
a moving train (unless this is part of the procedure for discharging the payload). For this, 
locking  devices  shall  be  used  which  indicate  their  status  (open/closed).  The  locking 
devices shall be secured against unintentional opening. 

Closing and locking systems shall be designed so that the operating staff are not placed at 
undue risk.  

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

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

The  forces,  which  are  needed  to  actuate  the  closing  and  locking  devices,  shall  be  of  a 
magnitude  that  can  be  applied  by  an  operator  without  additional  tools.  Exceptions  are 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
allowed  when  additional  tools  are  specifically  made  available  or  when  motor  driven 
systems are used.   

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

2.6.  Labelling of freight wagons  

2.6.1.  Description of the parameter 

The  basic  parameter  specifies  the  labelling  of  equipment  and  facilities  on  vehicles 
operated by railway staff. Labelling is required in order to ensure safe operation, e.g. by 
indicating certain design features of the vehicle that must be known by railway staff in 
the course of their duties, as for example: 

•  Vehicle number  
•  Braking performance and brake system cocks  
•  Drain cocks 
•  Electrical isolation switches 
•  Safety notices relevant to wagon type 
•  Vehicle tare weight and load capacity 
•  Lifting/jacking points 
•  Geometrical features 
•  Pneumatic and electrical pipes 
•  Power supply systems 
•  High voltage lines 
•  Possibility of ferry boat fixation 
•  Min possible curve radius 
•  Possibility of running on humps. 

2.6.2.  Characteristics to be respected 

Markings are required on wagons to: 

• 

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

•  Provide  information  required  to  produce  train  consists,  including  brake  mass, 
length  over  buffers,  tare  weight,  speed  versus  load  table  for  different  line 
categories; 
Identify  operational  restrictions  to  staff,  including  geographical  limitations,  and 
shunting restrictions; 

• 

•  Provide pertinent safety information for staff operating wagons or attending in an 
emergency, including overhead live wire and electrical equipment warning signs, 
lift / jacking points, vehicle specific safety instructions. 

These markings will be listed in the relevant TSI. The markings shall be located as high 
as  practicable  on  the  wagon  structure  up  to  a  height  of  1600mm  above  rail  level.  The 
markings of wagons which do not have vertical sides shall be affixed on special panels. 
Markings may be achieved by painting or decals. 

When decals are used they shall meet requirements relating to: 

 
 
 
 
 
 
 
 
 
Adhesive strength 
Environmental friendliness 
Water resistant, UV resistant, abrasive resistant, chemical resistant.   

• 
• 
• 
The  requirements  for  Dangerous  Goods  Markings  are  covered  by  directive  96/49/EC 
with its valid Annex RID and are not, therefore, included in this basic parameter. 

When changes to a wagon occur that require changes to the markings, such changes shall 
be consistent with changes to the data recorded in the Rolling Stock Register. 

Markings shall be cleaned / replaced when required to ensure that they remain legible. 

2.7. 

Special  vehicles  for  the  transport  of  dangerous  goods  and  pressured 
gases 

2.7.1.  Description of the parameter 

The tanks or other parts of freight wagons for the transport of dangerous goods shall be 
designed to enable a safe transport. The basic parameter gives specifications on special 
vehicles  for  the  transport  of  dangerous  goods  and  pressured  gases.  For  example,  the 
following features shall be addressed: 
(cid:131)  RID 
(cid:131)  TPED 

2.7.2.  Characteristics to be respected 

General 
Wagons carrying dangerous goods shall meet the requirements of this TSI and in 
addition the requirements of RID. 
The  RID  which  is  an  Annex  of  Council  Directive  96/49/EC  ensures  a  very  high  safety 
level. Further developments in this legal area are led by an international working group 
(RID-Committee)  of  representatives  from  the  governments  which  are  members  of  the 
COTIF. 

Legislation applicable to rolling stock for the transport of dangerous goods 

Rolling Stock 

Marking and Labelling 

Buffers 

Spark protection 

Council  Directive  96/49/EC  and  its 
Annex in their valid version 

Council  Directive  96/49/EC  and  its 
Annex in their valid version 

Council  Directive  96/49/EC  and  its 
Annex in their valid version 

Council  Directive  96/49/EC  and  its 
Annex in their valid version 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Use of wagons for the transport of 
Dangerous Goods in long tunnels 

Under 
examination  by  working 
groups  mandated  by  the  European 
Commission (AEIF and RID) 

Additional legislation applicable to tanks  

Tank  

testing, 

Tank 
marking 

inspection 

and 

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

Maintenance rules 
The maintenance of tank/freight wagons shall be compliant with the following standard 
and the Council Directive: 

•  Testing and inspection 

•  Maintenance  of  Tank 

and its equipment 

•  Mutual  agreements  on 

Tank-inspectors 

for 

EN  12972  Tanks 
transport  of 
dangerous  goods-testing,  inspection  and 
marking  of  metallic  tanks  from  April 
2001 
Council Directive 96/49/EC and its 
Annex in their valid version 
Council Directive 96/49/EC and its 
Annex in their valid version  

 Council Directive 96/49/EC and its Annex RID shall also be taken into account. 

2.8.  Kinematic Gauge  

2.8.1.  Description of the parameter 

The  gauge  is  a  concept  designed  to  define  external  sizes  so  that  rolling  stock  can  be 
operated  without  encountering  any  obstacle  associated  with  fixed  installations  (tunnel 
walls, catenary or signal posts, bridge parapets, platforms, etc.). The gauge is thus two-
fold:  the  structure  gauge  which  defines  the  minimum  size  of  the infrastructure, and  the 
gauge of the rolling stock which defines its maximum size. 

Rolling stock gauge is defined in terms of the envelope within which the rolling stock is 
contained when operating. The gauge of rolling stock travelling on a given line section 
must  always  be  smaller,  by  an  appropriate  safety  margin,  than  the  minimum  structure 
gauge  of  the  line  in  question.  The  future  Infrastructure  TSI  will  indicate  the  gauge 
requirements for new, upgraded, renewed and existing lines. 

The  basic  parameter  defines  maximum  allowable  kinematic  envelope  which  a  vehicle 
may use and specify the principles to be used for determining the kinematic envelope. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
2.8.2.  Characteristics to be respected 

the maximum wear allowance,  
the elastic characteristics of the suspension. 

the geometric characteristics of the rolling stock in question,  
the position of the cross-section in relation to the bogie pivot or to the axles,  
the height of the point considered in relation to the running surface,  

This  section  defines  the  maximum  outside  dimensions  of  wagons  to  ensure  that  they 
remain  within  the  infrastructure  gauge.  To  achieve  this,  the  maximum  possible 
movement of the wagon is considered.  This is called the kinematic envelope. 
The  kinematic  envelope  of  the  rolling  stock  is  defined  by  means  of  a  reference  profile 
and its associated rules. It is obtained by applying the rules giving reductions in relation 
to the reference profile, which the various parts of the rolling stock shall meet.  
These reductions depend on: 
• 
• 
• 
•  constructional tolerances,  
• 
• 
The  study  of  the  maximum  construction  gauge  takes  into  account  both  the  lateral  and 
vertical  movements  of  the  rolling  stock,  drawn  up  on  the  basis  of  the  geometrical  and 
suspension characteristics of the vehicle under various loading conditions. 
The construction gauge of rolling stock travelling on a given section of line must always 
be smaller, by an appropriate safety margin, than the minimum structure gauge of the line 
in question. 
A rolling stock gauge comprises two fundamental elements: a reference profile and the 
rules for that profile. It allows determination of the maximum dimensions of rolling stock 
and the position of fixed structures on the line. 
In order that a rolling stock gauge is applicable, the following three parts of that gauge 
shall be specified: 
• 
• 
• 
The  relevant  TSI  shall  specify  the  reference  profile  and  the  rules  for  the  maximum 
construction gauge for the wagons. 
The  associated  rules  for  determining  the  clearances  for  installation  of  structures  are 
covered in the Infrastructure TSI. 
All equipment and parts of wagons that give rise to transverse and vertical displacements 
shall be checked at appropriate maintenance intervals. 
In  order  to  keep  the  wagon  inside  the  kinematic  gauge,  the  maintenance  plan  shall 
include provision for inspection of the following items:  
•  wheel profile and wear,  
•  bogie frame,  
•  springs,  
•  side barriers,  
•  body structure,  
•  constructional clearances,  
•  maximum wear allowance,  
•  elastic characteristics of the suspension,  
•  axle guide wear,  
•  elements that affect the vehicle flexibility coefficient,  
•  elements that affect the roll centre. 

the reference profile; 
the rules for determining the maximum construction gauge for the wagons; 
the rules for determining the clearances to structures and the track spacing. 

 
 
 
 
As  an  interface  with  the  Rolling  Stock  –  Freight  Wagons  sub-system,  the  sub-system 
Infrastructure has to comply with these characteristics. 

2.9. 

Static axle load, dynamic wheel load and linear load 

2.9.1.  Description of the parameter 

When  a  train  circulates  on  a  rail  track,  the  rail  undergoes  load  strain  and  this  must  be 
tolerated. These loads are both static and dynamic and are transferred to the track through 
the running gear. The track and rolling stock must be designed in such a way as to ensure 
that these loads remain within the line safety limits. 

The strength of the track to support vehicles is a function of the design and maintenance 
of  the  track-bed  and  structures.  The  axle  load  and  axle  spacing  (wheelbase)  of  the 
vehicles define the vertical quasi-static load input to the track. 

