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

4.2.5.1.   Sanitary systems

• (1)The materials used for the on-board storage and distribution of water to sanitary systems (e.g. tank, pump, piping, water tap and sealing material and quality) shall comply with the requirements applicable to water intended for human consumption in accordance with Directive (EU) 2020/2184 of the European Parliament and of the Council ([^E0013]).

• (2)Sanitary systems (toilets, washrooms, bar/restaurant facilities) shall prevent the release of sewage that may be detrimental to the health of people or to the environment. Released materials (i.e. treated water) shall be conformant to the following Directives (water with soap directly released from sink excluded):

• — The bacterial content of sewage discharged from sanitary systems shall not at any time exceed the bacterial content value for Intestinal enterococci and Escherichia coli bacteria specified as ‘good’ for Inland waters in Directive 2006/7/EC of the European Parliament and of the Council ([^E0014]) concerning the management of bathing water quality.

• — The treatment processes shall not introduce substances that are identified in Annex I of Directive 2006/11/EC of the European Parliament and of the Council ([^E0015]) on pollution caused by certain dangerous substances discharged into the aquatic environment of the Union.

• (3)To limit the dispersion of released liquid on the trackside, discharge from any source shall take place downwards only, under the body frame of the vehicle in a distance not greater than 0,7 metres from the longitudinal centre line of the vehicle.

• (4)The following shall be provided in the technical documentation described in point 4.2.12:

- — The presence and type of toilets in a unit,

• — The characteristics of the flushing medium, if it is not clean water,

• — The nature of the treatment system for released water and the standards against which conformity has been assessed.

4.2.5.2.   Audible communication system

• (1) This  point applies to all units designed to carry passengers and units designed to haul passenger trains.

• (2) Trains shall be equipped as a minimum with a means of audible communication:
• — for the train crew to address the passengers in a train
• — for internal communication between the train crew and in particular between the driver and staff in the passenger area (if any).

• (3) The equipment shall be able to remain on standby independently of the main energy source for at least three hours. During the standby time the equipment shall be able to actually function at random intervals and periods during an accumulated time of 30 minutes.

- (4) The communication system shall be designed in such a manner that it continues to operate at least half (distributed throughout the train) of its loudspeakers in the event of a failure in one of its transmission elements or, as an alternative, another means shall be available to inform the passengers in the event of a failure.

• (5) Provisions for passengers to contact train crew are prescribed in point 4.2.5.3 (passenger alarm) and in point 4.2.5.4 (communication devices for passengers).

• (6) 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, of a crew interface system,…) shall be considered. The signals transmission required between the unit and the other coupled unit(s) in a train for the communication system to be available at train level shall be implemented and documented, taking into account functional aspects. This TSI does not impose any technical solution regarding physical interfaces between units.

4.2.5.3.   Passenger alarm

4.2.5.3.1   General

• (1) This  point is applicable to all units designed to carry passengers and units designed to haul passenger trains.

• (2) The passenger alarm function gives to anyone in the train the opportunity to advise the driver of a potential danger, and has consequences at operating level when activated (e.g. braking initiation in absence of reaction from the driver); it is a safety related function, for which the requirements, including safety aspects, are set out in this  point.

4.2.5.3.2   Requirements for information interfaces

• (1) With the exception of toilets and gangways, each compartment, each entrance vestibule and all other separated areas intended for passengers shall be equipped with at least one clearly visible and indicated alarm device to inform the driver of a potential danger.

• (2) The alarm device shall be designed so that once activated it cannot be cancelled by passengers.

• (3) At the triggering of the passenger alarm, both visual and acoustic signs shall indicate to the driver that one or more passenger alarms have been activated.

• (4) A device in the cab shall allow the driver to acknowledge his awareness of the alarm. The driver's acknowledgement shall be perceivable at the place where the passenger alarm was triggered and shall stop the acoustic signal in the cab.

• (4a) In case of multiple activations, the driver’s acknowledgement of the passenger alarm for the first activated passenger alarm device shall initiate the automatic acknowledgement for all further activated devices, until all activated devices have been reset.

• (5) On the driver's initiative, the system shall allow a communication link to be established between the driver's cab and the place where the alarm(s) was/were triggered for units designed for operation without staff on-board (other than driver).For units designed for operation with staff on-board (other than driver), it is permitted to have this communication link established between the driver's cab and the staff on-board. The system shall allow the driver to cancel this communication link on his initiative.

• (6) A device shall enable the crew to reset the passenger alarm.

4.2.5.3.3   Requirements for activation of the brake by the passenger alarm

• (1) When the train is stopped at a platform or departing from a platform, activation of a passenger alarm shall lead to a direct application of the service brake or the emergency brake, resulting in a complete stop. In this case, only after the train has come to a complete stop, a system shall allow the driver to cancel any automatic braking action initiated by the passenger alarm;

• (2) In other situations, 10 +/-1 seconds after activation of the (first) passenger alarm, at least an automatic service brake shall be initiated unless the passenger alarm is acknowledged by the driver within this time. The system shall allow the driver to override at any time an automatic braking action initiated by the passenger alarm.

4.2.5.3.4   Criteria for a train departing from a platform

• (1) A train is deemed to be departing from a platform during the period of time elapsing between the moment when door status is changed from ‘released’ to ‘closed and locked’ and the moment when the train has partly left the platform.

• (2) This moment shall be detected on-board (function allowing physical detection of the platform or based on speed or distance criteria, or any alternative criteria).

• (3) For units intended to operate on lines that are fitted with the ETCS track side system for control-command and signalling (including ‘passenger door’ information as described in Annex A Index 7 of TSI CCS), this on-board device shall be able to receive from the ETCS system the information related to platform.

4.2.5.3.5   Safety requirements

• (1) For the scenario ‘failure in the passenger alarm system leading to the impossibility for a passenger to initiate the activation of brake in order to stop the train when train departs from a platform’, it shall be demonstrated that the risk is controlled to an acceptable level considering that the functional failure has typical credible potential to lead directly to ‘single fatality and/or severe injury’.

• (2) For the scenario ‘failure in the passenger alarm system leading to no information given to the driver in case of activation of a passenger alarm’, it shall be demonstrated that the risk is controlled to an acceptable level considering that the functional failure has typical credible potential to lead directly to ‘single fatality and/or severe injury’.

• (3) The demonstration of conformity (conformity assessment procedure) is described in  point 6.2.3.5 of this TSI.

4.2.5.3.6   Degraded mode

• (1) Units fitted with a driver's cab shall be fitted with a device which allows authorised staff to isolate the passenger alarm system.

• (2) If the passenger alarm system is not functioning, either after intentional isolation by staff, due to a technical failure, or by coupling the unit with a non-compatible unit, this shall be permanently indicated to the driver in the active driver's cab, and application of the passenger alarm shall result in a direct application of brakes.

• (3) A train with an isolated passenger alarm system does not meet the minimum requirements for safety and interoperability as defined in this TSI and shall therefore be regarded to as being in degraded mode.

