Commission Regulation (EU) No 1302/2014 of 18 November 2014 concerning a technical specification for interoperability relating to the ‘rolling stock — locomotives and passenger rolling stock’ subsystem of the rail system in the European Union Text with EEA relevance

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

• (7)The static profile of the vehicle shall be within the ‘T’ uniform vehicle gauge; the reference profile for infrastructure is the ‘S’ gauge. This profile is specified in Appendix B.

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

4.2.3.2.   Axle load and wheel load

4.2.3.2.1.   Axle load parameter

• (1)The axle load in combination with the axle spacing, with the length of the unit and with the maximum allowed speed for the unit on the considered line is an interface parameter between the unit and the infrastructure.

• For the infrastructure target system specified in point 4.2.1 of the Commission Regulation (EU) No 1299/2014 ([^E0010]) (‘TSI INF’), the axle load is a performance parameter and depends on the traffic code of the line.

• (2)The following characteristics to be used as an interface to the infrastructure shall be part of the general documentation produced when the unit is assessed and described in point 4.2.12.2:

• — the mass per axle (for each axle) for all load conditions (as defined and required to be part of the documentation in point 4.2.2.10);

• — the position of the axles along the unit (axle spacing);

• — the length of the unit;

• — the maximum design speed (as required to be part of the documentation in point 4.2.8.1.2);

• — The EN line category as the result of a categorisation of the unit according to the specification referenced in Appendix J-1, index [10].

• (2a)For self-propelling thermal or electric passenger trains and for passenger coaches and other related cars, the EN line category shall always be documented, indicating the standard value of payload in standing areas in kg per m², as defined in the specification referenced in Appendix J-1, index [10].

• (2b)If a particular value of payload in standing areas is used to determine the load condition ‘design mass under exceptional payload’, in accordance with points 4.2.2.10 (1) and (2), a second EN line category shall be documented using this particular value of payload in standing areas.

• (2c)For all of these units, any EN line category shall be documented indicating the payload used in standing areas, as described in the specification referenced in Appendix J-1, index [10].

• (3)Use of the axle load information at operational level for compatibility check between rolling stock and infrastructure (outside the scope of this TSI):

• The axle load of each individual axle of the unit to be used as interface parameter to the infrastructure must be defined by the railway undertaking as required in point 4.2.2.5 of the Commission Implementing Regulation (EU) 2019/773 ([^E0011]) (‘TSI OPE’), considering the expected load for the intended service (not defined when the unit is assessed). The axle load in load condition ‘design mass under exceptional payload’ represents the maximum possible value of the axle load mentioned above. The maximum load considered for the design of the brake system defined in point 4.2.4.5.2 has also to be considered.

4.2.3.2.2.   Wheel load

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

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

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

4.2.3.3.   Rolling Stock parameters which influence ground based systems

4.2.3.3.1   Rolling Stock characteristics for the compatibility with train detection systems

• (1) The set of rolling stock characteristics for compatibility with train detection target systems are given in points 4.2.3.3.1.1, 4.2.3.3.1.2 and 4.2.3.3.1.3. Reference is made to points of the specification referenced in Appendix J-2, index [A] (also referenced in Appendix A, Table A.2, index 77 of TSI CCS ([^E0012])). The related specific cases are defined in point 7.7 of TSI CCS.

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

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

The specification referenced in Appendix J-2 index [A] specifies the characteristics relative to:

• (i) Vehicle geometry
• (1) The maximum distance between following axles;
• (2) The maximum distance between front/ rear end of train and first/last axle;
• (3) The minimum distance between first and last axle;

• (ii) Vehicle design
• (4) The minimum axle load in all load conditions;
• (5) The electrical resistance between the running surfaces of the opposite wheels of a wheelset and the method to measure it;
• (6) For electric units equipped with a pantograph, the minimum vehicle impedance;
• (7) The use of shunting assisting devices;

• (iii) Isolating emissions
• (8) The use of sanding equipment; In case where an automatic sanding function is provided, it shall be possible for the driver to suspend its use on particular points of the track identified in operating rules as non-compatible with sanding;
• (9) The use of composite brake blocks;
• (10) If the vehicle is equipped, the requirements applicable to flange lubricators;

• (iv) EMC
• (11) The requirements related to conducted interference.

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

The specification referenced in Appendix J-2 index [A] specifies the characteristics relative to:

• (i) Vehicle geometry
• (1) The maximum distance between following axles;
• (2) The minimum distance between following axles;
• (3) At the end of a unit intended to be coupled, the minimum distance between front/ rear end of train and first/last axle (equal to half of the value specified)
• (4) The maximum distance between front/ rear end of train and first/last axle;

• (ii) Wheel geometry
• (5) Wheel geometry;

• (iii) Vehicle design
• (6) Metal and inductive-components-free space between wheels;
• (7) The characteristics of the wheel material;

• (iv) EMC
• (8) The requirements related to electromagnetic fields;
• (9) The use of magnetic or eddy current track brakes.

4.2.3.3.1.3   Rolling stock characteristics for compatibility with loop equipment

The specification referenced in Appendix J-2 index [A] specifies the characteristics relative to:

Vehicle design

• (1) The vehicle metal construction.

4.2.3.3.2   Axle bearing condition monitoring

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

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

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

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

4.2.3.3.2.1.   Requirements applicable to on board detection equipment

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

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

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

• (4) The diagnosis messages delivered shall be described and taken into account in the operating documentation described in point 4.2.12.4 and in the maintenance documentation described in point 4.2.12.3.

4.2.3.3.2.2.   Rolling stock requirements for compatibility with trackside equipment

• (1) For units designed to be operated on the 1 435 mm system, the zone visible to the trackside equipment on rolling stock shall be the area as defined in the specification referenced in Appendix J-1,  index [8].

• (2) For units designed to be operated on other track gauges than 1 435 mm or 1 668 mm a specific case is declared where relevant (harmonised rule available for the concerned network).