The axle load of the rolling stock shall not exceed the lowest axle load limit of the lines 
(at the allowed maximum speed of the rolling stock) on which it is intended to run. The 
future Infrastructure TSI will indicate the requirements of the lines of the trans-European 
conventional rail network. 

2.9.2.  Characteristics to be respected 

The axle load and axle spacing of the vehicles defines the vertical quasi-static load input 
to the track. 
The  load  limits  for  wagons  take  into  account  their  geometrical  characteristics,  weights 
per axle and weights per linear metre. 
They shall be in accordance with the classification of lines or sections of lines, categories 
A, B1, B2, C2, C3, C4, D2, D3, D4 as defined in the table below.  
It is intended that routes capable of accepting axle loads higher than 22.5 tonnes will be 
gradually  introduced  across  the  European  railway  network  in  accordance  with  the 
requirements  of  railway  undertakings  and  the  infrastructure  managers.    For  axle  loads 
higher  than  22.5  tonnes,  existing  national  rules  continue  to  apply  to  lines  capable  of 
accepting these axle loads. 

 
 
 
 
 
 
 
 
 
Classification  Mass per axle = P 
A 
16 t 

B 
18 t 

C 
20 t 

D 
22.5 t 

E 
25 t 

F 
27.5 t 

G 
30 t 

B1 
B2 

Mass per unit 
length = p 
1 
2 
3 
4 
5 
6 
p =  Mass per unit length, i.e. the wagon mass plus the mass of the load, divided by the 
wagon length in metres, measured over the buffers when non-compressed. 

5.0 t/m  A 
6.4 t/m 
7.2 t/m 
8.0 t/m 
8.8 t/m 
10 t/m 

D2 
D3 
D4 

C2 
C3 
C4 

E4 
E5 

P =  Mass per axle. 

A  train  made  up  of  wagons  with  two  2-axle  bogies  in  accordance  with  the  data 
given in Annex D Table D.1 shall be used in order to determine the category in 
which a line should be classified. 

A  line  or  section  of  line shall be classified in one of these categories when it is 
capable  of  handling  an  unlimited  number  of  wagons  with 
the  weight 
characteristics shown in the table above. 

NOTE : 

As  an  exception  20  t  axle-loads  may  be  exceeded  by  up  to  0.5  t  on 
Category C lines for: 

• 

• 

payload 
to 25 t; 

2-axle  long  wagons  with  14.10  m  <  LOB  <  15.50  m  to  bring  their 
up  

wagons designed for 22.5 t axle-loads to offset the extra tare incurred in 

making them suitable for such axle-loads. 

 In practice, the maximum permissible mass per wheel shall be 11.1 t. 

Classification  according  to  the  maximum  mass  per  axle  P  shall  be  expressed  in  capital 
letters  (A,  B,  C,  D,  E,  F,  G);  classification  according  to  the  maximum  mass  per  unit 
length p shall be expressed in Arabic numerals (1, 2, 3, 4, 5, 6), except for Category A. 

The correspondence between classified lines and handling of wagons will be specified in 
the relevant TSI. 

2.10.  Electrical protection of the train 

2.10.1. Description of the parameter 

This  basic  parameter  covers  the  disconnection  of  power  supply  in  case of short circuit. 
Electrical resistance between all metal parts of the rolling stock and the rail shall be low 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
enough to ensure that rising short circuit current will cause disconnection of circuit line 
breaker (e. g. when the catenary falls on a wagon). 

The return current paths and the protective bonding (earthing cable) of the vehicle shall 
be  able  to  withstand  the  maximum  short  circuit  current  until  disconnection  by 
infrastructure  circuit  line  breaker  (substation)  without  damaging  the  current  paths itself 
or parts of the vehicle.   

2.10.2.  Characteristics to be respected 

2.10.2.1. 

General 

All the metallic parts of a freight wagon that are at risk from excessive contact voltages 
or being at risk of causing accidents caused by electrical charges of any origin, shall be 
held at the same voltage as the rail. 

2.10.2.2. 

 Functional  and  technical  specifications  of  the 

subsystem 

Freight wagon bonding 
The electrical resistance between the metallic parts and the rail shall not exceed 0.15 ohm 
for freight wagons.  

These values are measured with 50 A direct current. 

When materials which are poor conductors do not enable the above values to be reached, 
the vehicles themselves shall be fitted with the following protective bonding connections: 

• 
• 

The body shall be connected to the frame in at least two different points; 
The frame shall be connected to each bogie at least once. 

Each  bogie  shall  be  bonded  reliably  by  means  of  at 
If there are no bogies, no bonding connections are needed.  

least  one  axle  box;.  

Each  bonding  connection  shall  be  made  of  a  flexible  and  non  corrodable  or  corrosion 
protected material and have a minimum cross section according to the materials used (the 
reference is 35 mm2 for copper). 

Particularly  restrictive  conditions,  from  the  point  of  view  of  eliminating  risks,  shall  be 
taken  in  the  case  of  special  vehicles,  for  example  roofless  vehicles  occupied  by 
passengers  in  their  own  cars,  vehicles  used  to  transport  dangerous  good  (listed  in  the 
directive 96/49 EC and its valid Annex RID.). 

Freight wagon electrical equipment bonding 
Where  there  is  an  electrical  installation  on  the  freight  wagon,  any  metallic  parts  of  the 
electrical  equipment  liable  to  be  touched  by  people  shall  be  reliably  bonded,  if  the 
standard voltage to which they may be subjected is higher than: 

•  50 Vdc 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
•  24 Vac 
•  24 V between phases when the neutral point is not bonded 
•  42 V between phases when the neutral point is bonded. 

The  cross-section  of  the  bonding  cable  will  depend  on  the  current  in  the  electrical 
installation,  but  shall  be  of  a  suitable  size  to  guarantee  reliable  operation  of  the  circuit 
protection devices, in the event of a fault. 

Any  aerials  fitted  outside  the  freight  wagons  shall  be  completely  protected  from  the 
voltage  of  the  catenary  or  3rd  rail  and  the  system  shall  form  an  electrical  single  unit 
bonded at one single point. An antenna fitted outside of the freight wagon that does not 
conform to the previous conditions, shall be isolated. 

The electrical resistance of each wheelset measured across the treads of the two wheels 
shall  not  exceed  0.01  ohm  for  new  or  reassembled  wheelsets  incorporating  new 
components.   

These resistance measurements are to be made using an applied voltage of 1.8 to 2.0 V. 

2.11.  Vehicle dynamic behaviour (wheel-rail interaction) 

2.11.1. Description of the parameter 

The  basic  parameter  defines  the  limiting  criteria  to  which  a  vehicle  must  conform  in 
order  to  negotiate  safely  the  track  features  it  may  experience.  It  includes  the  limiting 
track features against which conformance has to be assessed. 

It also indicates acceptable methods of validation including analysis, laboratory tests and 
track tests. 

2.11.2. Characteristics to be respected 

2.11.2.1. 

General 

The dynamic behaviour of a vehicle has strong effects on safety against derailment and 
running stability. The vehicle dynamic behaviour is determined by: 
• 
•  static  track  features  (alignment,  track  gauge,  cant,  rail  inclination,  discrete  and 

the maximum speed 

periodic track irregularities) 

•  dynamic track features (horizontal and vertical track stiffness and track damping) 
•  wheel / rail contact parameters (wheel and rail profile, track gauge) 
•  wheel defects (wheel flats, out of roundness)  
• 
•  suspension characteristic of the vehicles 
•  distribution of the payload. 

 mass and inertia of car body, bogies and wheelsets 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
In  order  to  guarantee  safety  and  running  stability,  measurements  in  different  operating 
conditions or comparison studies with proven design (e. g. simulation / calculation) have 
to be carried out to assess the dynamic behaviour.  
Rolling stock must have characteristics which enable stable running within the applicable 
speed limit. 

2.11.2.2. 

Functional  and 

technical  specifications  of  the 

subsystem 

Safety against derailment and running stability 

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

In order to prevent track shifts, interoperable rolling stock shall comply with 
the Prud’homme criteria for the maximum transverse force  

(ΣY)lim or (H2m)lim 
((H2m) is the floating mean value of the lateral force in an axle measured over 
2 m)  
This  value  will  be  given  by  the  TSI  Infrastructure;  until  that  time  national 
rules will apply. 
In curves, the limit of the quasi-static lateral force on the outer wheel is 

This  value  will  be  given  by  the  TSI  Infrastructure;  until  that  time  national 
rules will apply. 

Yqst,lim 

•  Y/Q forces 

To limit the risk of wheel climb on the rail the quotient of lateral force Y and 
vertical load Q of a wheel must not exceed  

(Y/Q)lim = 0.8 for large curves R ≥ 250 m 
(Y/Q)lim = 1.2 for small curves R < 250 m 

•  Vertical force 

The maximum dynamic vertical force exerted on the rail is 

Qmax 
This  value  will  be  given  by  the  TSI  Infrastructure;  until  that  time  national 
rules will apply.  
In curves the limit of the quasi-static vertical force on the outer wheel is 

Qqst,lim 
This  value  will  be  given  by  the  TSI  Infrastructure;  until  that  time  national 
rules will apply. 

Safety against derailment when running on twisted tracks 

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

for a wheel base of 1.3 m ≤ 2a* ≤  20 m 

g lim = 20/2a* + 3 

 
 
 
 
 
 
 
 
 
 
 
 
g lim≤ 7‰ 

With a wheelbase of 2a* > 20 m, the limit value glim = 3‰. 