4.2.5.3.7   Applicability to units intended for general operation

- (1) Only functionalities that are relevant to the design characteristics of the unit (e.g. presence of a cab, of a crew interface system,…) shall be considered.

• (2) The signals transmission required between the unit and the other coupled unit(s) in a train for the passenger alarm system to be available at train level shall be implemented and documented, taking into account functional aspects described above in this  point.

• (3) This TSI does not impose any technical solution regarding physical interfaces between units.

4.2.5.4.   Communication devices for passengers

• (1) This  point applies to all units designed to carry passengers and units designed to haul passenger trains.

• (2) Units designed for operation without staff on-board (other than driver) shall be equipped with a ‘communication device’ for passengers to inform a person who can take appropriate action.

• (3) The requirements to the location of the ‘communication device’ are the ones applicable for the passenger alarm as defined in point 4.2.5.3.

• (4) The system shall allow the communication link to be requested on the initiative of the passenger. The system shall allow the person receiving the communication (e.g. driver) to cancel this communication link at his initiative.

- (5) The ‘communication device’ interface to passengers shall be indicated by a harmonised sign, shall include visual and tactile symbols and shall emit a visual and audible indication that it has been operated. These elements shall be in accordance with the PRM TSI.

• (6) 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, of a crew interface system, etc.) shall be considered. The signals transmission required between the unit and the other coupled unit(s) in a train for the communication system to be available at train level shall be implemented and documented, taking into account functional aspects. This TSI does not impose any technical solution regarding physical interfaces between units.

• (7) The existence or not of communication devices shall be recorded in the technical documentation described in point 4.2.12.2.

4.2.5.5.   Exterior doors: passenger access to and egress from Rolling Stock

4.2.5.5.1.   General

• (1) This  point applies to all units designed to carry passengers and units designed to haul passenger trains.

• (2) Doors intended for staff and freight are dealt with in  points 4.2.2.8 and 4.2.9.1.2 of this TSI.

• (3) The control of external passenger access doors is a function essential to safety; the functional and safety requirements expressed in this  point are necessary to ensure the safety level required.

4.2.5.5.2   Terminology used

• (1) In the context of this  point a ‘door’ is an external passenger access door (with one or more leaves), intended primarily for passengers to enter and leave the unit.

• (2) A ‘locked door’ is a door held closed by a physical door locking device

• (3) A ‘door locked out of service’ is a door immobilised in a closed position by a manually operated mechanical locking device.

• (4) A door ‘released’ is a door that is able to be opened by operating the local or, central door control, (where the latter is available).

• (5) For the purpose of this  point, a train is assumed to be at a standstill when the speed has decreased to 3 km/h or less.

• (6) For the purpose of this  point, ‘train crew’ means one member of the on-board staff in charge of the checks related to the door system; it may be the driver or another member of the on-board staff.

4.2.5.5.3.   Door closing and locking

• (1) The door control device shall allow the train crew to close and lock all the doors before the train departs.

• (2) Where a movable step has to be retracted, the closing sequence shall include the movement of the step to the retracted position.

• (3) When the centralised door closing and locking is activated from a local control, adjacent to a door, it is permissible for this door to remain open when the other doors close and lock. The door control system shall allow the staff to close and lock this door subsequently before departure.

• (4) The doors shall be kept closed and locked until they are released in accordance with point 4.2.5.5.6. In the event of loss of power to the door controls, the doors shall be kept locked by the locking mechanism. Note: see point 4.2.2.3.2 of TSI PRM for alert signal when closing a door. Door obstacle detection:

• (5) External passenger access doors shall incorporate devices that detect if they close on an obstacle (e.g. a passenger). Where an obstacle is detected the doors shall automatically stop, and remain free for a limited period of time or reopen. The sensitivity of the system shall be such as to detect an obstacle according to the specification referenced in Appendix J-1, index [17], with a maximum force on the obstacle according to the specification referenced in Appendix J-1, index [17].

4.2.5.5.4   Locking a door out of service

• (1) A manually operated mechanical device shall be provided to enable (the train crew or maintenance staff) to lock a door out of service.

• (2) The locking out of service device shall:
• — Isolate the door from any opening command
• — Lock the door mechanically in the closed position
• — Indicate the status of the isolation device
• — Permit the door to be by-passed by the ‘door-closed proving system’

4.2.5.5.5   Information available to the train crew

• (1) An appropriate ‘doors-closed proving system’ shall allow the train crew to check at any moment whether or not all the doors are closed and locked.

• (2) If one or more doors are not locked, this shall be continuously indicated to the train crew.

• (3) An Indication shall be provided to the train crew of any fault of a door closing and/or locking operation.

• (4) Audible and visual alarm signal shall indicate to the train crew an emergency opening of one or more doors.

• (5) A ‘door locked out of service’ is permitted to be by-passed by the ‘doors-closed proving system’.

4.2.5.5.6   Door opening

• (1) A train shall be provided with door release controls, which allow the train crew or an automatic device associated with the stop at a platform, to control the release of doors separately on each side, allowing them to be opened by passengers or, if available, by a central opening command when the train is at a standstill.

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

• (3) At each door, local opening controls or opening devices shall be accessible for passengers from both the outside and the inside of the vehicle.

• (4) Where a movable step has to be deployed, the opening sequence shall include the movement of the step to the deployed position.

Note: see  point 4.2.2.4.2 of TSI PRM for alert signal when opening a door.

4.2.5.5.7   Door-traction interlock

• (1) Traction power shall be applied only when all doors are closed and locked. This shall be ensured through an automatic door-traction interlock system. The door-traction interlock system shall prevent traction power being applied when not all of the doors are closed and locked.

• (2) The traction interlock system shall be provided with a manual override, intended to be activated by the driver in exceptional situations, to apply traction even when not all of the doors are closed and locked.

4.2.5.5.8   Safety requirements for  points 4.2.5.5.2 to 4.2.5.5.7

• (1) For the scenario one door is unlocked (with train crew not correctly informed of this door status) or released or opened in inappropriate areas (e.g. wrong side of train) or situations (e.g. train running), it shall be demonstrated that the risk is controlled to an acceptable level, considering that the functional failure has typical credible potential to lead directly to:
• — ‘single fatality and/or severe injury’ for units in which passengers are not supposed to stay in standing position in the door area (long distance), or to
• — ‘single fatality and/or severe injury’ for units in which some passengers stay in standing position in the door area in normal operation.

• (2) For the scenario several doors are unlocked (with train crew not correctly informed of this door status) or released or opened in inappropriate areas (e.g. wrong side of the train) or situations (e.g. train running), it shall be demonstrated that the risk is controlled to an acceptable level, considering that the functional failure has typical credible direct potential to lead to:
• — ‘fatality and/or severe injury’ for units in which passengers are not supposed to stay in standing position in the door area (long distance), or to
• — ‘fatalities and/or severe injuries’ for units in which some passengers stay in standing position in the door area in normal operation.

• (3) The demonstration of conformity (conformity assessment procedure) is described in  point 6.2.3.5 of this TSI.

4.2.5.5.9   Door emergency opening

Internal emergency opening:

• (1) Each door shall be provided with an individual internal emergency-opening device accessible to passengers, that shall allow the door to open; this device shall be active when the speed is below 10 km/h.