• (2a) For units designed to be operated on the 1 668 mm system, the zone visible to the trackside equipment on rolling stock shall be the area as defines in Table 1 referring to the parameters of the specification referenced in Appendix J-1,  index [8]. Table 1 Target and prohibitive zone for units intended to be operated on 1 668 mm networks Track gauge [mm] YTA [mm] WTA [mm] LTA [mm] YPZ [mm] WPZ [mm] LPZ [mm] 1 668 1 176 ± 10 ≥ 55 ≥ 100 1 176 ± 10 ≥ 110 ≥ 500

4.2.3.4.   Rolling stock dynamic behaviour

4.2.3.4.1.   Safety against derailment running on twisted track

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

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

This conformity assessment procedure is applicable for axle loads in the range of those mentioned in the point 4.2.1 of TSI INF and in the specification referenced in Appendix J-1, index [9].

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

4.2.3.4.2.   Running dynamic behaviour

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

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

(a) Technical requirements

• (1)The unit shall run safely and produce an acceptable level of track loading when operated within the limits defined by the combination(s) of speed and cant deficiency under the conditions set out in the specification referenced in Appendix J-1, index [9].

• This shall be assessed by verifying that limit values specified below in points 4.2.3.4.2.1 and 4.2.3.4.2.2 are respected; the conformity assessment procedure is described in point 6.2.3.4.

• (2)The limit values and conformity assessment mentioned in point 3 are applicable for axle loads in the range of those mentioned in the point 4.2.1 of the TSI INF and in the specification referenced in Appendix J-1, index [9].

• They are not applicable to vehicles designed for higher axle load, as harmonised track loading limit values are not defined; such cases may be covered by national rules or by the procedure for innovative solution described in article 10 and Chapter 6.

• (3)The running dynamic behaviour test report (including limits of use and track loading parameters) shall be stated in the technical documentation described in point 4.2.12.

• Track loading parameters (including the additional ones Ymax, Bmax and the Bqst where relevant) to be recorded are defined in the specification referenced in Appendix J-1, index [9].

(b) Additional requirements when an active system is used

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

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

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

(d) Additional requirements regarding interface with ETCS onboard

• (8)Requirements applicable to units with regards to their interface with ETCS onboard and related to train interface function ‘status of the tilting system’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].

4.2.3.4.2.1.   Limit values for running safety

• (1) The limit values for running safety which the unit shall meet are specified in the specification referenced in Appendix J-1,  index [9].

4.2.3.4.2.2.   Track loading limit values

• (1) The limit values for track loading which the unit shall meet (when assessing with the normal method) are specified in the specification referenced in Appendix J-1,  index [9].

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

4.2.3.4.3.   Equivalent conicity

4.2.3.4.3.1.   Design values for new wheel profiles

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

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

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

4.2.3.4.3.2   In-service values of wheelset equivalent conicity

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

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

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

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

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

4.2.3.5.   Running gear

4.2.3.5.1.   Structural design of bogie frame

• (1) For units which include a bogie frame, the integrity of the structure of the bogie frame, axle box housing and all attached equipment shall be demonstrated based on methods as set out in the specification referenced in Appendix J-1,  index [11].

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

• (3) The hypothesis taken to evaluate the loads due to bogie running (formulas and coefficients) in line with the specification referenced in Appendix J-1,  index [11] shall be justified and documented in the technical documentation described in  point 4.2.12 of this TSI.

4.2.3.5.2.   Wheelsets

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

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

4.2.3.5.2.1.   Mechanical and geometric characteristics of wheelsets

Mechanical behaviour of wheelsets

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

Mechanical behaviour of axles

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

Case of units equipped with independently rotating wheels

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

Mechanical behaviour of the axle boxes

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

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

Geometrical dimensions of wheelsets

• (6) The geometric dimensions of the wheelsets (as defined in Figure 1) shall be compliant with limit values specified in Table 1 for the relevant track gauge. These limit values shall be taken as design values (new wheelset) and as in-service limit values (to be used for maintenance purposes; see also  point 4.5 of this TSI). Table 1 In-service limits of the geometric dimensions of wheelsets Designation Wheel diam. D (mm) Minimum value (mm) Maximum value (mm) 1 435 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 330 ≤ D ≤ 760 1 415 1 426 760 < D ≤ 840 1 412 D > 840 1 410 Back-to-back distance (AR) 330 ≤ D ≤ 760 1 359 1 363 760 < D ≤ 840 1 358 D > 840 1 357 1 524 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 400 ≤ D < 725 1 506 1 509 D ≥ 725 1 487 1 514 Back to back distance (AR) 400 ≤ D < 725 1 444 1 446 D ≥ 725 1 442 1 448 1 520 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 400 ≤ D ≤ 1 220 1 487 1 509

Back to back distance (AR) 400 ≤ D ≤ 1 220 1 437 1 443 1 600 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 690 ≤ D ≤ 1 016 1 573 1 592 Back to back distance (AR) 690 ≤ D ≤ 1 016 1 521 1 526 1 668 mm Front-to-front dimension (SR) SR = AR + Sd,left + Sd, right 330 ≤ D < 840 1 648 1 659 840 ≤ D ≤ 1 250 1 643 1 659 Back to back distance (AR) 330 ≤ D < 840 1 592 1 596 840 ≤ D ≤ 1 250 1 590 1 596 The dimension AR is measured at the height of the top of rail. The dimensions AR and SR shall be complied with in laden and tare conditions. Smaller tolerances within the above limits may be specified by the manufacturer in the maintenance documentation for in-service values. The dimensions SR is measured at 10 mm above tread datum (as shown in Figure 2). Figure 1

Symbols for wheelsets Image omitted; see official source

4.2.3.5.2.2   Mechanical and geometrical characteristics of wheels

Mechanical behaviour of wheels

• (1) The characteristics of the wheels shall ensure the safe movement of rolling stock and contribute to the guidance of the rolling stock. The conformity assessment procedure is described in  point 6.1.3.1 of this TSI.