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

Maintenance rules 

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

• 
• 
• 

suspension characteristics 
body-bogie connections 
tread profile. 

The  maximum  and  minimum  dimensions  for  wheelsets  and  wheels  for  standard  gauge 
will be given in the Freight wagons TSI. 

2.12.  Longitudinal compressive Forces  

2.12.1. Description of the parameter 

This  parameter  describes  the  maximum  longitudinal  compressive  force  which  can  be 
applied  on  an  interoperable  freight  wagon  or  an  individual  vehicle  of  an  interoperable 
train-set during braking or during a pushing operation, without any risk of derailment. 

2.12.2. Characteristics to be respected 

2.12.2.1. 

General 

When  subjected  to  longitudinal  compressive  forces,  the  wagon  has  to  continue  to  run 
safely. In order to guarantee safety against derailment, the wagon or system of coupled 
wagons  has  to  be  assessed  by  tests,  calculations  or  through  comparison  with  the 
characteristics of approved (certified) wagons.  
The longitudinal force that can be applied on a vehicle without derailing has to be higher 
than  a  threshold  value  depending  on  the  vehicle  design  (two  axle,  bogie  wagon,  fixed 
group of vehicles, Combirail, Road- Railer™, etc.) fitted with UIC coupler or accepted 
central coupler or coupling rod/short couplers. 
The  conditions  to  certify  the  wagons,  fixed  groups  of  wagons  and  coupled  groups  of 
wagons are given in the following section. 
The conditions that affect the maximum longitudinal compressive force that a wagon is 
capable of withstanding without derailment include: 
•  cant deficiency 
• 
•  system of draw gear and buffers on the wagons or specially coupled wagon-groups 
•  design characteristics of the wagon 
•  characteristics of the line 
• 

train driver’s handling of the train, especially braking      

train and wagon braking system 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
load distribution of the individual freight wagons. 

•  wheel / rail contact parameters (wheel and rail profile, track gauge) 
• 
The longitudinal compressive force has a strong effect on safety against derailment of a 
vehicle. Therefore measurements in different operating conditions have been carried out 
to  find  the  acceptable limits of longitudinal compressive force that can be applied on a 
vehicle without risk of derailment. Experience with different wagon-types has resulted in 
different  methods  of  acceptance  depending  on  factors  such  as  tare  weight,  length, 
wheelbase,  overhang,  distance  between  pivots  etc.  To  avoid  tests  the  wagons  have  to 
correspond with the characteristics of previously approved wagons, or been built due to 
approved design characteristics of wagons and fitted with approved components such as 
certified bogies. 

2.12.2.2. 

Functional  and 

technical  specifications  of  the 

subsystem 

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

transverse wheel / rail forces  -Y- 

• 
•  vertical forces  -Q- 
• 
•  braking forces (due to wheel / rail contact, dynamic braking and different braking 

lateral forces on axle-boxes  -Hij-  

groups of the wagons and trains) 
•  diagonal and vertical buffer forces 
•  coupling forces ±Z 
•  damping of buffer- and coupling forces 
• 
• 
• 
•  wheel lift 
•  axle guide deflection 

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

Longitudinal  Compressive  Forces  (LCF)  are  influenced  by  many  factors.  The  different 
factors are given in the documents for construction and operating conditions of wagons 
to which it is necessary to certify wagons for normal traffic on different lines and under 
different conditions. 
In  order  to  certify  wagons  for  mixed  traffic  on  the  European  Network,  it  has  been 
clarified through tests on special testing track and in running trains on different lines that 
wagons  can  withstand  a  minimum  longitudinal  force,  without  derailing.  The  following 
definition was made: 
Freight wagons fitted with screw couplings and side-buffers as well as compositions of 
freight  wagons  fitted  with  screw  couplings  and  side-buffers  at  their  outer  ends  and 
coupling  rod/short  coupler  between  the  units,  must  withstand  independently  from  their 
type, a minimum longitudinal force measured in the conditions of the reference test of: 
•  200 kN for two-axle freight wagons with UIC coupling 
•  240 kN for freight wagons fitted with two-axle bogies with UIC coupling 
•  500 kN for freight wagons with all types of central bar couplers and without buffers. 
For other coupling systems, limit values are not yet defined. 

 
 
 
 
 
 
 
 
2.12.2.3. 

Maintenance rules 

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

2.13.  Braking performance  

2.13.1. Description of the parameter 

Braking  performance  of  a  train  or  a  vehicle  is  the  result  of  a  process  of  retarding  the 
train  within  defined  limits.  It  covers  all  factors  involved  in  the  conversion  and 
dissipation  of  energy  and  includes  train  resistance.  Individual  vehicle  performance  is 
defined  so  that  the  overall  braking  performance  of  the  train  can  be  derived 
operationally. 

Braking performance for an individual vehicle has to be determined for 

•  Emergency brake, 
•  Full service brake. 

Braking performance is fully defined by: 

•  Deceleration  curve  (deceleration  =  f(speed),  at  the  minimum:  mean  deceleration  (= 

average deceleration)), 

•  Time  delay  (time  delay  covers  signal  transmission  delay  and  a  ratio  of  application-

time), 

•  Minimum  deceleration  at  any  points  during  the  braking  process  (e.  g.  to  counter 

gradient effects), 

•  Differentiation between Emergency and Full Service braking. 

2.13.2. Characteristics to be respected 

2.13.2.1. 

General 

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

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

Vehicles must be equipped with continuous automatic brake.  

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
A  brake  is  continuous  if  it  allows  the  transmission  of  signals  and  energy  between 
adjacent vehicles when coupled in a train. 

A continuous brake is automatic, if it becomes effective immediately on the whole train 
with every inadvertent break of the control train line, e. g. brake-pipe. 
Where  it  is  not  possible  to  detect  the  state  of  the  brake,  an  indicator  showing  the  state 
shall be provided on both sides of the vehicle. 

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

2.13.2.2. 

Functional  and  Technical  Specification  of  braking 

performance  

Control train line 

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

Braking Performance elements 

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

Deceleration profile 

The deceleration profile describes the predicted instantaneous deceleration of the vehicle 
(at the level of a vehicle) or the train (at the level of a train) in normal conditions. The 
deceleration  profile  of  the  train  is  to  be  calculated  from  knowledge  of  all  individual 
deceleration  profiles of the  train’s  vehicles.  The  deceleration  profile  includes  the  effect 
of: 

a) the response time between brake demand and reaching full brake effort. 

Te 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Proportion of
braking effort

Beginning of
braking
effort

Brake demand

100%

0%

t1

t2

Full braking
effort

Time

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

b)  the  corresponding  function  (deceleration  =  F(speed))  as  defined  as  a 
succession of sections with a constant deceleration. 

Acceleration

Speed

(V4, a4)

(V3, a3)

(V1, a1)

(V2, a2)

Note: a denotes the instantaneous deceleration and V the instantaneous speed 

Brake mass percentage 

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

 
 
 
 
 
 
 
 
 
 
 
The  method  of  determining  the  brake  mass  /  brake  mass  percentage  shall  remain 
applicable  beside  the  method  of  deceleration  profiles.  So  both  methods  shall  be 
required, and the manufacturer shall supply these values.  This information is required 
to be entered in the Rolling Stock Register. 
Braking power for an individual vehicle shall be determined in emergency braking for 
each  braking  mode  (e.g.  G,  P,  R,  P  +  Ep)  available  on  the  vehicle  and  for  several 
loading conditions including at least the tare and the full load.  

G braking mode 

Brake  mode  used  for  freight  trains  with  specified  brake  application  time  and  brake 
release time. 

P braking mode 

Brake mode for passenger trains and freight trains with specified brake application time 
and brake release time and specified brake mass percentage. 

R braking mode 

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

Ep brake (indirect Electro-pneumatic brake) 

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

Emergency braking 

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

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

Te (s) 
(range) 

1.5 – 3 

1.5 – 3 

Speed limit 100 km/h 

Speed limit 120 km/h 

lambda 
Braking 
distance 
100 % 
480 m 

Minimum 
mean 
deceleration 
0,91 

lambda 
Braking 
distance 
100 % 
700 m 
100 % 
700 m 

Minimum 
mean 
deceleration 
0.88 

0.88 

Braking 
mode 
P 

A: 

Case 
empty 
B: 
Case 
only 
Brake 
on 
wheels 
loaded at 18 t 
per wheelset 
Case 

C:  1.5 – 3 

90 % 

0.80 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
only 
Brake 
on 
wheels 
loaded at 20 t 
per wheelset 
Case D: 
Full loaded 
(other cases) 
G 

1.5 – 3 

9 – 15 

765 m 

0.88 

100 % 
700 m for 
disk brakes 1 
Not applicable 

65 % 
700 m 

0.6 

of  wagons 

There  shall  be  no  separate 
assessment  of  the  braking 
in 
power 
position G. 
A  wagon’s  braked  mass  in 
position G shall be the same 
in 
as 
position P. 

braked  mass 

Te:  Equivalent  Build-up-time  of  application  and  half  the  individual  vehicle 
response time for single-pipe freight wagons. 

This table is based on a reference speed of 100 km/h and an axle load of 22.5 t, and 120 
km/h  and  an  axle  load  of  20  t.  Higher  axle  loads  can  be  accepted  under  specific 
operational conditions. The permitted maximum axle load shall be in accordance with the 
infrastructure requirements. 

In  braking  mode  P  and  G,  lambda  shall  be  not  higher  than  130  %  in  all  cases  without 
wheel slide protection (WSP) (especially important in the empty state). 