• (2) It is allowed to have this device active at any speed (independent of any speed signal); in such a case, this device shall be operated after a succession of at least two actions.

• (3) This device is not required to have an effect on ‘a door locked out of service’. In such a case the door may be unlocked first.

Safety requirement:

• (4) For the scenario ‘failure in the internal emergency opening system of two adjacent doors along a through route (as defined in  point 4.2.10.5 of this TSI), the emergency opening system of other doors remaining available’, it shall be demonstrated that the risk is controlled to an acceptable level, considering that the functional failure has typical credible potential to lead directly to ‘single fatality and/or severe injury’. The demonstration of compliance (conformity assessment procedure) is described in  point 6.2.3.5 of this TSI.

External emergency opening:

• (5) Each door shall be provided with an individual external emergency-opening device, accessible to rescue staff, to allow that door to be opened for emergency reasons. This device is not required to have an effect on ‘a door locked out of service’. In such a case the door shall be unlocked first.

Manual force to open the door:

• (6) For manual opening of the door, the force required to be exerted by a person shall be according to the specification referenced in Appendix J-1,  index [17].

4.2.5.5.10   Applicability to units intended for general operation

- (1) Only functionalities that are relevant to the design characteristics of the unit (e.g. presence of a cab, of a crew interface system for door control, etc.) shall be considered.

• (2) The signals transmission required between the unit and the other coupled unit(s) in a train for the door system to be available at train level shall be implemented and documented, taking into account functional aspects.

• (3) This TSI does not impose any technical solution regarding physical interfaces between units.

4.2.5.6.   Exterior door system construction

• (1) If a unit is fitted with a door intended to be used by passengers to access or egress the train, the following provisions apply:

• (2) Doors shall be fitted with transparent windows to allow passengers to identify the presence of a platform.

- (3) The outside surface of passenger units shall be designed in such a way that they do not give the possibility for a person to ‘train surf’ when the doors are closed and locked.

• (4) As a measure to prevent ‘train surfing’, handholds on the outside surface of the door system shall be avoided or designed so that they cannot be gripped when the doors are closed.

• (5) Handrails and handholds shall be fixed so that they can withstand the forces exerted on them during operation.

4.2.5.7.   Inter-unit doors

• (1) This  point is applicable to all units designed to carry passengers.

• (2) Where a unit is equipped with inter-unit doors at the end of coaches or at unit-ends, they shall be fitted with a device that allows them to be locked (e.g. where a door is not connected by a gangway for use of passengers to an adjacent coach or unit, etc.).

4.2.5.8.   Internal air quality

• (1) The quantity and quality of air provided inside the area of vehicles occupied by passengers and/or staff shall be such that no risk is developed to the health of passengers or staff additional to those resulting from the external ambient air quality. This is achieved by complying with the requirements set up below. A ventilation system shall maintain an acceptable interior CO2 level under operational conditions.

- (2) The CO2 level shall not exceed 5 000 ppm in all operating conditions, excepted in the 2 cases below:

• — In case of interruption of the ventilation, due to an interruption of the main power supply or to a breakdown of the system, an emergency provision shall ensure the supply of outside air into all passenger and staff areas. If this emergency provision is ensured through battery supplied forced ventilation, the duration in which the CO2 level will remain below 10 000 ppm shall be defined, assuming a passenger load derived from the load condition ‘design mass under normal payload’. The conformity assessment procedure is defined in  point 6.2.3.12. This duration shall not be less than 30 minutes. The duration shall be recorded in the technical documentation defined in  point 4.2.12 of this TSI.
• — In case of switch off or closing of all means of external ventilation, or switch off of air conditioning system, in order to prevent passengers being exposed to environmental fumes that may be present, especially in tunnels, and in the event of a fire, as described in  point 4.2.10.4.2.

4.2.5.9.   Body side windows

• (1) Where body side windows can be opened by passengers and cannot be locked by the train staff, the size of the opening shall be limited to such dimensions that it is not possible to pass a ball shaped object with 10cm diameter through it.

4.2.6.   Environmental conditions and aerodynamic effects

4.2.6.1.   Environmental conditions — general

• (1) Environmental conditions are physical, chemical or biological conditions external to a product and to which it is subjected to.

• (2) The environmental conditions to which rolling stock is subjected to influence the design of rolling stock, as well as this of its constituents.

• (3) The environmental parameters are described in the  points below; for each environmental parameter, a nominal range is defined, which is the most commonly encountered in Europe, and is the basis for interoperable rolling stock.

• (4) For certain environmental parameters, ranges other than the nominal one are defined; in that case, a range shall be selected for the design of the rolling stock. For the functions identified in the  points below, design and/or testing provisions taken to ensure that the rolling stock is meeting the TSI requirements in this range shall be described in the technical documentation.

• (5) The selected range(s) shall be recorded in the technical documentation described in  point 4.2.12 of this TSI, as a characteristic of the rolling stock.

• (6) Depending on the ranges selected, and on provisions taken (described in the technical documentation), relevant operating rules could be necessary to ensure the technical compatibility between the rolling stock and environmental conditions that can be met on parts of the network. In particular, operating rules are necessary when rolling stock designed for the nominal range is operated on a particular line where the nominal range is exceeded at certain periods of the year.

• (7) The ranges, if different than the nominal one, to be selected to avoid any restrictive operating rule(s) linked to a geographical area and climatic conditions, are specified by the Member States and are listed in the  point 7.4 of this TSI.

4.2.6.1.1   Temperature

• (1) Rolling stock shall meet the requirements of this TSI within one (or several) of the temperature ranges T1 (– 25 °C to + 40 °C; nominal), or T2 (– 40 °C to + 35 °C) or T3 (– 25 °C to + 45 °C) as defined in the specification referenced in Appendix J-1,  index [18].

• (2) The selected temperature range (s) shall be recorded in the technical documentation described in  point 4.2.12 of this TSI.

• (3) The temperature to consider for design purpose of rolling stock constituents shall take into account their integration in the rolling stock.

4.2.6.1.2   Snow, ice and hail

• (1) Rolling stock shall meet the requirements of this TSI when subject to snow, ice and hail conditions as defined in the specification referenced in Appendix J-1,  index [18], which correspond to the nominal conditions (range).

• (2) The effect of snow, ice and hail to consider for design purpose of rolling stock constituents shall take into account their integration in the rolling stock.

- (3) Where more severe ‘snow, ice and hail’ conditions are selected, rolling stock and the parts of the subsystem shall then be designed to meet TSI requirements considering the following scenarios:

• — Snowdrift (light snow with low water equivalent content), covering the track up to 80 cm continuously above top rail level.
• — Powder snow, snowfall of large quantities of light snow with low water equivalent content.
• — Temperature gradient, temperature and humidity variation during one single run causing ice build-ups on the rolling stock.
• — Combined effect with low temperature according to the temperature zone chosen as defined in  point 4.2.6.1.1.