Geometrical dimensions of wheels

• (2) The geometrical dimensions of the wheels (as defined in Figure 2) shall be compliant with limit values specified in Table 2. These limit values shall be taken as design values (new wheel) and as in-service limit values (to be used for maintenance purposes; see also  point 4.5). Table 2 In-service limits of the geometric dimensions of wheel Designation Wheel diameter D (mm) Minimum value (mm) Maximum value (mm) Width of the rim (BR + Burr) D ≥ 330 133 145 Thickness of the flange (Sd) D > 840 22 33 760 < D ≤ 840 25 330 ≤ D ≤ 760 27,5 Height of the flange (Sh) D > 760 27,5 36 630 < D ≤ 760 29,5 330 ≤ D ≤ 630 31,5 Face of flange (qR) ≥ 330 6,5 Figure 2

Symbols for wheels Image omitted; see official source

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

4.2.3.5.3.   Automatic variable gauge systems

• (1)This requirement is applicable to units equipped with an automatic variable gauge system with changeover mechanism of the axial position of the wheels allowing the unit to be compatible with 1 435 mm track gauge and other track gauge(s) within the scope of this TSI by means of passage through a track gauge changeover facility.

• (2)The changeover mechanism shall ensure the locking in the correct intended axial position of the wheel.

• (3)After passage through the track gauge changeover facility, the verification of the state of the locking system (locked or unlocked) and of the position of the wheels shall be performed by one or more of the following means: visual control, on-board control system or infrastructure/facility control system. In case of on-board control system, a continuous monitoring shall be possible.

• (4)If a running gear is equipped with brake equipment subject to a change in position during the gauge change operation, the automatic variable gauge system shall ensure the position and safe locking in the correct position of this equipment simultaneously to those of the wheels.

• (5)The failure of the locking of the position of the wheels and braking equipment (if relevant) during operation has typical credible potential to lead directly to a catastrophic accident (resulting in multiple fatalities); considering this severity of the failure consequence, it shall be demonstrated that the risk is controlled to an acceptable level.

- (6)The automatic variable gauge system is defined as an interoperable constituent ( point 5.3.4b). The conformity assessment procedure is specified in  point 6.1.3.1a (IC level), in  point 6.2.3.5 (safety requirement) and in  point 6.2.3.7b (subsystem level) of this TSI.

• (7)The track gauges the unit is compatible with shall be recorded in the technical documentation. A description of the changeover operation in normal mode, including the type(s) of track gauge changeover facility(ies) the unit is compatible with, shall be part of the technical documentation (see also  point 4.2.12.4 (1) of this TSI).

- (8)The requirements and conformity assessments required in other sections of this TSI apply independently for each wheel position corresponding to one track gauge, and have to be documented accordingly.

4.2.3.6.   Minimum curve radius

• (1) The minimum curve radius to be negotiated shall be 150 m for all units.

4.2.3.7.   Life guards

- (1)This requirement applies to units fitted with a driving cab.

- (2)The wheels shall be protected against damages caused by minor items on the rails by lifeguards in front of the wheels of the leading axle.

• (3)Life guards shall comply with the requirements of the specification referenced in Appendix J-1, index [3].

4.2.4.   Braking

4.2.4.1.   General

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

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

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

• (4) The braking performance is determined by deceleration profiles (deceleration = F(speed) and equivalent response time). Stopping distance, brake weight percentage (also called ‘lambda’ or ‘braked mass percentage’), braked mass may also be used, and can be derived (directly or via stopping distance) from deceleration profiles by a calculation. The braking performance could vary with the mass of the train or vehicle.

• (5) The minimum train braking performance required to operate a train on a line at an intended speed is dependent on the line characteristics (signalling system, maximum speed, gradients, line safety margin) and is a characteristic of the infrastructure. The train or vehicle main data characterising the braking performance is defined in the  point 4.2.4.5 of this TSI.

4.2.4.2.   Main functional and safety requirements

4.2.4.2.1.   Functional requirements

The following requirements apply to all units.

Units shall be equipped with:

• (1) a main brake function used during operation for service and emergency braking.

• (2) a parking brake function used when the train is parked, allowing the application of a brake force without any available energy on board for an unlimited period of time.

The main brake function of a train shall be:

• (3) continuous: the brake application signal is transmitted from a central command to the whole train by a control line.

• (4) automatic: an inadvertent disruption (loss of integrity, line de-energised, etc.) of the control line leads to brake activation on all vehicles of the train.

• (5) It is permitted to complement the main brake function by additional brake systems described in  point 4.2.4.7 (dynamic brake — braking system linked to traction system) and/or  point 4.2.4.8 (braking system independent of adhesion conditions).

• (6) The dissipation of the braking energy shall be considered in the design of the braking system, and shall not cause any damage to the components of the braking system in normal operation conditions; this shall be verified by a calculation as specified in  point 4.2.4.5.4 of this TSI. The temperature reached around the brake components shall also be considered in the design of the rolling stock.

• (7) The design of the brake system shall include means for monitoring and tests as specified in  point 4.2.4.9 of this TSI. The requirements below in this  point 4.2.4.2.1 apply at train level to units for which the operating formation(s) is (are) defined at design stage (i.e. unit assessed in fixed formation, unit assessed in predefined formation(s), locomotive operated alone).

• (8) The braking performance shall be consistent with safety requirements expressed in  point 4.2.4.2.2 in case of inadvertent disruption of the brake control line, and in the event of the braking energy supply being disrupted, the power supply failing or other energy source failure.

• (9) In particular, there shall be sufficient braking energy available on board the train (stored energy), distributed along the train consistent with the design of the brake system, to ensure the application of the required brake forces.

