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

• (1)The pantographs shall be assembled on an electric unit in a way that ensures the current path from collector head to vehicle equipment is insulated. The insulation shall be adequate for all system voltages the unit is designed for.

4.2.8.2.9.10   Pantograph lowering (RST level)

• (1)Electric units shall be designed to lower the pantograph in a period (3 seconds) meeting the requirements of the specification referenced in Appendix J-1, index [23] and to the dynamic insulating distance according to the specification referenced in Appendix J-1, index [26] either by initiation by the driver or by a train control function (including CCS functions).

• (2)The pantograph shall lower to the stowed position in less than 10 seconds.

• When lowering the pantograph, the main circuit breaker shall previously be opened automatically.

• (3)If an electric unit is equipped with an Automatic Dropping Device (‘ADD’) that lowers the pantograph in case of a collector head failure, the ADD shall meet the requirements of the specification referenced in Appendix J-1, index [23].

• (4)Electric units of maximum design speed higher than 160 km/h shall be equipped with an ADD.

• (5)Electric units that require more than one pantograph raised in operation and of maximum design speed higher than 120 km/h shall be equipped with an ADD.

• (6)Other electric units are permitted to be equipped with an ADD.

4.2.8.2.10   Electrical protection of the train

- (1)Electric units shall be protected against internal short – circuits (from inside the unit).

- (2)The location of the main circuit breaker shall be such as to protect the on-board high voltage circuits, including any high voltage connections between vehicles. The pantograph, the main circuit breaker, and the high voltage connection between them shall be located on the same vehicle.

• (3)Electric units shall protect themselves against short overvoltages, temporary overvoltages and maximum fault current. To meet this requirement, electrical protection coordination design of the unit shall comply with the requirements defined in the specification referenced in Appendix J-1, index [22].

4.2.8.3.   Intentionally blank

4.2.8.4.   Protection against electrical hazards

- (1) Rolling stock and its electrically live components shall be designed such that direct or indirect contact with train staff and passenger is prevented, both in normal cases and in cases of equipment failure. Provisions described in the specification referenced in Appendix J-1,  index [27] shall be applied in order to meet this requirement.

4.2.9.   Driver's Cab and driver-machine interface

• (1) The requirements specified in this  point apply to units fitted with a driver's cab.

4.2.9.1.   Driver's Cab

4.2.9.1.1   General

• (1) The driver's cabs shall be designed to permit operation by a single driver.

• (2) The maximum noise level allowed in the cab is specified in the TSI Noise.

4.2.9.1.2   Access and egress

4.2.9.1.2.1   Access and egress in operating conditions

• (1) The driver's cab shall be accessible from both sides of the train from 200 mm below top of rail.

• (2) It is permissible for this access to be either directly from the exterior, using a cab external door, or through the area at the rear of the cab. In the latter case, requirements defined in this  point shall apply to the external accesses used for access to the cab on either side of the vehicle.

• (3) The means for the train crew to access in and to egress out of the cab, such as footsteps, handrails or opening handles, shall allow safe and easy usage by being of dimensions (pitch, width, spacing, shape) to be assessed by reference to recognised standards; they shall be designed with consideration of ergonomic criteria in relation with their use. Footsteps shall have no sharp edges causing obstacles for the shoes of the train crew.

• (4) Rolling stock with external walkways shall be equipped with handrails and foot bars (kicking strips) for driver safety when accessing the cab.

• (5) Driver's cab external doors shall open in such a way that they remain within the intended reference profile (see  point 4.2.3.1 of this TSI) when opened (the unit being at standstill).

• (6) Driver's cab external doors shall have a minimum clearance of 1 675 × 500 mm when accessible by foot-steps, or of 1 750 × 500 mm when accessible on floor level.

• (7) Interior doors used by the train crew to access the cab shall have a minimum clearance of 1 700 × 430 mm.

• (8) For both driver's cab external doors and internal doors, in case they are positioned perpendicular to and against the side of the vehicle, it is allowed to have the clearance width in the upper part reduced (angle on the top-outer side) due to the gauge of the vehicle; this reduction shall be strictly limited to the gauge constraint in the upper part and shall not lead to a clearance width on top side of the door lower than 280 mm.