• (4) In relation with  point 4.2.6.1.1 (climatic zone T2) and with the present  point 4.2.6.1.2 (severe conditions for snow, ice and hail) of this TSI, the provisions taken to meet TSI requirements in these severe conditions shall be identified and verified, in particular design and/or testing provisions that are required for the following TSI requirements:
• — Obstacle deflector as defined in point 4.2.2.5: additionally, capability to remove snow in front of the train. Snow shall be considered as an obstacle to be removed by the obstacle deflector; the following requirements are defined in point 4.2.2.5 (by reference to the specification referenced in Appendix J-1, index [3]): ‘The obstacle deflector needs to be of sufficient size to sweep obstacles clear of the path of the bogie. It shall be a continuous structure and shall be designed so as not to deflect objects upwards or downwards. Under normal operating conditions, the lower edge of the obstacle deflector shall be as close to the track as the vehicle movements and gauge line will permit. In plan view the deflector should approximate to a “V” profile with an included angle of not more than 160°. It can be designed with a compatible geometry to function also as a snow plough’ The forces specified in  point 4.2.2.5 of this TSI are deemed to be sufficient in order to remove the snow.
• — Running gear as defined in the TSI  point 4.2.3.5: considering snow and ice build-up and possible consequence on running stability and brake function.
• — Brake function and brake power supply as defined in the TSI  point 4.2.4.
• — Signalling the presence of the train to others as defined in the TSI  point 4.2.7.3.
• — Providing a view ahead as defined in the TSI  point 4.2.7.3.1.1 (head lights) and 4.2.9.1.3.1 (front visibility), with windscreen's equipment as defined in  point 4.2.9.2 functioning.
• — Providing the driver with acceptable climate for working as defined in the TSI  point 4.2.9.1.7.

• (5) The selected range for ‘snow, ice and hail’ (nominal or severe) and provision adopted shall be documented in the technical documentation described in  point 4.2.12.2 of this TSI.

4.2.6.2.   Aerodynamic effects

• (1) The requirements in this point apply to all rolling stock. For rolling stock operated on the 1 520 mm and 1 600 mm track gauge systems, in case of a maximum speed higher than the limits specified in points 4.2.6.2.1 to 4.2.6.2.5, the procedure for innovative solution shall apply.

• (2) The passing of a train causes an unsteady airflow with varying pressures and flow velocities. These pressure and flow velocity transients have an effect on persons, objects and buildings at the trackside; they have also an effect on the rolling stock (e.g. aerodynamic load on vehicle structure, buffeting of equipment), and are to be taken into account in the design of rolling stock.

• (3) The combined effect of train speed and air speed causes an aerodynamic rolling moment that can affect the stability of rolling stock.

4.2.6.2.1.   Slipstream effects on passengers on platform and on workers trackside

- (1)Units of maximum design speed Vtr,max > 160 km/h, running in the open air at a reference speed Vtr,ref shall not cause the air speed to exceed, at each measurement point defined in the specification referenced in Appendix J-1 index [49], the value U95 %,max as indicated in that specification.

• (2)For units intended to be operated on the networks with track gauges of 1 524 mm and 1 668 mm, the corresponding values in Table 4 below referring to the parameters of the specification referenced in Appendix J-1, index [49] shall be applied:

Table 4

Limit criteria

Track gauge (mm)	Maximum design speed vtr,max (km/h)	Measurement point	Measurement point	Trackside maximum permissible air speed, (limit values for u95 %,max (m/s))	Reference speed vtr,ref (km/h)
Track gauge (mm)	Maximum design speed vtr,max (km/h)	Measurement performed at height above the top of rail	Measurement performed at a distance from the track centre	Trackside maximum permissible air speed, (limit values for u95 %,max (m/s))	Reference speed vtr,ref (km/h)
1 524	160 < vtr,max < 250	0,2 m	3,0 m	22,5	Maximum design speed
1 524	160 < vtr,max < 250	1,4 m	3,0 m	18	200 km/h or the maximum design speed, whichever is lower
1 668	160 < vtr,max < 250	0,2 m	3,1 m	20	Maximum design speed
1 668	160 < vtr,max < 250	1,4 m	3,1 m	15,5	200 km/h or the maximum design speed, whichever is lower
1 668	250 ≤ vtr,max	0,2 m	3,1 m	22	300 km/h or the maximum design speed, whichever is lower
1 668	250 ≤ vtr,max	1,4 m	3,1 m	15,5	200 km/h

• (3)The specification referenced in Appendix J-1, index [49] specifies:

• — the reference train to be tested for fixed/predefined formations and units assessed for use in general operation;

• — the formation to be tested for single units fitted with a driver cab.

• (4)The conformity assessment procedure is described in  point 6.2.3.13 of this TSI.

4.2.6.2.2.   Head pressure pulse

• (1) The passing of two trains generates an aerodynamic load on each of the two trains. The requirement on head pressure pulse in open air allows a limit aerodynamic load induced by the rolling stock in open air to be defined assuming a distance between track centres for the track where the train is intended to be operated. The distance between track centres depends on the speed and the gauge of the line. Minimum values of a distance between track centres depending on speed and gauge are defined in the INF TSI.

• (2) Units with a maximum design speed higher than 160 km/h running in the open air at their reference speed Vtr,ref on 1 435 mm track gauge shall not cause the maximum peak-to-peak pressure to exceed the maximum permissible pressure change defined in specification referenced in Appendix J-1, index [49] assessed over the measurement positions defined in the same specification.

• (3) For units intended to be operated on the networks with track gauges of 1 524 mm and 1 668 mm, the corresponding values in Table 4a below referring to the parameters of the specification referenced in Appendix J-1, index [49] shall be applied: Table 4a Limit criteria Track gauge Maximum design speed vtr,max (km/h) Measurement point Permissible pressure change, (Δp95 %,max) Reference speed vtr,ref (km/h) Measurement performed at height above the top of rail Measurement performed at a distance from the track centre 1 524 mm 160 < vtr,max < 250 between 1,5 m and 3,0 m 2,5 m 1 600 Pa Maximum design speed 1 668 mm 160 < vtr,max < 250 between 1,5 m and 3,0 m 2,6 m 800 Pa Maximum design speed 250 ≤ vtr,max between 1,5 m and 3,0 m 2,6 m 800 Pa 250 km/h

• (4) The formation to be verified by a test is specified below for different types of rolling stock:
• — Unit assessed in fixed or predefined formation: — A single unit of the fixed formation or any configuration of the predefined formation.
• — Unit assessed for use in general operation (train formation not defined at design stage): — Unit fitted with a drivers cab shall be assessed alone. — Other units: Requirement not applicable.

• (5) The conformity assessment procedure is described in  point 6.2.3.14 of this TSI.

4.2.6.2.3.   Maximum pressure variations in tunnels

• (1)Units of maximum design speed higher than or equal to 200 km/h shall be aerodynamically designed so that for a given combination (reference case) of train speed and tunnel cross section in case of a solo run in a simple, non-inclined tube-like tunnel (without any shafts etc.) the requirements for the characteristic pressure variation shall be met as defined in Appendix J-1, index [50].