• (10) Successive applications and releases of the brake shall be considered in the design of the braking system (inexhaustibility).

• (11) In case of unintentional train separation, the two parts of the train shall be brought to a standstill; the braking performances on the two parts of the train are not required to be identical to the braking performance in normal mode.

• (12) In the event of the braking energy supply being disrupted or the power supply failing, it shall be possible to hold in a stationary position a unit with maximum braking load (as defined in  point 4.2.4.5.2) on a 40 ‰ gradient by using the friction brake of the main brake system alone, for at least two hours.

• (13) The unit braking control system shall have three control modes: — emergency braking : application of a predefined brake force in a predefined maximum response time in order to stop the train with a defined level of brake performance. — service braking : application of an adjustable brake force in order to control the speed of the train, including stop and temporary immobilisation. — parking braking : application of a brake force to maintain the train (or the vehicle) in permanent immobilisation in a stationary position, without any available energy on board.

• (14) A brake application command, whatever its control mode, shall take control of the brake system, even in case of active brake release command; this requirement is permitted not to apply when intentional suppression of the brake application command is given by the driver (e.g. passenger alarm override, uncoupling…).

• (15) For speeds higher than 5 km/h, the maximum jerk due to the use of brakes shall be lower than 4 m/s3. The jerk behaviour may be derived from the calculation and from the evaluation of the deceleration behaviour as measured during the brake tests (as described in the  points 6.2.3.8 and 6.2.3.9).

4.2.4.2.2.   Safety requirements

• (1) The braking system is the means to stop a train, and therefore contributes to the safety level of the railway system. The functional requirements expressed in  point 4.2.4.2.1 contribute to ensure safe functioning of the braking system; nevertheless, a risk based analysis is necessary to evaluate the braking performance, as many components are involved.

• (2) For the hazardous scenarios considered, the corresponding safety requirements shall be met, as defined in the Table 3 below. Where a severity is specified within this table, it shall be demonstrated that the corresponding risk is controlled to an acceptable level, considering the functional failure with their typical credible potential to lead directly to that severity as defined within the table. Table 3 Braking system — safety requirements Safety requirement to be met Functional failure with its hazardous scenario Associated severity/Consequence to be prevented Minimum allowable number of combinations of failures No 1 Applies to units fitted with a cab (brake command) After activation of an emergency brake command no deceleration of the train due to failure in the brake system (complete and permanent loss of the brake force). Note: activation by the driver or by the CCS system to be considered. Activation by passengers (alarm) not relevant for the present scenario. Fatalities 2 (no single failure is accepted) No 2 Applies to units equipped with traction equipment After activation of an emergency brake command, no deceleration of the train due to failure in the traction system (Traction force ≥ Brake force). Fatalities 2 (no single failure is accepted) No 3 Applies to all units After activation of an emergency brake command, the stopping distance is longer than the one in normal mode due to failure(s) in the brake system. Note: the performance in the normal mode is defined in  point 4.2.4.5.2. NA single point(s) failure(s) leading to the longest calculated stopping distance shall be identified, and the increase of the stopping distance compared to the normal mode (no failure) shall be determined. No 4 Applies to all units After activation of a parking brake command, no parking brake force applied (complete and permanent loss of the parking brake force). NA 2 (no single failure is accepted) Additional brake systems shall be considered in the safety study under the conditions specified in  points 4.2.4.7 and 4.2.4.8. The demonstration of compliance (conformity assessment procedure) is described in  point 6.2.3.5 of this TSI.

4.2.4.3.   Type of brake system

• (1)Units designed and assessed to be operated in general operation (various formations of vehicles from different origins; train formation not defined at design phase) on other track gauge systems than the 1 520 mm system shall be fitted with a brake system with a brake pipe compatible with the UIC brake system. To this end, the specification referenced in Appendix J-1, index [12] specifies the principles to be applied.

• This requirement is set to ensure technical compatibility of the brake function between vehicles of various origins in a train.

- (2)There is no requirement on the type of brake system for units (trainsets or vehicles) assessed in fixed or predefined formation.

• (3)Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘brake pressure’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].

• (4)Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake status Electro Pneumatic (EP) brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].

4.2.4.4.   Brake command

4.2.4.4.1.   Emergency braking command

• (1) This  point applies to units fitted with a driver's cab.

• (2) At least two independent emergency brake command devices shall be available, allowing the activation of the emergency brake by a simple and single action from the driver in his normal driving position, using one hand. The sequential activation of these two devices may be considered in the demonstration of compliance to the safety requirement No 1 of Table 3 of  point 4.2.4.2.2. One of these devices shall be a red punch button (mushroom push button). The emergency brake position of these two devices when activated shall be self-locking by a mechanical device; unlocking this position shall be possible only by an intentional action.

• (3) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘emergency brake command’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].

• (4) Unless the command is cancelled, the emergency brake activation shall lead permanently, automatically to the following actions:
• — transmission of an emergency brake command along the train by the brake control line,
• — cut-off of all tractive effort in less than 2 seconds; this cut-off shall not be able to be reset until the traction command is cancelled by the driver,
• — an inhibition of all ‘release brake’ commands or actions.

4.2.4.4.2   Service braking command

• (1) This  point applies to units fitted with a driver's cab.

• (2) The service brake function shall allow the driver to adjust (by application or release) the brake force between a minimum and a maximum value in a range of at least 7 steps (including brake release and maximum brake force), in order to control the speed of the train.

• (3) The service braking command shall be active only in one location in a train. To meet this requirement, it shall be possible to isolate the service braking function of the other service braking command(s) of the unit(s) part of a train formation, as defined for fixed and predefined formations.

• (4) When the speed of the train is higher than 15 km/h, the service brake activation by the driver shall lead automatically to the cut-off of all tractive effort; this cut-off shall not be reset until the traction command is cancelled by the driver.