• (9) The driver's cab and its access shall be designed so that the train crew is able to prevent the cab being accessed by non-authorised persons, whether the cab is occupied or not, and so that a cab occupant is able to go outside of a cab without having to use any tool or key.

• (10) Access to the driver's cab shall be possible without any energy supply available on board. Cab external doors shall not open unintentionally.

4.2.9.1.2.2   Driver's cab emergency exit

• (1) In an emergency situation, evacuation of the train crew from the driver's cab and access to the interior of the cab by the rescue services shall be possible on both sides of the cab by using one of the following emergency exit means: cab external doors (access directly from the exterior, as defined in  point 4.2.9.1.2.1 above) or side windows or emergency hatches.

• (2) In all cases, the emergency exit means shall provide a minimum clearance (free area) of 2 000 cm² with a minimum inner dimension of 400 mm to allow the release of trapped persons.

• (3) Front position driver's cabs shall have at least an interior exit; this exit shall give access to an area of a minimum length of 2 metres, of a minimum clearance identical to those specified in  point 4.2.9.1.2.1, points (7) and (8), and this area (including its floor) shall be free of any obstruction to the escape of the driver; the above area shall be located on-board the unit, and can be an interior area or an area opened to the outside.

4.2.9.1.3   External visibility

4.2.9.1.3.1   Front visibility

• (1) The driver's cab shall be designed to allow the driver at his seated driving position a clear and unobstructed line of sight in order to distinguish fixed signals set to both the left and right of a straight track, and in curves with a radius of 300 m or more, under the conditions defined in Appendix F.

• (2) The above requirement shall also be met from the standing driving position under conditions defined in the Appendix F, on locomotives and on driving coaches, in case these coaches are intended to be also operated by a driver in standing position.

• (3) For locomotives with central cab and for OTMs, in order to ensure the visibility of low signals, it is permitted that the driver moves to several different positions in the cab in order to meet the above requirement; it is not required to meet the requirement from the seated driving position.

4.2.9.1.3.2   Rear and side view

• (1) The cab shall be designed to allow the driver to have a rear view of each side of the train at stand still; this requirement is permitted to be met by one of the following means: opening side windows or panel at each side of the cab, exterior mirrors, camera system.

• (2) In case of opening side windows or panel used as that means to meet the requirement above in point (1), the opening shall be sufficiently large for the driver to put his head through the aperture; additionally, for locomotives and driving coaches intended to be used in a train composition with a locomotive, the design shall allow the driver at the same time to operate the emergency brake.

4.2.9.1.4   Interior layout

• (1) The interior layout of the cab shall take into account the anthropometric measurements of the driver as set out in the Appendix E.

• (2) Freedom of movement of personnel in the cab interior shall not be inhibited by obstructions.

• (3) The cab floor corresponding to the working area of the driver (access to the cab and foot rest excluded) shall be without any step.

• (4) The interior layout shall allow both seated and standing driving positions on locomotives and on driving coaches, in case these coaches are intended to be also operated by a driver in standing position.

• (5) The cab shall be equipped with at least one driver's seat  (see point 4.2.9.1.5) and additionally with a seat not considered as a driving position for possible accompanying crew.

4.2.9.1.5   Driver's seat

Requirements at component level:

• (1) The driver's seat shall be designed in such a way that it allows him to undertake all normal driving functions in a seated position, taking into account the anthropometric measurements of the driver as set out in the Appendix E. It shall allow for correct posture of the driver from the physiological point of view.

• (2) It shall be possible for the driver to adjust the seat position in order to meet the reference position of eyes for external visibility, as defined in point 4.2.9.1.3.1.

• (3) Ergonomics and health aspects shall be considered in the design of the seat, and its use by the driver.

Requirements for integration in the driver's cab:

• (4) The mounting of the seat in the cab shall allow to meet external visibility requirements as specified in  point 4.2.9.1.3.1 above by using the range of adjustment provided by the seat (at component level); it shall not alter ergonomics and health aspects and the use of the seat by the driver.

• (5) The seat shall not constitute an obstacle for the driver to escape in case of emergency.