2.13.2.3. 

Mechanical components 

A  device  to  automatically  maintain  the  design  clearance  between  the  friction  pair  is 
mandatory. 

2.13.2.4. 

Energy storage 

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

1 80% for wagons with only shoe brakes; the charge is then limited to 18 t.  

 
 
 
 
 
 
 
 
 
 
                                                 
2.13.2.5. 

Energy limits 

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

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

1.  2 successive emergency braking from the maximum speed on straight and flat 

track with minimum wind and dry rail; 

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

2.13.2.6. 

Wheel slide protection (WSP) 

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

The use of a WSP is mandatory for wagons: 

a) 
equipped with brake blocks made of cast iron or sintered material, for which the 
maximum  mean  utilisation  of  adhesion  (δ)  is  greater  than  15  %  starting  from  a 
speed of 120 km/h (lambda ≥ 160 %). The maximum mean utilisation of adhesion 
is shown by calculating the maximum mean adhesion (δ) from individual braking 
distances obtained from the possible range of vehicle mass. δ is therefore related 
to  the  measured  braking  distances  necessary  for  determining  the  braking 
performance (δ = f(V, Te, stopping distance)).  

b) 
equipped  with  disc  brakes  only  or  composite  blocks,  for  which  the  maximum 
utilisation of adhesion (see above for the definition of the maximum utilisation of 
adhesion (δ)) is greater than 11 % at a speed of 120 km/h (lambda ≥ 125 %). 

c) 
With maximum operating speed ≥ 160 km/h. 

2.13.2.7. 

Air-supply 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Freight  wagons  shall  be  designed  to  be  able  to  work  with  compressed  air  compliant  at 
least with class 4.4.5 as defined by ISO 8573-1. 

2.13.2.8. 

Parking Brake 

A  parking  brake  is  a  brake  used  to  prevent  parked  rolling  stock  moving  under  the 
specified conditions taking into account the place, wind, gradient and rolling stock state, 
until intentionally released. 

It  is  not  compulsory  for  all  wagons  to  be  equipped  with  a  parking  brake.  Operational 
rules, taking into account the fact that not all wagons in a train are equipped with these 
brakes,  are  described  in  the  Traffic  Operation  and  Management  TSI  (e.g.  train 
composition rules and other means to immobilise the train).   

If the wagon is equipped with a parking brake, it shall meet the following requirements. 

The power source for providing the parking brake effort shall be derived from a different 
power source than the automatic service / emergency brake.  

The parking brake shall operate on at least half of the wheelsets, with a minimum of 2 
wheelsets per wagon.  

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

The  wagon  parking  brake  shall  be  accessed  and  operated  from  the  ground  or  on  the 
vehicle.    Handles  or  hand  wheels  shall  be  used  to  operate  the  parking  brake,  but  only 
hand wheels may be used for brakes operated from the ground. Parking brakes that are 
accessible  from  the  ground  shall  be  available on  both  sides  of  the  vehicle.    Handles  or 
hand wheels shall apply the brakes when they are turned in a clockwise direction. 

Where the parking brake controls are fitted inside a vehicle, they shall be accessible from 
both sides of the vehicle. Where the parking brake can be superimposed with other brake 
applications,  either  whilst  moving  or  statically,  the  vehicle  equipment  shall  be  able  to 
withstand the imposed loads for the life of the vehicle. 

It  shall  be  possible  to  release  the  parking  brake  manually  in  an  emergency  situation  at 
standstill. 

The parking brake shall conform to the table below.  

Wagon not specifically listed below 

At least 20% of a keeper’s fleet with the 
parking brake operated from the wagon 
(platform  or  gangway)  or  the  ground, 
spread  over 
the  greatest  possible 
number of types of wagons 

the 
Wagons  built  specifically 
transport of loads requiring precautions 
as follows or / and according to Council 

for 

One  per  wagon  operated  from  the 
vehicle (platform or gangway) 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Directive 96/49/EC (RID): 
livestock; fragile loads; compressed or 
liquefied gases; materials which give 
off inflammable gases when in contact 
with water causing combustion; acids; 
corrosive or combustible liquids; loads 
igniting spontaneously, catching fire or 
exploding easily 
Wagons  whose  special  fittings  for 
load  must  be 
the 
accommodating 
treated  with  caution,  i.e.  carboy,  jar  or 
cask wagons; tanks of aluminium; tanks 
lined  with  ebonite  or  enamel;  crane 
wagons  (or  /  and  according  to  Council 
Directive 96/49/EC (RID)) 
Wagons  with  a  superstructure  built 
specifically  for  the  transport  of  road 
the  multi-deck 
vehicles, 
wagons for the transport of motor cars 
Wagons 
transport  of  de-
mountable  swap  bodies  for  horizontal 
transhipment 
Wagons comprising several 
permanently coupled units 

including 

the 

for 

One  per  wagon  operated  from  the 
wagon (platform or gangway) 

One  per  wagon  operated  from  the 
wagon  (platform or gangway) and 20% 
of  these  having  the  parking  brake  also 
operated from the wagon floor 
One  per  wagon  operated  from  the 
ground 

A minimum of two axles (on one unit) 

The parking brake shall be designed such that fully loaded wagons shall be held 
in a gradient of 4.0 % with maximum adhesion of 0.15 with no wind. 

 
 
 
 
 
 
 
2.14.  Vehicle capability to transmit information between ground and vehicle 

2.14.1. Description of the parameter 

This  basic  parameter  indicates  the  required  minimum  capabilities  of  data  transmission 
between  vehicle  and  ground.  This  capability  may  range  from  simple  vehicle 
identification (e.g., wagon number) to complex data exchange processes, e.g., needed to 
support load monitoring, fleet management, etc. 

2.14.2. Characteristics to be respected 

2.14.2.1. 

General 

Application  of  tags  is  not  mandatory.  If  a  wagon  is  fitted  with  radio-frequency 
identification devices (RFID-tag), the following specification shall be applied. 

2.14.2.2. 

Functional  and 

technical  specification  of 

the 

subsystem 

Two "passive" tags shall be fitted, one on each side of the wagon in the areas indicated in 
the  following  figure  2,  such  that  the  unique identification  number  of  the  wagon can  be 
read by a trackside device (the tag reader). 

Fig. 2 Tag position on wagon 

 
 
 
 
 
 
 
 
 
 
 
 
 
When available, trackside devices (tag readers) shall be capable of decoding tags passing 
at  a  speed  of  up  to  30  km/h  and  make  this  decoded  information  available  to  a  ground-
based data transmission system. 
Typical installation constraints are given in figure 3 where the reader position is defined 
by a cone. 

Fig. 3 - Installation constraints for tag readers 

The  physical  interactions  between  the  reader  and  the  tag,  the  protocols  and  the 
commands, and the collision arbitration schemes, shall conform to ISO18000-6 type A. 
When  fitted,  tag  readers  shall  be  positioned  at  entry  and  exit  points  of  locations  where 
train formation can be changed. 
The  tag  reader  shall  provide  at  a  minimum  to  the  interface  with  any  data  transmission 
system the following: 
•  Unambiguous  identification  of  the  tag  reader,  among  those  that  may  be  installed  in 

the same location, in order to identify the track being monitored, 

•  Unique identification of every wagon passing, 
•  Time and date for each wagon passing. 
Time and date information shall be accurate enough in order that a subsequent processing 
system is able to identify the actual physical train composition. 

2.14.2.3. 

Maintenance rules 

Inspections according to the maintenance plan shall include: 
•  presence of tags, 
•  correct response, 
•  processes to ensure that tags will not be degraded during the maintenance procedures. 

 
 
 
 
 
 
 
 
 
 
2.15.  Environmental  conditions  for  rolling  stock  (Range  of  functioning  of 

components) 

2.15.1. Description of the parameter 

It specifies the range of functioning of rolling stock components. It may be expressed in 
classes for temperature etc. thereby giving the choice for the operator / manufacturer to 
build  a  vehicle  suitable  for  operation  all  over  Europe,  as  the  automotive  industry  is 
doing, or have a restricted use. 

The  different  environmental  conditions  of  the  lines  are  defined  in  the  “Register  of 
Infrastructure”. 

2.15.2. Characteristics to be respected 

2.15.2.1. 

General 

The rolling stock, as well as the on-board equipment, shall be able to be put into service 
and  operate  normally  in  the  conditions  and  climatic  zones  for  which  the  equipment  is 
designed and in which it is likely to run. 
The environmental conditions are expressed in classes for temperature etc. thereby giving 
the choice for the operator to procure a vehicle suitable for operation all over Europe, or 
have a restricted use.  
The  "Register  of  Infrastructure"  will  specify  the  ranges  of  environmental  conditions 
likely to be experienced on the individual lines. The same ranges will be used to assist 
reference to operating rules. 
The range limits specified are those which have a low probability of being exceeded. All 
specified values are maximum or limit values. These values may be reached, but do not 
occur  permanently.  Depending  on  the  situation  there  may  be  different  frequencies  of 
occurrence related to a certain period of time. 

2.15.2.2. 

Functional  and 

technical  specifications  of  the 

subsystem 

Altitude 

The wagons shall perform as specified for all altitudes up to 2000 m. 

Temperature 

Classes 

Design level classes 

TRIV 

Tn 

Subsystems  and  components  have  different  temperature  requirements. 
Details will be given in the relevant TSI 

Air temperature range external to vehicle [°C]: 
-40     +35 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Ts 

-25     +45 

The  class  TRIV  is  identical  to  the  temperature  design  level  of  all  interoperable  wagons 
existing before implementation of the relevant TSI. The design level for class TRIV will 
be given in the relevant TSI.  