• (5) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘service brake command’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].

Notes:

• — in case of service brake and traction controlled by automatic speed regulation, the traction cut-off is not required to be cancelled by the driver.

• — a friction brake may be used intentionally at speed higher than 15 km/h with traction for specific purpose (de-icing, cleaning of brake components…); it shall not be possible to use these particular functionalities in case of emergency or service brake activation.

4.2.4.4.3   Direct braking command

• (1) Locomotives (units designed to haul freight wagons or passenger carriages) assessed for general operation shall be fitted with a direct brake system.

• (2) The direct brake system shall allow the application of a brake force on the concerned unit(s) independently of the main brake command, with other unit(s) of the train remaining without brake applied.

4.2.4.4.4   Dynamic braking command

If a unit is equipped with a dynamic brake system:

• (1) It shall be possible to prevent the use of regenerative braking on electric units so that there is no return of energy to the overhead contact line when driving on a line which does not allow that. See also  point 4.2.8.2.3 for regenerative brake.

• (2) It is permitted to use a dynamic brake independently from other brake systems, or together with other brake systems (blending).

• (3) Where on locomotives the dynamic brake is used independently from other brake systems, it shall be possible to limit the maximum value and rate of variation of the dynamic brake effort to predefined values.

Note: this limitation relates to the forces transmitted to the track when locomotive(s) is (are) integrated in a train. It may be applied at operating level by setting the values necessary for compatibility with a particular line (e.g. line with high gradient and low curve radius).

• (4) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibition area – Trackside orders: regenerative brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of regenerative brake inhibition by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

• (5) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibit – STM Orders: regenerative brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of regenerative brake inhibition by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

4.2.4.4.5   Parking braking command

• (1) This  point applies to all units.

• (2) The parking braking command shall lead to the application of a defined brake force for an unlimited period of time, during which a lack of any energy on board may occur.

- (3) It shall be possible to release the parking brake at standstill, including for rescue purposes.

• (4) For units assessed in fixed or predefined formations, and for locomotives assessed for general operation, the parking brake command shall be activated automatically when the unit is switched off. For other units, the parking brake command shall be either activated manually, or activated automatically when the unit is switched off.

Note: the application of the parking brake force may depend on the status of the main brake function; it shall be effective when the energy on board to apply the main brake function is lost or is going to increase or decrease (after having switched on or off the unit).

4.2.4.5.   Braking performance

4.2.4.5.1   General requirements

• (1) The unit (trainset or vehicle) braking performance (deceleration = F(speed) and equivalent response time) shall be determined by calculation as defined in the specification referenced in Appendix J-1, either index [13] or index [14], considering a level track. Each calculation shall be performed for wheel diameters corresponding to new, half-worn and worn wheels, and shall include the calculation of the required wheel/rail adhesion level (see point 4.2.4.6.1).

• (2) The friction coefficients used by friction brake equipment and considered in the calculation shall be justified (see the specification referenced in Appendix J-1, index [13]).

• (3) The braking performance calculation shall be performed for the two control modes: emergency brake and maximum service brake.

• (4) The braking performance calculation shall be performed at design stage, and shall be revised (correction of parameters) after the physical tests required in the  points 6.2.3.8 and 6.2.3.9, in order to be consistent with test results. The final braking performance calculation (consistent with test results) shall be part of the technical documentation specified in  point 4.2.12.

• (5) The maximum average deceleration developed with all brakes in use, including the brake independent of wheel/rail adhesion, shall be lower than 2,5 m/s²; this requirement is linked to the longitudinal resistance of the track.

4.2.4.5.2   Emergency braking

Response time:

• (1)For units assessed in fixed formation(s) or predefined formation(s), the equivalent response time and the delay time evaluated on the total emergency braking force developed in case of the emergency brake command shall be lower than the following values:

• — Equivalent response time: — 3 seconds for units of maximum design speed higher or equal to 250 km/h — 5 seconds for other units

• — Delay time: 2 seconds

• ‘Equivalent response time’ and ‘Delay time’ shall be evaluated based on the total brake force, or based on pressure in brake cylinders in case of pneumatic brake system, according to the definition of the specification referenced in Appendix J-1, index [13].

• (2)For units designed and assessed for general operation, the response time shall be as specified for the UIC brake system (see also point 4.2.4.3: the brake system shall be compatible with the UIC brake system).

Calculation of the deceleration:

• (3)For all units, the emergency braking performance calculation shall be performed in accordance with the specification referenced in Appendix J-1, either index [13] or index [14]; the deceleration profile and stopping distances at the following initial speeds (if lower than the maximum design speed of the unit) shall be determined: 30 km/h; 100 km/h; 120 km/h; 140 km/h; 160 km/h; 200 km/h; 230 km/h; 300 km/h; maximum design speed of the unit.

• (4)For units designed and assessed for general operation, the brake weight percentage (lambda) shall also be determined.

• The specification referenced in Appendix J-1, index [65], specifies how other parameters (brake weight percentage (lambda), braked mass) can be derived from the calculation of the deceleration or from the stopping distance of the unit.

• (5)The emergency braking performance calculation shall be performed with a brake system in two different modes, and considering degraded conditions:

• — Normal mode: no failure in the brake system and nominal value of the friction coefficients (corresponding to dry conditions) used by friction brake equipment. This calculation provides the braking performance normal mode.

• — Degraded mode: corresponding to the failures of brake systems considered in point 4.2.4.2.2, hazard no. 3, and nominal value of the friction coefficients used by friction brake equipment. The degraded mode shall consider possible single failures; for this purpose, the emergency braking performance shall be determined for the case of single point(s) failure(s) leading to the longest stopping distance, and the associated single failure shall be clearly identified (component involved and failure mode, failure rate if available).

• — Degraded conditions: in addition, the emergency braking performance calculation shall be performed with reduced values of the friction coefficient, with consideration of limit environmental (external influence) values for temperature and humidity (see the specification referenced in Appendix J-1, index [67] or index [68]).