• (6) The mounting of the driver's seat in locomotives, and in driving coaches, in case these coaches are intended to also be operated by a driver in standing position shall allow adjustment to get the necessary free space needed for the standing driving position.

4.2.9.1.6   Driver's desk — Ergonomics

• (1) The driver's desk and its operating equipment and controls shall be arranged to enable, in the most commonly used driving position, the driver to keep a normal posture, without hampering his freedom of movement, taking into account the anthropometric measurements of the driver as set out in the Appendix E.

• (2) To allow the display on the driver's desk surface of paper documents required during driving, a reading zone of minimum size 30 cm width per 21 cm high shall be available in front of the driver's seat.

• (3) Operating and control elements shall be clearly marked, so that they are identifiable by the driver.

• (4) If the traction and/or braking effort is set-up by a lever (combined one or separated ones), the ‘tractive effort’ shall increase by pushing the lever forwards, and the ‘braking effort’ shall increase by drawing the lever towards the driver.

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

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

If there is a position for emergency braking, it shall be clearly distinguished from those of the other positions of the lever (e.g. by a notch).

4.2.9.1.7   Climate control and air quality

• (1) The air in the cab shall be renewed to keep the CO2 concentration to the levels specified in the  point 4.2.5.8 of this TSI.

• (2) At the seated driving position  (as defined in the point 4.2.9.1.3) of the driver's head and shoulders, there shall be no air flows caused by the ventilation system having an air velocity exceeding the limit value recognised to ensure a proper working environment.

4.2.9.1.8   Internal lighting

• (1) Cab general lighting shall be provided on driver's command in all normal operational modes of the rolling stock (included ‘switched off’). Its luminosity on desk level shall be higher than 75 lux at the level of the driver's desk, except for OTMs for which it shall be higher than 60 lux.

- (2) Independent lighting of the driver's desk reading zone shall be provided on driver's command, and shall be adjustable up to a value higher than 150 lux.

• (3) An independent lighting of instruments shall be provided, and shall be adjustable.

• (4) In order to prevent any dangerous confusion with outside operational signalling, no green lights or green illumination are permitted in a driver's cab, except for existing class B cab signalling systems (as defined in the CCS TSI).

4.2.9.2.   Windscreen

4.2.9.2.1.   Mechanical characteristics

• (1)The dimension, location, shape and finishes (including those for maintenance purpose) of the windows shall not inhibit the drivers external view (as defined in point 4.2.9.1.3.1) and shall support the driving task.

• (2)The driver's cab windscreens shall be able to resist impacts from projectiles and spalling as specified in the specification referenced in Appendix J-1, index [28].

4.2.9.2.2.   Optical characteristics

• (1)The driver's cab windscreens shall be of an optical quality that does not alter the visibility of signs (shape and colour) in any operating condition (including as example when the windscreen is heated to prevent misting and frost).

• (2)The windscreen shall fulfil the requirements specified in the specification referenced in Appendix J-1, index [28] with regards to the following characteristics:

• (a) The angle between primary and secondary images in the installed position

• (b) Permissible optical distortions of vision

- (c) Haze

• (d) Light transmittance

• (e) Chromaticity.

4.2.9.3.   Driver machine interface

4.2.9.3.1.   Driver's activity control function

• (1) The driver's cab shall be equipped with a means to monitor the driver's activity, and to automatically stop the train when a lack of driver's activity is detected. This gives the on-board technical means for the railway undertaking to fulfil the requirement of  point 4.2.2.9 of TSI OPE.

• (2) Specification of the means to monitor (and detect a lack of) the driver's activity: The driver's activity shall be monitored when the train is in driving configuration and is moving (criterion for movement detection is at a low speed threshold); this monitoring shall be done by controlling the action of the driver on recognised driver interfaces such as dedicated devices (e.g. pedal, push buttons, sensitive touches…) and/or recognised driver interfaces with the Train Control and Monitoring System. When no action is monitored on any of the recognised driver interfaces during more than a time of X seconds, a lack of driver's activity shall be triggered. The system shall allow for the adjustment (at workshop, as a maintenance activity) of the time X within the range of 5 seconds to 60 seconds. When the same action is monitored continuously for more than a time not higher than 60 seconds without any further action on a recognised driver interface, a lack of driver's activity shall also be triggered. Before triggering a lack of driver's activity, a warning shall be given to the driver, in order for him to have the possibility to react and reset the system. The system shall have the information ‘lack of driver's activity triggered’ available for being interfaced to other systems (i.e. the radio system).