• (2)The reference train to be verified by a test is specified as follows for different types of rolling stock:

• (i) unit assessed in fixed or predefined formation: assessment shall be made according to the specification referenced to in Appendix J-1, Index [50];

• (ii) unit assessed for general operation (train formation not defined at design phase) and fitted with a driver's cab: assessment shall be made according to the specification referenced to in Appendix J-1, Index [50];

• (iii) other units (coaches for general operation): assessment shall be made according to the specification referenced to in Appendix J-1, Index [50];

• (3)The conformity assessment procedure is described in point 6.2.3.15.

4.2.6.2.4.   Crosswind

• (1)This requirement applies to units of maximum design speed higher than 140 km/h.

• (2)For units of maximum design speed lower than 250 km/h the characteristic wind curve (CWC) of the most sensitive vehicle shall be determined in accordance with the specification referenced in Appendix J-1, index [19].

• (3)For units of maximum design speed equal or higher than 250 km/h the crosswind effect shall be determined and complying with the specification referenced in Appendix J-1, index [19].

• (4)The resulting characteristic wind curve of the most sensitive vehicle of the unit under assessment shall be recorded in the technical documentation as per point 4.2.12.

4.2.6.2.5.   Aerodynamic effect on ballasted tracks

- (1)This requirement applies to units of maximum design speed higher than 250 km/h.

• (2)The requirement on the aerodynamic effect of trains on ballasted tracks, in order to limit risks induced by the projection of ballast (ballast pick up), is an open point.

4.2.7.   External lights & visible and audible warning devices

4.2.7.1.   External lights

• (1) The colour green shall not be used for external light or illumination; this requirement is made to prevent any confusion with fixed signals.

• (2) This requirement is not applicable to lights with luminous intensity not higher than 100 cd that are included in push buttons for the command of passenger doors (not continuously lit).

4.2.7.1.1.   Head lights

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

• (2) Two white headlamps shall be provided at the front end of the train in order to give visibility for the train driver.

• (3) These head lamps shall be located:
• — at the same height above the rail level, with their centres between 1 500 and 2 000  mm above the rail level,
• — symmetrically compared to the centre-line of rails, and with a distance between their centres not less than 1 000  mm.

• (4) The colour of head lamps shall be in accordance with the values specified in the specification referenced in Appendix J-1, index [20].

• (5) Headlamps shall provide 2 luminous intensity levels: ‘dimmed headlamp’ and ‘full-beam headlamp’. For each level, the luminous intensity of headlamps measured along the optical axis of the head lamp shall be in accordance with the values specified in the specification referenced in Appendix J-1, index [20].

• (6) The installation of head lamps on the unit shall provide a means of alignment adjustment of their optical axis when installed on the unit according to the specification referenced in Appendix J-1, index [20].

• (7) Additional head lamps may be provided (e.g. upper head lamps). These additional head lamps shall fulfil the requirement on the colour of head lamps specified above in this  point.

Note: additional head lamps are not mandatory; their use at operational level may be subject to restrictions.

4.2.7.1.2   Marker lights

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

• (2) Three white marker lamps shall be provided at the front end of the train in order to make the train visible.

• (3) Two lower marker lamps shall be located:
• — at the same height above the rail level, with their centres between 1 500 and 2 000  mm above the rail level,
• — symmetrically compared to the centre-line of rails, and with a distance between their centres not less than 1 000  mm.

• (4) The third marker lamp shall be located centrally above the two lower lamps, with a vertical separation between their centres equal to or greater than 600 mm.

• (5) It is permitted to use the same component for both head lights and marker lights.

• (6) The specification referenced in Appendix J-1, index [20] specifies the characteristics of:
• (a) the colour of marker lamps;
• (b) the spectral radiation distribution of light from the marker lamps;
• (c) the luminous intensity of marker lamps.

• (7) The installation of marker lamps on the unit shall provide a means of alignment adjustment of their optical axis when installed on the unit according to the specification referenced in Appendix J-1, index [20].

4.2.7.1.3   Tail lights

• (1) Two red tail lamps shall be provided at the rear end of units intended to be operated at the rear end of the train in order to make the train visible.

• (2) For units without driver's cab assessed for general operation, the lamps may be portable lamps; in that case, the type of portable lamp to be used shall be in accordance with the Appendix E of the ‘freight wagons’ TSI; the function shall be verified by design examination and type test at component level (interoperability constituent ‘portable tail lamp’), but it is not required to provide the portable lamps.

• (3) The tail lamps shall be located:
• — at the same height above the rail level, with their centres between 1 500 and 2 000  mm above the rail level,
• — symmetrically compared to the centre-line of rails, and with a distance between their centres not less than 1 000  mm.

• (4) The specification referenced in Appendix J-1, index [20] specifies the characteristics of:
• (a) the colour of tail lamps;
• (b) the luminous intensity of tail lamps.

• (5) The luminous intensity of tail lamps shall be in accordance with the specification referenced in Appendix J-1, index 40,  point 5.5.4, Table 8.

4.2.7.1.4   Lamp controls

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

• (2)It shall be possible for the driver to control:

• — the head, marker lamps of the unit from the normal driving position;

• — the tail lamps of the unit from the cab.

- This control may use independent command or combination of commands.

• (3)On units intended to operate on one or more of the networks listed in point 7.3.2.8.a, it shall be possible for the driver to use the head lamps in automatic flashing/blinking mode and to inhibit the function. The characteristics of the flashing/blinking mode shall not be a condition for accessing a network.

• (4)The fitment of the controls to activate and to inhibit the flashing/blinking mode of head lamps shall be recorded in the technical documentation defined in point 4.2.12.2.

4.2.7.2.   Horn (audible warning device)

4.2.7.2.1   General

• (1) This  point applies to units fitted with a driving cab.

• (2) Trains shall be fitted with warning horns in order to make the train audible.

• (3) The notes of the audible warning horns are intended to be recognisable as being from a train and not be similar to warning devices used in road transport or as factory or other common warning device. The operation of the warning horns shall emit at least one of the following separate warning sounds below: — Sounding 1 : the fundamental frequency of the separately sounded note shall be 660 Hz ± 30 Hz (high note). — Sounding 2 : the fundamental frequency of the separately sounded note shall be 370 Hz ± 20 Hz (low note).

• (4) In case additional warning sounds to one of the above (separate or combined) are provided on a voluntary basis, their sound pressure level shall not be higher than values specified below in the  point 4.2.7.2.2..

Note: their use at operational level may be subject to restrictions.

4.2.7.2.2   Warning horn sound pressure levels

• (1)The C weighted sound pressure level produced by each horn sounded separately (or in a group if designed to sound simultaneously as a chord) when integrated on the unit shall be as defined in the specification referenced in Appendix J-1, index [21].

• (2)The conformity assessment procedure is specified in point 6.2.3.17.

4.2.7.2.3   Protection

- (1) Warning horns and their control systems shall be designed or protected, so far as is practicable, to maintain their function when impacted by airborne objects such as debris, dust, snow, hail or birds.