• Note: these different modes and conditions have to be considered particularly when advanced Control Command and Signalling systems (such as ETCS) are implemented, aiming at optimising the railway system.

• (6)The emergency braking performance calculation shall be performed for the three following load conditions:

• — Minimum load: ‘design mass in working order’ (as described in point 4.2.2.10).

• — Normal load: ‘design mass under normal payload’ (as described in point 4.2.2.10)

• — Maximum braking load: load condition lower or equal to ‘design mass under exceptional payload’ (as described in point 4.2.2.10).

• In case this load condition is lower than ‘design mass under exceptional payload’, it shall be justified and documented in the general documentation described in point 4.2.12.2.

• (7)Tests shall be performed to validate the emergency braking calculation, according to the conformity assessment procedure specified in point 6.2.3.8.

• (8)For each load condition, the lowest result (i.e. leading to longest stopping distance) of the ‘emergency braking performance in normal mode’ calculations at the design maximum speed (revised according to the results of tests required above) shall be recorded in the technical documentation defined in point 4.2.12.2.

• (9)Additionally, for units assessed in fixed or predefined formation of design maximum speed higher than or equal to 250 km/h, the stopping distance in case of ‘emergency braking performance in normal mode’ shall not exceed the following values for the load condition ‘normal load’:

• — 5 360 m from the speed of 350 km/h (if ≤ design maximum speed).

• — 3 650 m from the speed 300 km/h (if ≤ design maximum speed).

• — 2 430 m from the speed 250 km/h.

• — 1 500 m from the speed 200 km/h.

4.2.4.5.3.   Service braking

Calculation of the deceleration:

• (1) For all units, the maximum service braking performance calculation shall be performed in accordance with the specification referenced in Appendix J-1, either index [13] or index [14] with a brake system in normal mode, with nominal value of the friction coefficients used by friction brake equipment for the load condition ‘design mass under normal payload’ at the design maximum speed.

• (2) Tests shall be performed to validate the maximum service braking calculation, according to the conformity assessment procedure specified in point 6.2.3.9.

Maximum service braking performance:

• (3) When the service braking has higher design performance capability than the emergency braking, it shall be possible to limit the maximum service braking performance (by design of the braking control system, or as a maintenance activity) at a level lower than the emergency braking performance.

Note: A Member State may ask the emergency braking performance to be at a higher level than the maximum service braking performance for safety reasons, but in any case it cannot prevent the access to a railway undertaking using a higher maximum service braking performance, unless that Member State is able to demonstrate that the national safety level is endangered.

4.2.4.5.4   Calculations related to thermal capacity

• (1) This  point applies to all units.

• (2) For OTMs, it is allowed to verify this requirement by temperature measurements on wheels and brake equipment.

• (3) The brake energy capacity shall be verified by calculation showing that the braking system in normal mode is designed to withstand the dissipation of the braking energy. The reference values used in this calculation for the components of the braking system that dissipate energy shall either be validated by a thermal test or by previous experience. This calculation shall include the scenario consisting of 2 successive emergency brake applications from the maximum speed (time interval corresponding to the time needed to accelerate the train up to the maximum speed) on level track for the load condition ‘maximum braking load’. In case of unit that cannot be operated alone as a train, the time interval between 2 successive emergency brake applications used in the calculation shall be reported.

• (4) The maximum line gradient, associated length and operating speed for which the brake system is designed in relation with brake thermal energy capacity shall also be defined by a calculation for the load condition ‘maximum braking load’, with the service brake being used to maintain the train at a constant operating speed. The result (maximum line gradient, associated length and operating speed) shall be recorded in the rolling stock documentation defined in  point 4.2.12 of this TSI. The following ‘reference case’ for the slope to be considered is suggested: maintain the speed of 80 km/h on a slope of 21 ‰ constant gradient over a distance of 46 km. If this reference case is used, the documentation may only mention the compliance to it.

• (5) For units assessed in fixed and predefined formation of design maximum speed higher than or equal to 250 km/h, they shall additionally be designed to operate with braking system in normal mode and load condition ‘maximum braking load’ at speed equal to 90 % of the maximum operating speed on maximum descending gradient of 25 ‰ during 10 km, and on maximum descending gradient of 35 ‰ during 6 km.

4.2.4.5.5   Parking brake

Performance:

• (1) A unit (train or vehicle) in load condition ‘design mass in working order’ without any power supply available, and stationary permanently on a 40 ‰ gradient, shall be kept immobilised.

- (2) Immobilisation shall be achieved by means of the parking brake function, and additional means (e.g. scotches) in case where the parking brake is unable to achieve the performance on its own; the required additional means shall be available on board the train.

Calculation:

• (3) The unit (train or vehicle) parking brake performance shall be calculated as defined in the specification referenced in Appendix J-1,  index [13]. The result (gradient where the unit is kept immobilised by the parking brake alone) shall be recorded in the technical documentation defined in  point 4.2.12 of this TSI.

4.2.4.6.   Wheel rail adhesion profile — Wheel slide protection system

4.2.4.6.1   Limit of wheel rail adhesion profile

• (1)The braking system of a unit shall be designed so that emergency brake performance (dynamic brake included if it contributes to the performance) and the service brake performance (without dynamic brake) do not assume a calculated wheel/rail adhesion for each wheelset in the speed range > 30 km/h and < 250 km/h higher than 0,15 with the following exceptions:

• — for units assessed in fixed or predefined formation(s) having 7 axles or less, the calculated wheel/rail adhesion shall not be higher than 0,13,

• — for units assessed in fixed or predefined formation(s) having 20 axles or more the calculated wheel/rail adhesion for the load case ‘minimum load’ is permitted to be higher than 0,15, but shall not be higher than 0,17.