• (3) Additional requirement: The detection of the lack of the driver's activity is a function that shall be subject to a reliability study considering the failure mode of components, redundancies, software, periodic checks and other provisions, and the estimated failure rate of the function (lack of driver's activity as specified above not detected) shall be provided in the technical documentation defined in  point 4.2.12.

• (4) Specification of actions triggered at train level when a lack of driver's activity is detected: A lack of driver's activity when the train is in driving configuration and is moving (criterion for movement detection is at a low speed threshold) shall lead to a full service brake or an emergency brake application on the train. In case of application of a full service brake, its effective application shall be automatically controlled and in case of non-application, it shall be followed by an emergency brake.

• (5) Notes:
• — It is allowed to have the function described in this  point fulfilled by the CCS Subsystem.
• — The value of the time X has to be defined and justified by the railway undertaking (application of TSI OPE and CSM, and consideration of its current code of practice or means of compliance; outside of scope of the present TSI).
• — As a transitional measure, it is also allowed to install a system of a fix time X (no adjustment possible) provided that the time X is within the range of 5 seconds to 60 seconds and that the railway undertaking can justify this fix time (as described above).
• — A Member State may impose to the railway undertakings operating on its territory to adjust their rolling stock with a maximum limit for time X, if the Member state can demonstrate that this is needed to preserve the national safety level. In all other cases, Member States cannot prevent the access of a railway undertaking that is using a higher time Z (within the range specified).

4.2.9.3.2.   Speed indication

• (1) This function and the corresponding conformity assessment are specified in the TSI CCS.

4.2.9.3.3   Driver display unit and screens

• (1) Functional requirements concerning the information and commands provided in the driver's cab are specified together with other requirements applicable to the specific function, in the  point describing that function. The same applies also to information and commands that may be provided by means of display units and screens. ERTMS information and commands, including those provided on a display unit, are specified in the TSI CCS.

• (2) For functions in the scope of this TSI, the information or commands to be used by the driver to control and command the train, and given by means of display units or screens, shall be designed to allow proper use and reaction from the driver.

4.2.9.3.4.   Controls and indicators

• (1) Functional requirements are specified with other requirements applicable to a specific function, in the  point describing that function.

• (2) All indicator lights shall be designed so that they can be read correctly under natural or artificial lighting conditions, including incidental lighting.

• (3) Possible reflections of illuminated indicators and buttons in the windows of the driver's cab shall not interfere with the line of sight of the driver in his normal working position.

• (4) In order to prevent any dangerous confusion with outside operational signalling, no green lights or green illumination are permitted in a driver's cab, except for existing class B cab signalling system (according TSI CCS).

• (5) Audible information generated by on-board equipment inside the cab for the driver shall be at least 6 dB(A) above the noise level in the cab (this noise level taken as reference being measured under conditions specified in the TSI Noise).

4.2.9.3.5.   Labelling

• (1) The following information shall be indicated in the driving cabs:
• — Max. speed (Vmax),
• — Identification number of rolling stock (traction vehicle number),
• — Location of portable equipment (e.g. self-rescue device, signals),
• — Emergency exit.

• (2) Harmonised pictograms shall be used to mark controls and indicators in the cab.

4.2.9.3.6.   Radio Remote control function by staff for shunting operation

• (1)If a radio remote control function is provided for a staff member to control the unit during shunting operations, it shall be designed to allow him to control the train movement safely, and to avoid any mistake when used.

• (2)It is assumed that the staff member using the remote control function can visually detect train movement when using the remote control device.

• (3)The design of the remote control function, including safety aspects, shall be assessed according to recognised standards.

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

4.2.9.3.7.   Derailment detection and prevention signal processing

• (1)This point is applicable to locomotives intended to process signals emitted by freight wagons, if provided with Derailment Prevention Function (‘DPF’) or Derailment Detection Function (‘DDF’) as defined in point 4.2.3.5.3 of TSI WAG.