4.2.7.2.4   Horn control

• (1) It shall be possible for the driver to sound the audible warning device from all driving positions specified in  point 4.2.9 of this TSI.

4.2.8.   Traction and electrical equipment

4.2.8.1.   Traction performance

4.2.8.1.1.   General

• (1) The purpose of the train traction system is to ensure that the train is able to be operated at various speeds up to its maximum service speed. The primary factors that influence traction performance are traction power, train composition and mass, adhesion, track gradient and train running resistance.

• (2) Unit performance for units fitted with traction equipment, and operated in various train formations shall be defined so that the overall traction performance of the train can be derived.

• (3) The traction performance is characterised by the maximum service speed and by the traction force profile (force at wheel rim = F(speed))

• (4) The unit is characterised by its running resistance and its mass.

• (5) The maximum service speed, the traction force profile and the running resistance are the unit contributions necessary to define a timetable allowing a train to slot into the overall traffic pattern on a given line, and are part of the technical documentation related to the unit described in  point 4.2.12.2 of this TSI.

4.2.8.1.2.   Requirements on performance

• (1)This point applies to units fitted with traction equipment.

• (2)Unit traction force profiles (force at wheel rim =F(speed)) shall be determined by calculation; the unit running resistance shall be determined by a calculation for the load case ‘design mass under normal payload’, as defined in point 4.2.2.10.

• (3)Unit traction force profiles and running resistance shall be recorded in the technical documentation (see point 4.2.12.2).

• (4)The design maximum speed shall be defined from the data above for the load case ‘design mass under normal payload’ on a level track; design maximum speed higher than 60 km/h shall be a multiple of 5 km/h.

• (5)For units assessed in fixed or predefined formation, at the maximum service speed and on a level track, the unit shall still be capable of an acceleration of at least 0,05 m/s² for the load case ‘design mass under normal payload’. This requirement may be verified by calculation or by testing (acceleration measurement) and applies for maximum design speed up to 350 km/h.

• (6)Requirements regarding the traction cut-off required in case of braking are defined in the point 4.2.4.

• (7)Requirements regarding availability of the traction function in case of fire on board are defined in the point 4.2.10.4.4.

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

• Additional requirements for units assessed in fixed or predefined formation of maximum design speed higher than or equal to 250 km/h:

• (9)The mean acceleration on a level track, for the load case ‘design mass under normal payload’, shall be of at least of:

• — 0,40 m/s2 from 0 to 40 km/h

• — 0,32 m/s2 from 0 to 120 km/h

• — 0,17 m/s2 from 0 to 160 km/h.

• This requirement may be verified by calculation only or by testing (acceleration measurement) combined with calculation.

• (10)The design of the traction system shall assume a calculated wheel/rail adhesion not higher than:

• — 0,30 at start up and very low speed

• — 0,275 at 100 km/h

- — 0,19 at 200 km/h

• — 0,10 at 300 km/h.

• (11)A single failure of power equipment affecting the traction capability shall not deprive the unit of more than 50 % of its traction force.

4.2.8.2.   Power supply

4.2.8.2.1   General

• (1) Requirements applicable to rolling stock, and which interface with the Energy subsystem are dealt with in this  point; therefore, this  point 4.2.8.2 applies to electric units.

• (2) The TSI Energy specifies the following power systems: AC 25 kV 50 Hz system, AC 15 kV 16,7 Hz system, DC 3 kV system and 1,5 kV system. As a consequence, requirements defined below are related to these 4 systems only, and references to standards are valid for these 4 systems only.

4.2.8.2.2   Operation within range of voltages and frequencies

• (1) Electric units shall be able to operate within the range of at least one of the systems ‘voltage and frequency’ defined in TSI ENE, point 4.2.3 and in appendix J-1 index [69].

• (2) The actual value of the line voltage shall be available in the driver cab in driving configuration.

• (3) The systems ‘voltage and frequency’ for which the rolling stock is designed shall be recorded in the technical documentation defined in  point 4.2.12.2 of this TSI.

4.2.8.2.3   Regenerative brake with energy to the overhead contact line

• (1)Electric units which return electrical energy to the overhead contact line in regenerative braking mode shall comply with the specification referenced in Appendix J-1, index [22].

4.2.8.2.4   Maximum power and current from the overhead contact line

• (1)Electric units including fixed and predefined formations with power higher than 2 MW shall be equipped with power or current limitation function. For units intended to be used in multiple operation the requirement shall apply when the single train - with the maximum number of units intended to be coupled - has a total power higher than 2 MW.

• (2)Electric units shall be equipped with automatic regulation as a function of voltage to limit the current or power to the ‘maximum current or power against voltage’ specified in the specification referenced in Appendix J-1, index [22].

• A less restrictive limitation (lower value of coefficient ‘a’) may be used at operational level on a particular network or line if agreed by the Infrastructure Manager.

• (3)The maximum current assessed here above (rated current) shall be recorded in the technical documentation defined in point 4.2.12.2.

• (4)Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface function ‘change of allowed current consumption’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. When receiving the information on allowed current consumption:

• — If the unit is equipped with power or current limitation function, the device automatically adapts the level of the power consumption.

• — If the unit is not equipped with power or current limitation function, the ‘allowed current consumption’ shall be displayed on-board for the 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.

4.2.8.2.5   Maximum current at standstill

• (1)The maximum current per pantograph for AC and DC systems when a train is at standstill shall be as defined in the specification referenced in Appendix J-1, index [24].

• (2)For DC systems, the maximum current at standstill per pantograph shall be calculated and verified by measurement in accordance with point 6.1.3.7. For AC systems, the check for current at standstill is not necessary as the current is lower and not critical to causing heating of the contact wire.

• (3)For trains equipped with electric energy storage for traction purposes:

• — The maximum current per pantograph at vehicle standstill in DC systems can be exceeded only for charging electric energy storage for traction, in allowed locations and under the specific conditions defined in the register of infrastructure. Only in that case, it shall be possible for a unit to enable the capacity to exceed the maximum current at standstill for DC systems.

• — The assessment method including the measurement conditions is an open point.

• (4)For DC systems, the measured value and measurement conditions regarding the material of the contact wire and, for trains equipped with electric energy storage for traction purposes, the documentation for the operation of electric energy storage shall be recorded in the technical documentation defined in point 4.2.12.2.

4.2.8.2.6   Power factor

• (1)The power factor design data of the train (including multiple operation of several units as defined in point 2.2) shall be subject to a calculation to verify acceptance criteria set out in the specification referenced in Appendix J-1, index [22].

4.2.8.2.7   Harmonics and dynamic effects for AC systems

• (1)An Electric unit shall comply with the requirements described in the specification referenced in Appendix J-1, index [22].

• (2)All hypothesis and data considered shall be recorded in the technical documentation (see point 4.2.12.2).

4.2.8.2.8.   On-board energy measurement system

4.2.8.2.8.1.   General

• (1)The on-board Energy Measurement System (‘EMS’) is the system for measurement of all active and reactive electric energy taken from or returned (during regenerative braking) to the Overhead Contact Line (‘OCL’) by the electric unit.