All  freight  wagons  intended  for  international  traffic  shall  comply  as  a  minimum  with 
temperature class TRIV.  

In addition to design level class TRIV the external temperature classes Ts and Tn exist.  

A TRIV wagon is permitted to operate in: 

•  permanent use on Ts lines; 
•  permanent use on Tn lines in the period of the year when temperature is expected to 

be above -25 °C; 

•  non-permanent use on Tn lines in the period of the year when temperature is expected 

to be below -25 °C.  

Remark: it will be the choice of wagon buyer to decide the additional temperature range 
of the wagon according to its intended use (Tn, Ts, Tn + Ts, or nothing more than TRIV).  

Humidity 

The following external humidity levels shall be considered: 
Yearly average: ≤ 75% relative humidity;  
On 30 days in the year continuously: between 75% and 95% relative humidity; 
On the other days occasionally: between 95% and 100% relative humidity; 
Maximum absolute humidity: 30 g/m3 occurring in tunnels. 
An operationally caused infrequent and slight moisture condensation shall not lead to any 
malfunction or failure. 
The  relevant  TSI  will  specify  the  range  of  variation  of  the  relative  humidity  for  the 
different temperature classes that it is considered will not be exceeded for more than 30 
days per year. 
At cooled surfaces, 100% relative humidity may occur causing condensation on parts of 
equipment; this shall not lead to any malfunction or failure. 
Sudden  changes  of  the  air  temperature  local  to  the  vehicle  may  cause  condensation  of 
water on parts of equipment with rate of 3 K/s and maximum variation of 40 K. 
These conditions particularly occurring when entering or leaving a tunnel shall not lead 
to any malfunction or failure of the equipment. 

Rain 

Rain rate of 6 mm/min shall be taken into account. The effect of rain shall be considered 
depending on the equipment installation together with wind and vehicle movement. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
Snow, ice and hail 

Consideration  shall  be  given  to  the  effect  of  all  kind  of  snow,  ice  and  /  or  hail.  The 
maximum  diameter  of  hailstones  shall  be  taken  as  15  mm,  larger  diameter  may  occur 
exceptionally. 

Solar radiation 

Equipment design should allow for direct exposure to solar radiation at the rate of 1120 
W/m2 for a maximum duration of 8h. 

Pollution 

The effects of pollution shall be considered in the design of equipment and components. 
The severity of pollution will depend upon the location of the equipment. Means may be 
provided  to  reduce  pollution  by  the  effective  use  of  protection.  The  effects  of  the 
following kinds of pollution shall be considered: 

Chemically active substances 

Class 5C2 of EN 60721-3-5:1997 

Contaminating fluids 

Class  5F2  (electrical  engine)  of  EN 
60721-3-5:1997 
Class 5F3 (thermal engine) of EN 60721-
3-5:1997 

Biologically active substances   Class 5B2 of EN 60721-3-5:1997. 
Dust 

Stones and other objects 

leaves,  pollen, 

Grasses  and 
flying insects, fibres etc. 
Sand 
Sea spray 

Defined  by  class  5S2  of  EN  60721-3-
5:1997 
Ballast  and  other  of  maximum  15  mm 
diameter 
For the design of ventilation ducts 

According to EN 60721-3-5:1997 
According to EN 60721-3-5:1997  
Class 5C2 

2.16.  Emergency Exits and Signposting  

2.16.1. Description of the parameter 

The basic parameter gives provisions on 

(cid:131)  Safety instructions for staff: 

–  Safety instructions containing all information needed for the staff to prevent and 

handle an emergency situation; 
Instructions for the safety training of staff (plan, documentation, training). 

– 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
(cid:131)  Traffic management and rescue instruction for operation: 

–  Documents  for  definition  of  the  location  and  operation  of  the  emergency  and 
recovery  features  of  the  vehicle  have  to  be  provided.  This  is  needed  for  the 
Infrastructure manager and the rescue coordination centre and services. 

2.16.2. Characteristics to be respected 

There is no requirement for emergency exits or signposting relating to emergency exits 
on  freight  wagons.    However,  in  the  event  of  an  accident,  there  is  a  requirement  for  a 
rescue plan and related information notices. 
Freight  wagons  shall  have  pictograms  attached,  as  specified  in  paragraph  relating  to 
Marking of Wagons, indicating where the wagon may be lifted, and whether the running 
gear requires detaching before lifting takes place. 

2.17.  Fire Safety  

2.17.1. Description of the parameter 

The basic parameter includes the measures to guarantee a suitable safety level to prevent 
fire  and  manage  the  consequences  in  the  event  of  fire.  It  may  include  e.g.  design 
measures to avoid fire-ignition and -propagation. 

2.17.2. Characteristics to be respected 

2.17.2.1. 

General 

•  Design shall limit fire ignition and propagation; 
•  No toxic fume requirements shall be taken in account; 
•  The goods carried on freight wagons should not be taken into account – neither as a 
primary 
fire  propagation. 
In case of dangerous goods carried on freight wagons only RID requirements shall be 
applied to them in all aspects of fire safety; 

source  nor  as  a  mean  of 

ignition 

feeding 

•  The goods of freight wagons shall be protected against foreseeable sources of ignition 

on the vehicle; 

•  The  material  used  on  freight  wagons  shall  limit  the  generation,  propagation  of  fire, 
and  production  of  smoke  in  the  event  of  fire  on  primary  ignition  source  of  7  kW 
during 3 min; 

•  The  design  rules  shall  be  applied  for  any  fixed  equipment  of  the  vehicle,  if  it  is  a 

potential source of fire ignition, e.g. cooling devices containing fuel; 

•  A member state shall not require smoke detectors to be installed on freight wagons. 

2.17.2.2. 

Technical specification for freight wagons 

Definitions  

 
 
 
 
 
 
 
 
 
 
 
 
Fire integrity 

Is the ability of a separating construction element, when exposed to fire on one side, to 
prevent  the  passage  through  it  of  flames,  hot  gases  and  other  fire  effluents  or  the 
occurrence of flames on the unexposed side. 

Thermal insulation 

Is  the  ability  of  a  separating  construction  element  to  prevent  excessive  transmission  of 
heat. 

Normative References  

1 

2 

3 

4 

5 

6 

EN 1363-1 
October 1999 
EN ISO 4589-2 
October 1998 
ISO 
1996-08-01 

5658-2 

ISO  5659-2 

EN 
October 1998 

EN 50355 
November 2002 

EN ISO 9239-2 
December 2003 

Design rules  

– 

to 

of 

fire 

tests 

Spread 

Fire resistance tests 
Part 1: General requirements 
Determination  of  burning  behaviour  by  oxygen  index  – 
Part 2: Ambient temperature test 
Reaction 
flame 
Part  2  Lateral  spread  on  building  products  in  vertical 
configuration 
generation 
Plastic 
Part 2: Determination of optical density by a single chamber 
test 
Railway applications – Railway rolling stock cables having 
special  fire  performance  –  Thin  wall  and  standard  wall  – 
Guide to use 
Reaction 
flooring- 
Part 2 Determination of flame spread at a heat flux level at 
25 kW m2 

Smoke 

tests 

fire 

for 

for 

– 

Spark protection of the load shall be provided separately where the floor does not provide 
that protection. 

The  underside  of  the  vehicle  floor,  in  those  locations  where  it  is  exposed  to  potential 
sources of fire and when spark protection is not provided, shall be provided with thermal 
insulation and fire integrity.  

Material requirement 

In  the  following  table  the  parameters  used  to  define  requirements  and  their 
characteristics,  are  listed.  Also  stated  is  whether  the  numerical  value  in  the  tables  of 
requirements represents a maximum or minimum for compliance.  
A reported result equal to the requirement is compliant. 

Test Method 

Parameter 

Units 

EN ISO 4589-2 [2] 
ISO 5658 [3] 

LOI 
CFE 

% Oxygen 
kWm-2 

Requirement 
definition 
minimum 
minimum 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
EN ISO 9239-2 [6] 
EN ISO 5659-2 [4] 

CFE 
Ds max 

kWm-2 
Dimensionless 

minimum 
maximum 

Minimum Requirements 

Parts  or  materials  having  a  surface  area 
below, shall be tested with minimum requirements. 

less 

than 

the  surface  classification  

Test Method   Parameter
EN ISO 
4589-2 [2] 

LOI 

Unit 
% Oxygen 

Requirement 
≥ 26 

Requirements for material used as surface except floors 

Parameter

Unit 

Requirement 

CFE 

kWm-2 

≥ 24 

Ds max  Dimensionless

≤ 600 

Method : 
Conditions 
Parameter 
ISO 5658-2 
[3] 
CFE 
EN ISO 
5659-2 [4]  
50kWm-2  

Requirements for material used as surface for floor 

Parameter

Unit 

Requirement 

CFE 

kWm-2 

≥ 4.5 

Ds max  Dimensionless

≤ 600 

Method : 
Conditions 
Parameter 
EN ISO 
9239-2 
[6]CFE 
EN ISO 
5659-2 [4]  
50kWm-2  

Surface classification 

All  materials  used  shall  meet  the  minimum  requirements  where  the  surface  area  of  the 
material / item is less than 0.25m2 and  

•  on a ceiling: 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
o 

o 

the  maximum  dimension  in  any  direction  on  the  surface  is  less  than  1m  
and 
the separation from another surface is greater than the maximum extent of 
the surface (measured horizontally in any direction on the surface); 

•  on a wall and the floor : 

o 

o 

the  maximum  dimension  in  a  vertical  direction  is  less  than  1m 
and 
the separation from another surface is greater than the maximum extent of 
the surface (measured vertically for walls or horizontally for floors). 