• (2)These locomotives shall be equipped with means to receive a signal from the freight wagons forming a train which are equipped with the DPF and DDF informing of:

• — a precursor of a derailment, in case of the DPF in accordance with point 4.2.3.5.3.2 of TSI WAG and

• — a derailment, in case of the DDF in accordance with point 4.2.3.5.3.3 of TSI WAG.

• (3)At the reception of the signal above, both visual and acoustic alarms shall indicate in the driver’s cab that the train is:

• — In risk of derailment, in case the alarm is sent by a DPF or

• — Just derailed, in case the alarm is sent from a DDF.

• (4)A device in the driver’s cab shall allow the acknowledgment of the alarm above.

• (5)If the alarm is not acknowledged from the driver’s cab in 10 +/-1 seconds, a full service brake or an emergency brake application shall be automatically applied.

• (6)It shall be possible to override the automatic brake application set out in point 4.2.9.3.7 (5) above from the driver’s cab.

• (7)It shall be possible to deactivate the automatic brake application set out in point 4.2.9.3.7 (5) above from the driver’s cab.

• (8)The presence of the derailment detection signal processing function in the locomotive as well as the conditions of use at train level shall be recorded in the technical documentation defined in point 4.2.12.

4.2.9.3.7a.   On-board derailment detection and prevention function

• (1)This point is applicable to locomotives which are intended to detect derailments or precursors to derailments in freight wagons hauled by the locomotive.

• (2)The equipment fulfilling this function shall be located entirely on board the locomotive

• (3)At the detection of a derailment or precursor to derailment, both visual and acoustic alarms shall be triggered in the driver’s cab.

• (4)A device in the driver’s cab shall allow the acknowledgment of the alarm above.

• (5)If the alarm is not acknowledged from the driver’s cab in 10 +/-1 seconds, a full service brake or an emergency brake application shall be automatically applied.

• (6)It shall be possible to override the automatic brake application set out in point 4.2.9.3.7a (5) above from the driver’s cab.

• (7)It shall be possible to deactivate the automatic brake application set out in point 4.2.9.3.7a (5) above from the driver’s cab.

• (8)The presence of the on-board derailment detection function in the locomotive as well as the conditions of use at train level shall be recorded in the technical documentation defined in point 4.2.12.

4.2.9.3.8.   Requirements for management of ETCS modes

4.2.9.3.8.1.   Sleeping mode

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

4.2.9.3.8.2.   Passive shunting

• (1)Requirements applicable to Locomotive and Trainset with regards to their interface with ETCS on-board and related to the train interface function ‘Passive shunting’ are defined in the specification referenced in Appendix J-2, index [B].

4.2.9.3.8.3.   Non leading

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

4.2.9.3.9.   Traction status

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

4.2.9.4.   On-board tools and portable equipment

• (1)A space shall be available in or near the driver's cab to store the following equipment, in case they are needed by the driver in emergency situation:

• — Hand-lamp with red and white light

• — Short circuiting equipment for track-circuits

- — Scotches, if the parking brake performance is not sufficient depending on track gradient (see point 4.2.4.5.5).

• — A fire extinguisher (to be located in the cab; see also point 4.2.10.3.1).

• — On manned traction units of freight trains: a self-rescue device, as specified in point 4.7.1 of Commission Regulation (EU) No 1303/2014 ([^E0016]) (‘TSI SRT’).

4.2.9.5.   Storage facility for staff personal effects

- (1)Each driver's cab shall be equipped with:

• — Two hooks for clothing or a niche with a clothes beam.

• — A free space for storing a suitcase or bag of size 300 mm × 400 mm × 400 mm.

4.2.9.6.   Recording device

• (1)The list of information to be recorded is defined in point 4.2.3.5 of the TSI OPE.

• (2)The unit shall be equipped with a means to record this information, complying with the following requirements specified in the specification referenced in Appendix J-1, index [29]:

• (a) Functional requirements shall be met.

• (b) Recording performance shall be according to class R1.

• (c) The integrity (consistency; correctness) of the recorded and extracted data shall be met.

• (d) Data integrity shall be safeguarded.

- (e) The level of protection that applies to the protected storage medium shall be ‘A’.