• Note: for the load case ‘normal load’, there is no exception; the limit value of 0,15 applies.

• This minimum number of axles may be reduced to 16 axles if the test required in point 4.2.4.6.2 related to the efficiency of the WSP system is performed for the load case ‘minimum load’, and provides positive result.

• In the speed range > 250 km/h and < = 350 km/h, the three limit values above shall decline linearly in order to be reduced by 0,05 at 350 km/h.

• (2)The above requirement shall also apply for a direct brake command described in point 4.2.4.4.3.

• (3)The design of a unit shall not assume wheel/rail adhesion higher than 0,12 when calculating the parking brake performance.

• (4)These limits of wheel rail adhesion shall be verified by calculation with the smallest wheel diameter, and with the 3 load conditions considered in point 4.2.4.5.2.

• All values of adhesion shall be rounded to two decimal places.

4.2.4.6.2   Wheel Slide Protection (WSP) system

• (1)A wheel slide protection system (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 wheelsets from locking and uncontrolled sliding, thereby minimising the extension of stopping distances and possible wheel damage.

• Requirements on the presence and use of a WSP system on the unit:

• (2)Units designed for maximum service speed higher than 150 km/h shall be fitted with a wheel slide protection system.

• (3)Units equipped with wheel tread brakes with a brake performance which assumes in the speed range > 30 km/h a calculated wheel/rail adhesion higher than 0.12 shall be fitted with a wheel slide protection system.

• Units not equipped with wheel tread brakes with a brake performance which assumes in the speed range > 30 km/h a calculated wheel/rail adhesion higher than 0,11 shall be fitted with a wheel slide protection system.

• (4)The requirement on the wheel slide protection system above shall apply to the two brake modes: emergency brake and service brake.

• It shall also apply to the dynamic brake system, which is part of the service brake, and can be part of the emergency brake (see point 4.2.4.7).

• Requirements on the WSP system performance:

• (5)For units equipped with a dynamic braking system, a WSP system (if present according to the point above) shall control the dynamic brake force; when this WSP system is not available, the dynamic brake force shall be inhibited, or limited in order not to lead a wheel/rail adhesion demand higher than 0.15.

• (6)The wheel slide protection system shall be designed according to the specification referenced in Appendix J-1, index [15]; the conformity assessment procedure is specified in point 6.1.3.2.

• (7)Requirements on performance at unit level:

• If a unit is equipped with a WSP, a test shall be done to verify the efficiency of the WSP system (maximum extension of the stopping distance compared to stopping distance on dry rail) when integrated in the unit; the conformity assessment procedure is specified in point 6.2.3.10.

- The relevant components of the wheel slide protection system shall be considered in the safety analysis of the emergency brake function required in point 4.2.4.2.2.

• (8)Wheel rotation monitoring system (WRM):

• Units of design maximum speed higher or equal to 250 km/h shall be equipped with a wheel rotation monitoring system to advise the driver that an axle has seized; the wheel rotation monitoring system shall be designed according to the specification referenced in Appendix J-1, index [15].

4.2.4.7.   Dynamic brake — Braking system linked to traction system

Where the braking performance of the dynamic brake or of braking system linked to the traction system is included in the performance of the emergency braking in normal mode defined in point 4.2.4.5.2, the dynamic brake or the braking system linked to traction:

• (1) must be commanded by the main brake system control line (see point 4.2.4.2.1);

• (2) must be subject to a safety analysis covering the hazard ‘after activation of an emergency command, complete loss of the dynamic brake force’.

This safety analysis shall be considered in the safety analysis required by the safety requirement N° 3 set out in point 4.2.4.2.2 for the emergency brake function.

For electric units, in case the presence on-board the unit of the voltage delivered by the external power supply is a condition for the dynamic brake application, the safety analysis shall cover failures leading to absence on-board the unit of that voltage.

In case the hazard above is not controlled at the level of the rolling stock (failure of the external power supply system), the braking performance of the dynamic brake or of braking system linked to the traction system shall not be included in the performance of the emergency braking in normal mode defined in point 4.2.4.5.2.

4.2.4.8.   Braking system independent of adhesion conditions

4.2.4.8.1.   General

• (1)Brake systems able to develop a brake force applied on the rail, independent of the wheel/rail adhesion condition, are a means of providing additional braking performance when the requested performance is higher than the performance corresponding to the limit of the available wheel rail adhesion (see point 4.2.4.6).

• (2)It is permissible to include the contribution of brakes independent of wheel/rail adhesion in the braking performance in normal mode defined in point 4.2.4.5 for the emergency brake; in such a case, the brake system independent of adhesion condition:

• (a) Shall be commanded by the main brake system control line (see point 4.2.4.2.1).

• (b) Shall be subject of a safety analysis covering the hazard ‘after activation of an emergency command, complete loss of the brake force independent of the wheel/rail adhesion’.

• This safety analysis shall be considered in the safety analysis required by the safety requirement No 3 set out in point 4.2.4.2.2 for the emergency brake function.

4.2.4.8.2.   Magnetic track brake

• (1)Requirements on magnetic brakes specified for compatibility with train detection system based on axle counters are referenced in point 4.2.3.3.1.2(9).

• (2)A magnetic track brake is allowed to be used as an emergency brake, as mentioned in the TSI INF, point 4.2.6.2.2.

• (3)The geometrical characteristics of the end elements of the magnet in contact with the rail shall be as specified for one of the types described in the specification referenced in Appendix J-1, index [16]. It is permissible to use geometries of end elements of the magnet that are not listed in Appendix J-1, index [16] provided that the compatibility with switches and crossings is demonstrated in accordance with the procedure referred to in Appendix K.

• (4)Magnetic track brake shall not be used at speed higher than 280 km/h.

• (5)The braking performance of the unit specified in point 4.2.4.5.2 shall be determined with and without the use of magnetic track brakes.