• (2)The EMS shall include at least the following functions: Energy Measurement Function (‘EMF’) as set out in point 4.2.8.2.8.2 and Data Handling System (‘DHS’) as set out in point 4.2.8.2.8.3.

• (3)A suitable communication system will send the Compiled Energy Billing Data sets (‘CEBD’) to an on-ground Data Collecting System (‘DCS’). The interface protocols and transferred data format between EMS and DCS shall fulfil the requirements set out in point 4.2.8.2.8.4.

• (4)The on-board energy measurement system is suitable for billing purposes; the data sets defined in point 4.2.8.2.8.3(4) provided by this system shall be accepted for billing in all Member States.

• (5)The EMS rated current and voltage shall be matched to the electric unit rated current and voltage; it shall continue to function correctly when changing between several traction energy supply systems.

• (6)Data stored in the EMS shall be protected against loss of the power supply and the EMS shall be protected from non-authorised access.

• (7)An on-board location function providing location data originated from an external source to the DHS shall be provided in networks where such function is necessary for billing purposes. In any case, the EMS system shall be able to accommodate a compatible location function. If the location function is provided, it shall fulfil the requirements set out in specification referenced in Appendix J-1, index [55].

• (8)The fitment of an EMS, its on-board location function, the description of on-board to ground communication and the metrological control including the accuracy class of the EMF shall be recorded in the technical documentation described in point 4.2.12.2.

• (9)The maintenance documentation described in point 4.2.12.3 shall include any periodic verification procedure to ensure the required accuracy level of the EMS during its lifetime.

4.2.8.2.8.2.   Energy Measurement Function (EMF)

• (1)The EMF shall ensure the measurement of the voltage and current, calculation of the energy and production of energy data.

• (2)The energy data produced by EMF shall have a time reference period of 5 minutes defined by the Universal Time Coordinated (UTC) clock time at the end of each time reference period; originating from the time stamp 00:00:00. It is permitted to use a shorter measuring period if the data can be aggregated on-board into 5 minutes time reference period.

• (3)The accuracy of EMF for active energy measurement shall comply with the specification referenced in Appendix J-1, index [56].

• (4)Each device containing one or more functions of EMF shall indicate: metrological control, and its accuracy class, according to the class designations specified in the specification referenced in Appendix J-1, index [56].

• (5)The conformity assessment of the accuracy is set out in point 6.2.3.19a.

• (6)In cases where:

• — an EMS is intended to be installed on an existing vehicle, or

• — an existing EMS (or parts of it) is upgraded, and where existing components of a vehicle are used as part of the EMF, requirements (1) to (5) apply to current and voltage measurements considering the temperature influence factor at rated temperature only and may be verified only for the range of 20% to 120% of rated current. The technical documentation described in point 4.2.12.2 shall record:

• — the characteristic of the compliance of components of the on-board energy measurement system with this limited set of requirements, and

• — the conditions for use of these components.

4.2.8.2.8.3.   Data Handling System (DHS)

• (1)The DHS shall ensure the production of compiled energy billing data sets for energy billing purposes, by merging data from the EMF with time data and, when required, geographical position, and storing it ready to be sent to an on-ground DCS by a communication system.

• (2)The DHS shall compile the data without corrupting them and shall incorporate data storage with a memory capacity sufficient to store the compiled data of at least 60 days continuous operation. The time reference used shall be the same as in the EMF.

• (3)The DHS shall have a capability to be interrogated locally on-board for audit and data recovery purposes.

• (4)The DHS shall produce CEBD, by merging the following data for each time reference period:

• — unique EMS Consumption Point Identification (‘CPId’) as defined in the specification referenced in Appendix J-1, index [57],

• — end time of each period, defined as year, month, day, hour, minute and second,

• — location data at the end of each period,

• — consumed/regenerated active and reactive (if appropriate) energy in each period, in units of watt-hour (active energy) and var-hour (reactive energy) or their decimal-multiples.

• (5)The conformity assessment of compilation and handling of data produced by DHS is set out in point 6.2.3.19a.

4.2.8.2.8.4.   Interface protocols and transferred data format between EMS and DCS

The data exchange between EMS and DCS shall fulfil the requirements specified in the specification referenced in Appendix J-1, index [58] with regards to the following characteristics:

• (1) The application services (service layer) of the EMS,

• (2) The user access rights for these application services,

• (3) The structure (data layer) for these application services, which shall comply with the defined XML schema,

• (4) The message mechanism (message layer) for supporting these application services, which shall comply with the defined methods and the XML schema,

• (5) The application protocols for supporting the message mechanism.

• (6) The communication architectures: the EMS shall use at least one of them.

4.2.8.2.9   Requirements linked to pantograph

4.2.8.2.9.1   Working range in height of pantograph

4.2.8.2.9.1.1   Height of interaction with contact wires (RST level)

The installation of a pantograph on an Electric unit shall allow mechanical contact from at least one of the contact wires at heights between:

• (1) 4 800 mm and 6 500 mm above rail level for tracks designed in accordance with the gauge GC.

• (2) 4 500 mm and 6 500 mm above rail level for tracks designed in accordance with the gauge GA/GB.

• (3) 5 550 mm and 6 800 mm above rail level for tracks designed in accordance with the gauge T (track gauge system 1 520 mm).

• (4) 5 600 mm and 6 600 mm above rail level designed in accordance with the gauge FIN1 (track gauge system 1 524 mm).

• (5) 4 190 mm and 5 700 mm above rail level for electric units designed to be operated on the 1 500 V DC system in accordance with the IRL gauge (track gauge system 1 600 mm).

Note: current collection is verified according to  points 6.1.3.7 and 6.2.3.21 of this TSI, specifying heights of contact wire for tests; however, current collection at low speed is assumed to be possible from a contact wire at any of the heights specified above.

4.2.8.2.9.1.2   Working range in height of pantograph (IC level)

• (1) Pantographs shall have a working range of at least 2 000 mm.

• (2) The characteristics to be verified shall be in accordance with the requirements of the specification referenced in Appendix J-1,  index [23].

4.2.8.2.9.2   Pantograph head geometry (IC level)

• (1) For electric units designed to be operated on other track gauge systems than 1 520 mm or 1 600 mm system, at least one of the pantograph(s) to be installed shall have a head geometry type compliant with one of the two specifications given in the  points 4.2.8.2.9.2.1 and 2 below.

• (2) For electric units designed to be operated solely on the 1 520 mm system, at least one of the pantograph(s) to be installed shall have a head geometry type compliant with one of the three specifications given in the points 4.2.8.2.9.2.1, 2 and 3 below.

• (2a) For electric units designed to be operated solely on the 1 600 mm system, at least one of the pantographs to be installed shall have a head geometry type compliant with the specifications given in the  points 4.2.8.9.2.3a below.

• (3) The type(s) of pantograph head geometry that an Electric unit is equipped with shall be recorded in the technical documentation defined in  point 4.2.12.2 of this TSI.

• (4) The width of pantograph head shall not exceed 0,65 metres.

• (5) Pantograph heads fitted with contact strips having independent suspensions shall be compliant with the specification referenced in Appendix J-1,  index [24].