- (f) The time of day and date.

• (3)The tests of the requirements in  point 4.2.9.6(2) shall be carried out in accordance with the requirements of the specification referenced in Appendix J-1, index [72].

4.2.10.   Fire safety and evacuation

4.2.10.1.   General and Categorisation

- (1) This  point applies to all units.

• (2) Rolling stock shall be designed such that it protects passengers and on-board staff in case of hazard fire on board and to allow an effective evacuation and rescue in case of emergencies. This is deemed to be fulfilled by complying with the requirements of this TSI.

• (3) The category of the unit regarding fire safety considered for its design, as defined in  point 4.1.4 of this TSI shall be recorded in the technical documentation described in  point 4.2.12 of this TSI.

4.2.10.2.   Measures to prevent fire

4.2.10.2.1   Material requirements

• (1)The selection of materials and components shall take into account their fire behaviour properties, such as flammability, smoke opacity and toxicity.

• (2)Materials used to construct the rolling stock unit shall comply with the requirements of the specification referenced in Appendix J-1, index [30] for the ‘Operation Category’ as defined below:

• — ‘Operation Category 2’ for Category A passenger rolling stock (including passenger locomotive).

• — ‘Operation Category 3’ for Category B passenger rolling stock (including passenger locomotive).

• — ‘Operation Category 2’ for freight locomotives, and self-propelling units designed to carry other payload (mail, freight, etc.).

• — ‘Operation Category 1’ for OTMs, with requirements limited to areas which are accessible to staff when the unit is in transport running configuration (see point 2.3).

• (3)In order to ensure constant product characteristics and manufacturing process, it is required that:

• — the test reports to prove compliance of a material with the standard, which shall be issued immediately after testing of this material, shall be renewed every 5 years,

• — in case there is no change in the product characteristics and manufacturing process, and no change in the related requirements (TSI), it is not required to perform new testing of this material; expired test reports shall be accepted provided they are accompanied with a statement delivered at the placing on the market of the product from the original equipment manufacturer, and stating that there has been no change in the product characteristics and in the manufacturing process, covering the complete supply chain involved, since the fire behaviour properties of the product were tested. This statement shall not be delivered later than 6 months after the initial test report is expired. This statement shall be renewed every 5 years.

4.2.10.2.2   Specific measures for flammable liquids

• (1) Railway vehicles shall be provided with measures preventing a fire from occurring and spreading due to leakage of flammable liquids or gases.

- (2) Flammable liquids used as cooling medium in high voltage equipment of freight locomotives shall be compliant to the requirement R14 of the specification referenced in Appendix J-1,  index [30].

4.2.10.2.3   Hot axle box detection

Requirements are specified in  point 4.2.3.3.2 of the present TSI.

4.2.10.3.   Measures to detect/control fire

4.2.10.3.1   Portable Fire extinguishers

• (1) This  point is applicable to units designed to carry passengers and/or staff.

• (2) The unit shall be equipped with adequate and sufficient portable fire extinguishers, in passenger and/or staff areas.

• (3) Water plus additive type fire extinguishers are deemed to be adequate for on-board rolling stock purposes.

4.2.10.3.2   Fire detection systems

• (1) The equipment and the areas on rolling stock that intrinsically impose a fire risk shall be equipped with a system that will detect fire at an early stage.

• (2) Upon fire detection the driver shall be notified and appropriate automatic actions shall be initiated to minimize the subsequent risk to passengers and train staff.

• (3) For sleeping compartments, the detection of a fire shall activate an acoustic and optical local alarm in the affected area. The acoustic signal shall be sufficient to wake up the passengers. The optical signal shall be clearly visible and shall not be hidden by obstacles.

4.2.10.3.3   Fire automatic fighting system for freight diesel units

• (1) This  point is applicable to diesel powered freight locomotives and diesel powered freight self-propelling units.

• (2) These units shall be equipped with an automatic system capable of detecting a diesel fuel fire and of shutting down all relevant equipment and cutting off the fuel supply.

4.2.10.3.4   Fire containment and control systems for passenger rolling stock

• (1) This  point is applicable to units of category B passenger rolling stock.

• (2) The unit shall be equipped with adequate measures to control the spread of heat and fire effluents through the train.