Cable requirements 

Cable  used  for  electrical installation on freight wagons shall be in accordance with EN 
50355 [5]. For fire safety requirements the hazard level 3 shall be taken in account.  

Maintenance of the fire protection measures 

The  condition  of  fire  integrity  and  thermal  insulation  measures  of  the  freight  wagons 
(e.g. floor protection, wheel spark protection) shall be checked every overhaul period and 
intermediate periods where it is appropriate to the design solution and field experience. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
3.  BASIC  PARAMETERS  RELATED  TO  THE  TSI  ON  TELEMATIC  APPLICATIONS 

FOR FREIGHT  

3.1.  Consignment Note data 

3.1.1.  Description of the parameter 

The Consignment Note has to be sent by the Customer to the Lead RU (LRU). It must 
show  all  the  information  needed  to  carry  a  consignment  from  the  consignor  to  the 
consignee. The LRU must supplement this data with additional information.  
These  data  are  the  basis  for  a  path  request  on  short  notice,  if  this  is  required  for  the 
execution of the consignment note.  

3.1.2.  Characteristics to be respected 

Wagon order 

The wagon order is primarily a subset of the Consignment Note information. 
The main content of the wagon order is: 
• 
• 
• 
•  Wagon information 
• 

Consignor and consignee information 
Routing information 
Consignment identification 

Place and time information 

Data exchange in case of Open Access 

In the case of Open Access no message exchange is needed with other RUs. 

Data exchange in case of Co-operation mode 

In  the  case  of  co-operation  with  various  RUs,  the  LRU  must  send  Wagon  Orders  to  the  RUS 
involved  in  the  transport  chain.  The  Content  of  Wagon  Order  must  show  the  relevant 
information which is needed for an RU to effect transportation during its responsibility 
until  handover  to  next  RU.  Therefore  the  content  is  dependent  on  the  role  to  be 
performed  by  the  Railway  Undertaking:  Origin-,  Transit-  or  Delivery  RU  (ORU,  TRU, 
DRU). 

Wagon order messages 

The following Wagon Orders must be distinguished: 

•  Wagon Order for the Origin Railway Undertaking (ORU); 
•  Wagon Order for the Delivery Railway Undertaking (DRU); 
•  Wagon Order for the Transit Railway Undertaking (TRU). 

 
 
 
 
 
 
 
 
 
 
 
 
 
3.2.  Path Request 

3.2.1.  Description of the parameter 

Here  the  dialogue  between  RUs  and  IMs  to  get  the  agreement  of  a  train  movement  at 
short notice is described. This dialogue is stated by an RU but will involve all RUs and 
IMs necessary in moving the train along the desired path. 

3.2.2.  Characteristics to be respected 

Train Path 

The  Train  Path  defines  the  requested,  accepted  and  actual  data  to  be stored  concerning 
the path of a train and the characteristics of the train for each segment of that path. 

Long term planning 

The long term planning of paths (timetables) is out of the scope of the TSI. 

Path Request on short notice 

Due to exceptions during the train running or due to transport demands on a short time 
basis,  a  Railway  Undertaking  must  have  the  possibility  to  get  an  ad  hoc  path  on  the 
network.  
In  the  first  case,  immediate  actions  have  to  be  started,  whereby  the  actual  train 
composition based on the train composition list is known.  
In  the  second  case,  the  Railway  Undertaking  must  provide  the  Infrastructure  Manager 
with all necessary data concerning when and where the train is required to run together 
with the physical characteristics in so far as they interact with the infrastructure. These 
data are mainly given in the supplemented consignment note, respectively in the wagon 
orders. 

Open Access 

The RU contacts all involved IMs directly or via the One Stop Shop (OSS) to organise 
the paths for the complete journey. In this case the RU has also to operate the train on the 
complete journey according to Article 13 of the Directive 2001/14/EC. 

Co-operation Mode 

Each RU involved in the Transport Journey from A to B contacts the local IMs directly 
or via OSS to request a path for the journey section on which it operates the train.  

Path request dialog for short notice 

In  both  scenarios  the  booking  procedure  of  a  path  on  short  notice  follows  the  dialog 
between RU and IM involved as described below: 

Path Request 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
RU to IM(s) involved, this message must be sent for a path request at short notice.  

Path Details 

This  message  must be  sent  from  IM(s) to RU confirming details of path in response to 
RU’s “Path Request”, perhaps with changed values. 

Path Confirmed 

This  message  must  be  sent  from  the  RU  to  the  IM  for  the  acceptance  of  the  “Path 
Details” from the IM in response to the RU’s original request. 

Path Details Refused 

This message must be sent from the RU to the IM when not accepting the “Path Details” 
from the IM in response to RU’s original request, if there are changed values, which the 
RU cannot accept. 

Path Cancelled 

Advice from the RU to the IM to cancel a previously booked path or a part of it. 

Path Not Available 

Advice  from  the  IM  to  the  RU  that  the  booked  path  is  not  available  (cancellation  of  a 
booked path by IM). 

Receipt Confirmation 

This  message  must  be  sent  from  the  recipient  of  a  message  to  the  originator  of  the 
message when the required response cannot be made available in real-time.  

3.3.  Train Preparation 

3.3.1.  Description of the parameter 

This  parameter  specifies  the  messages  which  must  be  exchanged  during  the  train 
preparation phase until the start of the train. This parameter contains three groups of data: 
–  Train  composition  relating  to  the  make  up  of  the  train  and  its  actual  characteristics. 

This is made available to all IMs and RUs involved with the train; 

–  Reaction of the IM, when receiving the train composition; 

–  The  dialogue  between  IM  and  RU  for  each  segment  on  the  train  journey  that  is 

necessary when the train is ready. 

3.3.2.  Characteristics to be respected 

Access to registers and Reference files 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
For the preparation of the train, the RU must have access to the actual infrastructure data 
(infrastructure  register),  to  the  dangerous  goods  reference  file,  to  the  technical  wagon 
data  and  to  the  current,  updated  information  status  on  the  wagons.  This  refers  to  all 
wagons on the train. 

 
 
 
Conditions for sending the train composition 

If the train composition is changed at a location, this message must be exchanged once 
more to all parties involved with information updated by the RU. 

The train composition message 

The  train  composition  message  must  contain  all  data  required  for  safe  and  efficient 
traffic.  These are  the  data  concerning the  physical  characteristics  of  a  train  in so  far as 
these interact with the infrastructure network over which it is to run. 

IM reactions on the train composition 

Train accepted 

Depending on the contractual agreement between the IM and the RU and on regulatory 
requirements, the IM may also advise the RU if the train composition is acceptable for 
the booked path. This is effected with this message. This message is optional, if nothing 
else is agreed between IM and RU. The train preparation can be completed. 

Train not Suitable 

If  the  train  is  not  suitable  for  the  previously  agreed  path,  the  IM  must  inform  the  RU, 
with this message. In this case the RU has to recheck the train composition or to cancel 
the train path and to request new path. 

Train start dialogue 

At  each  point  where  the  responsibility  changes  on  the  RU  side,  the  start  procedure 
dialogue is obligatory. 

Train ready 

This message must be sent from RU to IM indicating that the train is ready for access to 
the network. 

Train Position 

This message may be sent from the IM to the RU defining exactly when and where the 
train  should  present  itself  to  the  network  as  an  answer  to  the  train  ready  message.  The 
transmission  of  this  message  depends  on  the  contractual  arrangement  between  the  RU 
and the IM.  

Train at Start 

This message may be sent from the RU to the IM when having received a “train position” 
message from the IM, to indicate that the train has started its journey. This message must 
have an identifier to which it refers. 

Train Running Advice 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
IM  to  RU,  this  message  must  be  sent  to  indicate  that  the  train  has  arrived  on  the 
infrastructure 

3.4.  Train Running Forecast 

3.4.1.  Description of the parameter 

This parameter describes the messages issued by the IM to the RU and also exchanged 
between the IMs involved at agreed reporting points.  

Train Running Forecast  

The  message  contains  the  forecasted  time  of  the  train  at  a  specified  location  e.g.  if  the 
specified  location  is  a  hand  over  point,  then the  forecasted  time  is  the  ETH  (Estimated 
Time  of  Handover).  For  all  other  reporting  points  the  forecasted  time  is  TETA  (Train 
Estimated Time of Arrival) 

Train Running Advice 

The  message  contains  the  actual  arrival  time,  departure  time  or  pass-through  time  of  a 
train at a specified location together with the deviation against schedule. 

3.4.2.  Characteristics to be respected 

Open Access 

In  the  case  of  Open  Access,  which  means  that  the  paths  for  the  complete  journey  are 
booked  by  one  RU  (this  RU  also  operates  the  train  during  the  complete  journey),  the 
messages are sent to this RU. The same is true, if the paths for the journey are booked by 
one RU via OSS. 

Co-operation mode 

In  the  case  of  Co-operation  mode,  this  information  exchange  between  RUs  and  IMs 
always takes place between the IM in charge and the RU, who has booked the path on 
which the train is actually running.  