• (6) Contact between contact wire and pantograph head is permitted outside the contact strips and within the whole conducting range over limited line sections under adverse conditions, e.g. coincidence of vehicle swaying and high winds.

Conducting range and the minimum length of contact strip are specified below as part of the pantograph head geometry.

4.2.8.2.9.2.1   Pantograph head geometry type 1 600 mm

• (1) The pantograph head geometry shall be as depicted in the specification referenced in Appendix J-1,  index [24].

4.2.8.2.9.2.2   Pantograph head geometry type 1 950 mm

• (1) The pantograph head geometry shall be as depicted in the specification referenced in Appendix J-1,  index [24].

• (2) Insulated or non-insulated materials for the horns are both permitted.

4.2.8.2.9.2.3   Pantograph head geometry type 2 000 /2 260 mm

• (1) The profile of the pantograph head shall be as depicted below: Image omitted; see official source

4.2.8.2.9.3   Pantograph head geometry type 1 800 mm

• (1)The profile of the pantograph head shall be as depicted below:

• Image omitted; see official source

4.2.8.2.9.3a.   Pantograph current capacity (IC level)

• (1)Pantographs shall be designed for the rated current (as defined in point 4.2.8.2.4) to be transmitted to the Electric unit.

• (2)An analysis shall demonstrate that the pantograph is able to carry the rated current; this analysis shall include the verification of the requirements of the specification referenced in Appendix J-1, index [23].

• (3)Pantographs shall be designed for a current at standstill with a maximum as defined in point 4.2.8.2.5.

4.2.8.2.9.4   Contact strip (IC level)

• (1) Contact strips are the replaceable parts of the pantograph head, which are in direct contact with the contact wire.

4.2.8.2.9.4.1   Contact strip geometry

• (1) Contact strips shall be geometrically designed to be fitted to one of the pantograph head geometries specified in  point 4.2.8.2.9.2.

4.2.8.2.9.4.2   Contact strip material

• (1) Material used for the contact strips shall be mechanically and electrically compatible with the contact wire material (as specified in  point 4.2.14 of the ENE TSI, in order to ensure proper current collection and to avoid excessive abrasion of the surface of the contact wires, thereby minimising wear of both contact wires and contact strips.

• (2) Plain carbon or impregnated carbon with additive material shall be permitted. Where a metallic additive material is used, the metallic content of the carbon contact strips shall be copper or copper alloy and shall not exceed a content of 35 % by weight where used on AC lines and of 40 % where used on DC lines. Pantographs assessed against this TSI shall be fitted with contact strips of a material mentioned above.

• (3) Additionally, contact strips of other material or higher percentage of metallic contents or impregnated carbon with cladded copper are allowed (if permitted in the infrastructure register) provided that:
• — they are referenced in recognised standards, with mention of restrictions if any, or
• — they have been subject to a test of suitability for use  (see point 6.1.3.8).

4.2.8.2.9.5   Pantograph static contact force (IC level)

• (1) The static contact force is the vertical contact force exerted upward by the pantograph head on the contact wire and caused by the pantograph-raising device, when the pantograph is raised and the vehicle is at standstill.

• (2) The static contact force exerted by the pantograph on the contact wire, as defined above, shall be adjustable within at least the following ranges (consistent with the area of use of the pantograph):
• — 60 N to 90 N for AC supply systems,
• — 90 N to 120 N for DC 3 kV supply systems,
• — 70 N to 140 N for DC 1,5 kV supply systems.

4.2.8.2.9.6   Pantograph contact force and dynamic behaviour

• (1)The mean contact force Fm is the statistical mean value of the pantograph contact force and is formed by the static and aerodynamic components of the contact force with dynamic correction.

• (2)The factors which influence the mean contact force are the pantograph itself, its position in the train consist, its vertical extension, and the rolling stock on which the pantograph is mounted.

• (3)Rolling stock and pantographs fitted on rolling stock shall be designed to exert a mean contact force Fm on the contact wire in a range specified in point 4.2.11 of the TSI ENE, in order to ensure current collection quality without undue arcing and to limit wear and hazards to contact strips. Adjustment of the contact force is made when dynamic tests are performed.

• (3a)Rolling stock and pantographs fitted on rolling stock shall not exceed the limit values for uplift S0 and either standard deviation σmax or percentage of arcing as defined in point 4.2.12 of the TSI ENE.

• (4)The verification at interoperability constituent level shall validate the dynamic behaviour of the pantograph itself, and its capability to collect current from a TSI compliant overhead contact line; the conformity assessment procedure specified in point 6.1.3.7.

• (5)The verification at rolling stock subsystem level (integration in a particular vehicle) shall allow to adjust the contact force, taking into account aerodynamic effects due to the rolling stock and the position of the pantograph in the unit or train fixed or predefined formation(s); the conformity assessment procedure specified in point 6.2.3.20.

4.2.8.2.9.7   Arrangement of pantographs (RST level)

• (1)It is permissible for more than one pantograph to be simultaneously in contact with the overhead contact line equipment.

• (2)The number of pantographs and their spacing shall be designed taking into consideration the requirements of current collection performance, as defined in point 4.2.8.2.9.6 above.

• (3)Where the spacing of 2 consecutive pantographs in fixed or predefined formations of the assessed unit is less than the spacing shown in point 4.2.13 of the TSI ENE for the selected OCL design distance type, or where more than 2 pantographs are simultaneously in contact with the overhead contact line equipment, it shall be demonstrated by testing that the dynamic behaviour as defined in point 4.2.8.2.9.6 above is met.

• (4)The distances between consecutive pantographs for which the rolling stock has been verified shall be recorded in the technical documentation (see point 4.2.12.2).

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

• (1)Trains shall be designed to be able to move from one power supply system and from one phase section to an adjacent one (as described in points 4.2.15 and 4.2.16 of the TSI ENE) without bridging either system or phase separation sections.

• (2)Electric units designed for several power supply systems shall, when running through system separation sections, recognise automatically the voltage of the power supply system at the pantograph.

• (3)When running through phase or system separation sections, it shall be possible to bring the power exchange between the OCL and the unit to zero. The infrastructure register gives information on the permitted pantographs position: lowered or raised (with permitted pantograph arrangements) when running through systems or phase separation sections.

• (4)Electric units of maximum design speed higher than or equal to 250 km/h shall be able to receive from the ground the information related to the location of the separation section, and the subsequent commands to the control of the pantograph and main circuit breaker shall be triggered automatically by the unit, without intervention of the driver.

• (5)Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface functions ‘Change of traction system, Powerless section with pantograph to be lowered – Trackside orders, Powerless section with main power switch to be switched off – Trackside orders,’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B], for units of maximum design speed lower than 250 km/h, the subsequent commands are not required to be automatic. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

• (6)Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface functions ‘Main Power Switch – STM orders’, ‘Pantograph – STM orders’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. For units of maximum design speed lower than 250 km/h, the subsequent commands are not required to be automatic. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

4.2.8.2.9.9   Insulation of pantograph from the vehicle (RST level)