• (3) The conformity with this requirement shall be deemed to be satisfied by the verification of conformity to the following requirements:
• — The unit shall be equipped with full cross section partitions within passenger/staff areas of each vehicle, with a maximum separation of 30 meters which shall satisfy requirements for integrity for a minimum of 15 minutes (assuming the fire can start from either side of the partition), or with other Fire Containment and Control Systems (FCCS).
• — The unit shall be equipped with fire barriers that shall satisfy requirements for integrity and heat insulation for a minimum of 15 minutes at the following locations (where relevant for the concerned unit): — Between the drivers cab and the compartment to the rear of it (assuming the fire starts in the rear compartment). — Between combustion engine and adjacent passenger/staff areas (assuming the fire starts in the combustion engine). — Between compartments with electrical supply line and/or traction circuit equipment and passenger/staff area (assuming the fire starts in the electrical supply line and/or the traction circuit equipment).
• — The test shall be carried out in accordance with the requirements of the specification referenced in Appendix J-1,  index [31].

• (4) If other FCCS are used instead of full cross section partitions within passenger/staff areas, the following requirements shall apply:
• — They shall be installed in each vehicle of the unit, which is intended to carry passengers and/or staff,
• — They shall ensure that fire and smoke will not extend in dangerous concentrations over a length of more than 30 m within the passenger/staff areas inside the unit, for at least 15 minutes after the start of a fire. The assessment of this parameter is an open point.

• (5) If other FCCS are used and rely on reliability and availability of systems, components, or functions, they shall be subject to a reliability study considering the failure mode of components, redundancies, software, periodic checks and other provisions, and the estimated failure rate of the function (lack of control of the spread of heat and fire effluents) shall be provided in the technical documentation described in point 4.2.12. Based on this study, operating and maintenance conditions of the FCCS shall be defined and provided in the maintenance and operating documentation described in points 4.2.12.3 and 4.2.12.4.

4.2.10.3.5   Fire spreading protection measures for freight locomotives and freight self-propelling units

- (1) This  point is applicable to freight locomotives and to freight self-propelling units.

• (2) These units shall have a fire barrier to protect the driver's cab.

• (3) These fire barriers shall satisfy requirements for integrity and heat insulation for a minimum of 15 minutes; they shall be subject to a test carried out in accordance with the requirements of the specification referenced in Appendix J-1,  index [31].

4.2.10.4.   Requirements related to emergencies

4.2.10.4.1.   Emergency lighting

• (1) To provide protection and safety on board in the event of emergency the trains shall be equipped with an emergency lighting system. This system shall provide a suitable lighting level in the passenger and in the service areas, as follows:

• (2) for units of maximum design speed higher than or equal to 250 km/h, during a minimum operating time of three hours after the main energy supply has failed,

• (3) for units of maximum design speed lower than 250 km/h, during a minimum operating time of 90 minutes after the main energy supply has failed.

• (4) Lighting level of at least 5 lux at floor level.

• (5) Values of lighting level for specific areas and conformity assessment methods shall be as specified in the specification referenced in Appendix J-1,  index [32].

• (6) In the event of fire, the emergency lighting system shall continue to sustain at least 50 % of the emergency lighting in the vehicles not affected by fire for a minimum of 20 minutes. This requirement shall be deemed to be fulfilled by a satisfactory failure mode analysis.

4.2.10.4.2   Smoke Control

• (1) This  point is applicable to all units. In case of fire, the distribution of fumes shall be minimised in areas occupied by passengers and/or staff by application of the following requirements:

• (2) To prevent outside smoke from entering the unit, it shall be possible to switch off or close all means of external ventilation. This requirement is verified on the rolling stock subsystem at unit level.

• (3) To prevent smoke that could be inside a vehicle from spreading, it shall be possible to switch off the ventilation and recirculation at vehicle level, this may be achieved by switching off the ventilation.

• (4) It is permissible to trigger these actions manually by the on-board staff, or by remote control; the triggering is permitted to be at train level, or at vehicle level.

• (5) Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface function ‘Air tightness area – Trackside orders’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of close all means of external ventilation 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.

• (6) Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface function ‘Air tightness – STM orders’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of close all means of external ventilation 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.