Approaching scenario 

The  following  scenarios  will  be  differentiated,  taking  into  account  the  various 
communication relations between RUs and IMs according to the path booking: 

•  Train Approaching a Handover Point between IM n°1 and his neighbour 
IM n°2. The Handover point is not also an Interchange or Handling Point; 
•  Train Approaching an Interchange Point between RU 1 and the next RU 
2.  The  interchange  point  may  also  be  a  handover point  between  e.g. IM 
n°1 and IM n°2; 

•  Train Approaching a Handling Point of an RU; 
•  Train arrival at Destination. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
3.5. 

Service Disruption Information 

3.5.1.  Description of the parameter 

This parameter describes the handling and the message exchange in case of any service disruption 
during train running.   

3.5.2.  Characteristics to be respected 

Temporary disruption in responsibility of the RU 
When  the  RU  learns  about  a  service  disruption  during  the  train  running  operation  for 
which  it  is  responsible,  it  immediately  informs  the  IM  (no  IT-Message  e.g.  from  the 
driver). 

Temporary disruption in responsibility of the IM 
If  the  delay exceeds  x  minutes  (this  value  must  be  defined  in  the  contract  between RU 
and IM) the IM concerned must send to the RU a train running forecast message relating 
to the next reporting point. 

Cancellation of the train 
If the train is cancelled, the IM sends to the neighbouring IM and to the path contracted 
RU a  

• 

train running interrupted message. 

3.6.  Train Location 

3.6.1.  Description of the parameter 

This  parameter  specifies  the  tracing  possibility  to  get  information  about  train  location, 
train  delays  and  performance.  The  information  is  based  mainly  on  the  stored  message 
exchange from the IMs. 

3.6.2.  Characteristics to be respected 

Access possibility 
The access to this information must be independent from the communication relation RU 
/ IM during the train running, which means that the RU must have a single access address 
to this information.  

Accessible information 
Train Running 
Information  on  the  last  recorded  status  (location,  delays  and  delay  reasons)  of  one 
specific train on the infrastructure of a specified IM. 

Train Delay / Performance 
Information on all the delays to a specific train with a particular IM 

 
 
 
 
 
 
 
 
 
 
 
 
 
Train Identifier 
Information about the current Train ID and its previous Train Ids. Any of the Train Ids 
for a specific train can be used as access key to this information. 

Train Forecast 
Information about the forecast time for a specified train at a particular reporting location. 

Trains at reporting Location 
Information  about  all  trains  of  an  RU  at  a  particular  reporting  location  on  the 
infrastructure of a specific IM. 

3.7. 

Shipment ETI / ETA 

3.7.1.  Description of the parameter 

This parameter describes the ETI /ETA calculation procedure and the needed message exchange 
between the RUs and the Lead RU. 

ETI 

ETA 

Estimated  Time  of  Interchange  of  a  shipment  (wagon) from  one  RU  to  the 

next RU in the transport chain. 

Estimated Time of Arrival of a shipment (Wagon) on the consignee sidings. 

RU’s capability 

Each RU must have the capability to receive and generate the ETI for the next RU 

3.7.2.  Characteristics to be respected 

Open Access 
In the case of Open Access, only one RU exists. This RU has to calculate the shipment 
related ETA for its customer after having established the trip plan for the shipment and it 
has  to  update  the  ETA  each  time,  when  a  deviation  during  the  transportation  was 
detected. 

Co-operation mode 
In the co-operation mode the Lead RU sends the shipment / wagon order and the release time 
for the shipment / wagon to the first RU, which creates ETI and sends it to the next RU involved. 
The last RU creates the ETA and sends it back to the Lead RU. This procedure must be repeated 
when  ever  a  deviation  in  the  transportation  of  the  shipment  is  detected  or  on  request  from  the 
LRU. The needed message is the  

•  Wagon ETI / ETA message 

Basis for the ETI / ETA calculation 
The first calculation is based on the release time of the shipment / wagon. The updates 
are  based  on  the  information  from  the  Infrastructure  manager  in  charge,  which  sends, 
within the Train Running Forecast message for the train on which the shipment / wagon 
is transported, the Train Estimated Time of Arrival (TETA) for defined reporting points. 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
Intermodal units 
For  the  intermodal  units  on  a  wagon,  the  wagon  ETIs  are  also  ETIs  for  the  intermodal 
units, the wagon ETA must be calculated as ETIs for the intermodal units on the wagon 
by the last RU, since the RU delivers the wagon only to the intermodal terminal operator 
and not to the final customer. 

Alert management 
The Lead RU is responsible for the comparison with the commitment to the customer.  
Deviations  of  the  ETA  against  the  commitment  to  the  customer  must  be  handled  in 
accordance with the contract and may lead to an Alert management process by the LRU. 
For the transmission of information on the result of this process an 

is foreseen. 

•  Alert message  

As  a  basis  for  the  Alert  management  process,  the  LRU  must  have  the  possibility  for  a 
wagon related enquiry on deviations, done with Enquiry: 

• 

Information about wagon deviation 

3.8.  Wagon Movement 

3.8.1.  Description of the parameter 

This  parameter  describes  the  reporting  of  the  movement  of  a  wagon  and  defines  the 
needed message exchange between RUs and Lead RU (acting as service integrator). 

3.8.2.  Characteristics to be respected 

Open Access 
In the case of Open Access only one RU exists, which also is the LRU. No data exchange 
to other RUs is needed. Therefore the wagon movement is an RU (LRU) internal process. 
The  LRU  itself  is  responsible  for  the  data  storage  and  updating  of  the  wagon  related 
movement database. The events which must be stored are: 

• Wagon ready to be pulled from customer sidings 
• Wagon pulled from customer sidings 
• Wagon arrived at RU’s yard 
• Wagon has left the yard 
• Any wagon exceptions 
• Wagon arrived at destination yard 
• Wagon placed on customer sidings 

Co-operation model 
For the reporting of the movement of a wagon, each RU involved must store the relevant 
data and must make it electronically accessible. The data must be also exchanged within 
message on contractual base to authorised parties. 

Needed messages 

Wagon Release notice 
The Lead RU must tell the RU in charge that the wagon is ready for pull at the customer 
sidings  at  the  given  release  time.  This  event  must  be  stored  in  the  wagon  movement 
database. 

 
 
 
 
 
 
 
 
 
 
Wagon Departure notice 
The  RU  must  inform  the  LRU  of  the  actual  Date  and  Time  that  the  wagon  has  been 
pulled from the  place of departure. This event must be stored in the wagon movement 
database. 

Wagon Yard arrival 
The RU must inform the LRU, that the wagon has arrived at its yard. This message can 
be based on a “Train running advice”. This event must be stored in the wagon movement 
database. 

Wagon Yard departure 
The  RU  must  inform  the  LRU,  that  the  wagon  has  left  its  yard.  This  message  can  be 
based  on  a  “Train  running  advice”  message.  This  event  must  be  stored  in  the  wagon 
movement database. 

Wagon Exceptions message 
The  RU  must  inform  the  LRU  about  deviations  e.g.  bad  order,  including  a  new  ETI  / 
ETA. This information must be stored in the wagon movement database. 

Wagon Arrival notice 
The last RU in a wagon or Intermodal unit transport chain must inform the LRU that the 
wagon has arrived at its yard (RU location).  

Wagon Delivery notice  
The last RU in a wagon transport chain must inform the LRU that the wagon has been 
placed at the consignee’s sidings. 

3.9. 

Interchange Reporting 

3.9.1.  Description of the parameter 

The  Interchange  reporting  describes  the  messages  attached  to  the  transfer  of 
responsibility  for  a  wagon  between  two  Railway  Undertakings,  which  occurs  at 
interchange points. It also commands the new RU to make an ETI calculation. 

3.9.2.  Characteristics to be respected 

Open Access 
Nothing  has  to  be  specified,  as  there  is  always  the  same  responsible  RU  during  the  complete 
transport chain. But from the Running Advice of the train at a reporting point, the wagon 
or  Intermodal  unit  related  information  regarding  location  and  Date  and  Time  of  arrival 
and departure must be processed and stored in the wagon movement database. 

Co-operation mode 
The  following  messages  are  needed  to  transfer  the  control  and  responsibility  of  a  shipment 
from one RU to another, the information of which must be stored in the wagon movement 
database. 

 
 
 
 
 
 
 
 
 
 
 
 
Wagon Interchange Notice 
With  the  “Wagon  Interchange  Notice”  a  Railway  Undertaking  (RU  1)  asks  the  next 
Railway Undertaking (RU 2) in the transport chain whether it accepts the responsibility 
for a wagon. 

Wagon Interchange Notice / Subset 
With the “wagon interchange notice / subset” the RU 1 informs the IM, that it is handling 
over the responsibility to the next RU. 

Wagon Received At Interchange  
With  the  “Wagon  Received  At  Interchange”  message,  the  RU  2  informs  RU  1  that  it 
accepts the responsibility for the wagon.  

Wagon Refused At Interchange 
With the “Wagon Refused At Interchange” message, the RU 2 informs RU 1 that it is not 
willingly to take over the responsibility for the wagon.  

3.10.  Data Exchange for Quality Improvement 

3.10.1. Description of the parameter 

A measurement process is an essential post trip process to support quality improvements. 
In addition to measuring the service delivered to the customer, LRUs, RUs and IMs must 
measure the quality of the service components that in total make up the product delivered 
to the customer. 
To measure quality the already defined messages can be used. The measurement process 
is a repetitive one. 

3.10.2. Characteristics to be respected 

Quality measurements LRU / Customer 
In contracts between Lead RUs and Customers commitments can be made (depending on 
the individual agreement) regarding Transit time and ETA. 