• (6)Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibition area – Trackside orders: magnetic track brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of inhibition of magnetic track brake by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

• (7)Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibit – STM Orders: magnetic track brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of inhibition of magnetic track brake by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

4.2.4.8.3.   Eddy current track brake

• (1)This point covers only eddy current track brake developing a brake force between the unit and the rail.

• (2)Requirements on eddy current track brake specified for compatibility with train detection system based on axle counters, track circuits, wheel detectors and vehicle detectors based on inductive loops are referenced in point 4.2.3.3.1.2(9).

• (3)If the eddy current track brake requires a displacement of its magnets when the brake is applied, the unobstructed movement of such magnets between the ‘brake released’ and ‘brake applied’ positions shall be demonstrated by calculation in accordance with the specification referenced in Appendix J-1, index [7].

• (4)The maximum distance between the eddy current track brake and the track corresponding to ‘brake released’ position will be recorded in the technical documentation described in point 4.2.12.

• (5)The eddy current track brake shall not operate below a fixed speed threshold.

• (6)The conditions for use of eddy current track brake for technical compatibility with the track are not harmonised (regarding in particular their effect on rail heating and vertical force) and are an open point.

• (7)The Register of Infrastructure indicates per track section if their use is allowed, and provides in such case their conditions for use:

• — The maximum distance between the eddy current track brake and the track corresponding to ‘brake released’ referred to in point (4) above,

• — Fixed speed threshold referred to in point (5) above,

• — Vertical force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking),

• — Braking force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking).

- (8)The braking performance of the unit specified in points 4.2.4.5.2 and 4.2.4.5.3 shall be determined with and without the use of eddy current track brakes.

• (9)Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibition area – Trackside orders: Eddy current track brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of inhibition of eddy current track brake by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

• (10)Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibit – STM Orders: eddy current track brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of inhibition of eddy current track brake by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

4.2.4.9.   Brake state and fault indication

• (1) Information available to train staff shall allow the identification of the status of the brake system. To that end, it shall be possible at certain phases during operation for the train staff to identify the status (applied or released or isolated) of the main (emergency and service) and parking brake systems, and the status of each part (including one or several actuators) of these systems that can be controlled and/or isolated independently.

• (2) If the parking brake always depends directly on the state of main brake system, it is not required to have an additional and specific indication for the parking brake system.

• (3) The phases that shall be considered during operation are standstill and running.

• (4) When at a standstill, train staff shall be able to check from inside and/or outside of the train:
• — The continuity of the train brake control command line,
• — The availability of the braking energy supply along the train,
• — The status of the main brake and parking brake systems and the status of each part (including one or several actuators) of these systems that can be controlled and/or isolated separately (as described above in the first paragraph of this  point), excepted for dynamic brake and braking system linked to traction systems.

- (5) When running, the driver shall be able to check from the driving position in the cab:

• — The status of the train brake control command line,
• — The status of the train brake energy supply,
• — The status of the dynamic brake and braking system linked to traction system where they are included in the performance of the emergency braking in normal mode,
• — The status applied or released of at least one part (actuator) of the main brake system which is controlled independently (e.g. a part which is installed on the vehicle fitted with an active cab).

• (6) The function providing the information described above to the train staff is a function essential to safety, as it is used for the train staff to evaluate the braking performance of the train. Where local information is provided by indicators, the use of harmonised indicators ensures the required safety level. Where a centralised control system allowing the train staff to perform all checks from one location (i.e. inside the drivers cab) is provided, it shall be subject to a reliability study, considering the failure mode of components, redundancies, periodic checks and other provisions; based on this study, operating conditions of the centralised control system shall be defined and provided in the operating documentation described in point 4.2.12.4.

• (7) Applicability to units intended for general operation: Only functionalities that are relevant to the design characteristics of the unit (e.g. presence of a cab,…) shall be considered. The signals transmission required (if any) between the unit and the other coupled unit(s) in a train for the information regarding the brake system to be available at train level shall be documented, taking into account functional aspects. This TSI does not impose any technical solution regarding physical interfaces between units.

4.2.4.10.   Brake requirements for rescue purposes

• (1) All brakes (emergency, service, parking) shall be fitted with devices allowing their release and isolation. These devices shall be accessible and functional whether the train or vehicle is: powered, non-powered or immobilised without any available energy on board.

• (2) For units intended to be operated on other track gauge systems than 1 520 mm system, it shall be possible, following a failure during operation, to rescue a train with no energy available on board by a recovery power unit equipped with a pneumatic brake system compatible with the UIC brake system (brake pipe as braking control command line). Note: see  point 4.2.2.2.4 of this TSI for mechanical and pneumatical interfaces of the recovery unit.

- (3) During the rescue, it shall be possible to have a part of the brake system of the rescued train controlled by means of an interface device; in order to meet this requirement, it is allowed to rely on low voltage provided by a battery to supply control circuits on the rescued train.

• (4) The braking performance developed by the rescued train in this particular operating mode shall be evaluated by a calculation, but is not required to be the same as the braking performance described in point 4.2.4.5.2. The calculated braking performance and rescue operating conditions shall be part of the technical documentation described in point 4.2.12.

• (5) The requirement in 4.2.4.10 (4) does not apply to units which are operated in a train formation of less than 200 tons (load condition ‘design mass in working order’).

4.2.5.   Passenger-related items

For information purposes only, the following non-exhaustive list gives an overview of the basic parameters covered by the TSI PRM, which are applicable to units which are intended to carry passengers:

• — seats, including priority seats

• — wheelchair spaces

• — exterior doors, including dimensions, passenger interface for controls

• — interior doors, including dimensions, passenger interface for controls

• — toilets

• — clearways

• — lighting

• — customer information

• — floor height changes

• — handrails

- — wheelchair-accessible sleeping accommodation

• — step position for vehicle access and egress, including steps and boarding aids.

Additional requirements are specified below in this  point.