Quality measurements LRU / RUs 
In  contracts  between  a  Lead  RU  and  other  RUs  commitments  can  be  made  concerning 
transit times, ETIs, ETAs and Reason Codes. 

Quality measurements RU / IM 
In contracts between RUs and IMs, train schedules and target on time levels at specified 
timing points can be specified as can the accuracy of Train ETAs and ETHs.  

Quality measurements RU / IM 
In contracts between RUs and IMs path availability to run trains will be clearly described 
in terms of a range of times at specified points. Train specifications in terms of maximum 
length  and  gross  weight,  loading  gauge  etc.,  will  also  be  covered  in  these  contracts, 
which aspect will be addressed under item number 6. 
The  procedures  and  time  frames  for  confirming  the  utilisation  of  a  path,  cancelling  the 
use of a planned path and the extent to which a path can be used outside (early or late) 
the specified range of times will also be covered in these contracts. 

 
 
 
 
 
 
 
 
 
 
 
 
Quality measurements RU / IM, Path Availability on short notice 
Periodically  the  RU  will compare  the  path request  and  the  response  data  for  producing 
reports as follows: 

•  Path request response time against framework agreement; 
•  Number  of  paths  supplied  within  x,  y,  and  z  hours  etc.,  of  requested 

time; 

•  Number of rejected path requests. 

Quality measurements IM / RU, Train composition quality 
When the train ready messages and / or train composition lists are sent by an RU to the 
IM(s)  (or  to  other  RUs),  they  should  comply  with  the  train  specifications  contained 
within the applicable contract.  

3.11.  Various Reference Files 

3.11.1. Description of the parameter 

This  parameter  defines  which  additional  references  files  must  be  available  for  the 
operation of freight trains in the European network. 

3.11.2. Characteristics to be respected 

Reference files 
List of reference files 

• 

• 
• 

Reference  File  of  the  numerical  Coding  for  all  IMs,  RUs,  and 

Service provider companies  

Reference File of the numerical Coding for Transport Customers 
Reference  File  of  the  Numerical  Coding  of  Locations  (Primary, 

subsidiary and zone-track-spot)  

Reference File of the numerical Coding for customer locations 

• 
•  Reference File of all existing train control systems  
•  Reference File of Hazardous goods, UN and RID numbers 
•  Reference File of all different locomotive types 
•  Reference File of all CN and HS codes for goods  
•  Reference  File  of  the  emergency  services,  correlated  to  type  of 

hazardous goods 

•  Reference File of all European maintenance workshops 
•  Reference File of all European audit bodies 
•  Reference File of all European accredited operators 

Accessibility 
The  Reference  files  must  be  accessible  to  all  Service  Providers  (IMs,  RUs,  Logistic 
providers and Fleet managers).  

Actuality 
The data must represent the actual status at all times. 

 
 
 
 
 
 
 
 
 
 
 
 
Other Databases 
To  allow  for  the  tracking  of  train  and  wagon  movements,  the  following  temporary 
databases, updated at each relevant event in real time, may be installed:  

Wagon and Intermodal unit Movement Database 
The communication between the Lead RU and RUs in the co-operation mode is based on 
wagon and/or Intermodal unit numbers. Therefore an RU, which communicates with the 
IMs  at  train  level,  must  break  down  this  information  into  wagon  and  Intermodal  unit 
related. This wagon and Intermodal unit related information may be stored in wagon and 
Intermodal unit specific movement databases. The information on train movement leads 
to  new  entries  /  updates  in  the  wagon  and  Intermodal  unit  movement  database  for 
customer information. This database is set up at the latest when receiving the release time 
for the wagons or Intermodal unit from the customer. This release time is the first entry 
into the Wagon and Intermodal unit movement database. 

Train Data base 
The  Infrastructure  Manager  train  database  corresponds  to  the  Railway  Undertaking 
wagon  movement  database.  The  main  data  entries are  the  train  related data of the train 
composition  message  from  the  RU.  All  train  events  result  in  an  update  of  this  train 
related database. An alternative storage possibility for these data is the path database.  

Wagon Trip Plan 
Trains  normally  carry  wagons  from  various  Customers.  For  each  wagon  the  Lead  RU 
establishes and updates a trip plan which corresponds to the train path at train level. New 
train  paths  for  a  train  -  e.g.  in  case  of  service  interruptions  -  lead  to  a  re-trip  for  the 
wagons of the various customers. The creation time for the trip plan is the receipt of the 
consignment note from the customer. 

3.12.  Electronic Transmission of Documents 

3.12.1. Description of the parameter 

This parameter considers the managing of electronic transmission of train and shipment 
related  documents  where  the  current  process  needs  physical  documents  e.g.  customs 
documents. 

3.12.2. Characteristics to be respected 

The  next  paragraph  presents  the communication  network  to be  used  for  data exchange. 
This  network  and  the  described  security  handling  make  it  possible  for  any  type  of 
network transmission, such as email, file transfer (ftp, http), etc. The type to choose can 
then be decided upon by the parties involved in the information exchange, which means, 
that the electronic transmission of documents, for example via ftp, is given. 

 
 
 
 
 
 
 
 
 
 
 
 
3.13.  Networking & Communication 

3.13.1. Description of the parameter 

This  parameter  describes  the  cost  effective  and  timely  networking  and  communication 
requirements for all the basic parameter massages in this TSI. 

3.13.2. Characteristics to be respected 

General Architecture 

The  Network  &  Communication  infrastructure  supporting  such  rail  interoperability 
community  will  be  based  on  a  common  Information  Exchange  Architecture,  known 
and adopted by all participating actors. 

The Information Exchange Architecture: 

(cid:131) 

is  designed  to  reconcile  heterogeneous  information  models  by 
semantically transforming  the data  that  is  exchanged  between  the 
systems  and  by  reconciling  the  business  process  and  application-
level protocol differences; 

(cid:131)  has minimum impact on the existing IT architectures implemented 

by every actor; 

(cid:131)  safeguards IT investments made already.  

Scalability 
The  Information  Exchange  Architectures  favours  a  mostly  Peer-to-Peer  type  of 
interaction between all actors, while it guarantees the overall integrity and consistency of 
the rail interoperability community by providing a set of centralised services. A Peer-to-
Peer  interaction  model  allows  the  best  cost  distribution  between  the  different  actors, 
based on actual usage and will present, in general, lesser scalability problems. 

Network 
Networking  in  this case  means  the  method and  philosophy  of  communication  and does 
not include the physical network.  
The  rail  interoperability  community  is  based  on  usage  of  the  public  Internet  network, 
thus encouraging and lowering barriers for entry actors. 
The security issue will therefore be addressed not by the network (VPN, tunnelling, ...), 
but  by  exchanging  and  managing  inherently  secure  messages.  A  VPN  network  is 
therefore  not  required,  thus  avoiding  problems  with  responsibilities  and  ownership 
allocation.  Tunnelling  is  not  considered  as  a  necessary  means  for  achieving  the 
appropriate security level. 
In any case if some actors already have or want to implement various degrees of security 
on selected partitions of the network, they can do so.  
Over the public Internet network it is possible to implement a hybrid Peer to Peer model 
with a central repository and a common interface at each actors’ node. 
The central repository is approached first to obtain meta-information, such as the identity 
of the peer (actor) on which some information is stored, or to verify security credentials. 
Afterwards, a Peer to Peer communication is performed between involved actors. 

Protocols 
Only protocols belonging to the full Internet Protocol suite must be used.  

 
 
 
 
 
 
 
 
 
Security 
To  achieve  a  high  level  of  security,  all  messages  must  be  self  contained,  which  means 
that the information in the message is secured and the receiver can verify the authenticity 
of the message. This may be solved by using an encryption and signing scheme similar to 
email  encryption.  This  makes  it  possible  to  use  any  type  of  network  transmission,  like 
email, file transfer (ftp, http), etc. The actual type to choose can then be decided upon by 
the parties involved in the information exchange. 

Encryption 
Either  asymmetric encryption  or  a  hybrid  solution  based  on  symmetric  encryption  with 
public  key  protection  must  be  used,  due  to  the  fact  that  sharing  a  common  secret  key 
among many actors will fail at some point. A higher level of security is easier to achieve 
if every actor takes responsibility for its own pair of keys, even though the demand for a 
high level of integrity of a central repository (the key server) is required. 

Central Repository 
The Central Repository must be able to handle: 

(cid:131)  metadata –  structured data describing the content of messages; 
•  Public Key Infrastructure (PKI) ; 
(cid:131)  Certification Authority (CA) ; 
(cid:131)  directory  (“phonebook”  )  –  it  contains  all  needed  information 

about the participating actors for exchanging messages. 

The  management  of  the  central  repository  should  be  under  the  responsibility  of  a  non-
commercial co-European organisation. 

Common Interface 
The  Common  Interface  is  mandatory  for  each  actor  in  order  to  join  the  rail 
interoperability community.  
The Common Interface has to be able to handle: 

-  message  formatting  of  outgoing  messages  according  to  the 

metadata 
signing and encryption of outgoing messages 

- 
-  addressing of the outgoing messages 
-  authenticity verification of the incoming messages 
-  decryption of  incoming messages 
-  conformity checks of incoming messages according to metadata 

Based on the results of authenticity verification of incoming messages, a minimum level 
of message acknowledgement can be implemented: 

i.  positive send ACK 
ii.  negative send NACK. 

The common interface uses the information in the central repository in order to manage 
the above tasks.  
An  actor  may  implement  a  local  “mirror”  of  the  central  repository  to  shorten  response 
times.