4.2.10.4.3   Passenger alarm and communication means

Requirements are specified in  points 4.2.5.2, 4.2.5.3 and 4.2.5.4 of the present TSI.

4.2.10.4.4   Running capability

- (1) This  point is applicable to category A and category B passenger rolling stock (including passenger locomotives).

• (2) The unit shall be designed so that, in the event of fire on-board, the running capability of the train will enable it to run to a suitable firefighting point.

• (3) Compliance shall be demonstrated by application of the specification referenced in Appendix J-1,  index [33], in which the system functions impacted by a ‘type 2’ fire shall be:
• — braking for rolling stock of fire safety category A: this function shall be assessed for a duration of 4 minutes.
• — braking and traction for rolling stock of fire safety category B: these functions shall be assessed for a duration of 15 minutes at a minimum speed of 80 km/h.

4.2.10.5.   Requirements related to evacuation

4.2.10.5.1.   Passenger emergency exits

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

Definitions and clarifications

• (2) Emergency exit: train borne provision to allow people inside the train to get out of the train in case of an emergency. An external passenger door is a specific type of emergency exit.

• (3) Through route: route through the train which can be entered and exited from different ends and which permits the movement of passengers and staff, along the longitudinal axis of the train without obstruction. Interior doors on the through route which are intended to be used by passengers in normal service and which can also be opened in case of power failure are considered not to obstruct the movement of passengers and staff.

• (4) Passenger area: area to which passengers have access without particular authorisation.

• (5) Compartment: Passenger area or staff area, which cannot be used as a through route for passengers or staff respectively.

Requirements

• (6) Emergency exits shall be provided in sufficient quantity along through route(s) on both sides of the unit; they shall be indicated. They shall be accessible and sufficient in size to allow the release of persons.

• (7) An emergency exit shall be able to be opened by a passenger from inside the train.

• (8) All external passenger doors shall be equipped with emergency opening devices allowing them to be used as emergency exits (see point 4.2.5.5.9).

• (9) Each vehicle designed to contain up to 40 passengers shall have at least two emergency exits.

• (10) Each vehicle designed to contain more than 40 passengers shall have at least three emergency exits.

• (11) Each vehicle intended to carry passengers shall have at least one emergency exit on each vehicle side.

- (12) The number of the doors and their dimensions shall allow the complete evacuation within three minutes by passengers without their baggage. It is permitted to consider that passengers with reduced mobility are to be assisted by other passengers or staff, and that wheelchair users are evacuated without their wheelchair.

Verification of this requirement shall be made either by a physical test under normal operating conditions or by numerical simulation. In case the requirement is verified by numerical simulation, the simulation report shall include: - — A summary of the verification and validation of the simulation (tool and models) - — The hypothesis and parameters used for the simulation - — The results of an appropriate number of simulations runs allowing a statistically sound statement.

4.2.10.5.2   Driver's cab emergency exits

Requirements are specified in  point 4.2.9.1.2.2 of the present TSI.

4.2.11.   Servicing

4.2.11.1.   General

- (1) Servicing and minor repairs necessary to ensure safe operations between maintenance interventions shall be able to be carried out while the train is stabled away from its normal servicing home base.

• (2) This part gathers requirements for provisions relating to the servicing of trains during operation or when stabled on a network. Most of these requirements aim at ensuring that rolling stock will have the equipment necessary to meet the provisions required in the other sections of this TSI and of the TSI Infrastructure.

• (3) Trains shall be capable of remaining stabled, with no crew onboard, with power supply from the catenary or auxiliary power supply maintained for lighting, air conditioning, refrigerated cabinets, etc.

4.2.11.2.   Train exterior cleaning

4.2.11.2.1   Cleaning of driver's cab windscreen

• (1) This  point is applicable to all units equipped with a driver's cab

• (2) It shall be possible for the front windows of drivers' cabs to be cleaned from outside the train without need to remove any component or covering.

4.2.11.2.2   Exterior cleaning through a washing plant

• (1) This  point is applicable to units fitted with traction equipment that are intended to be cleaned externally through a washing plant.

• (2) It shall be possible to control the speed of trains that are intended to be cleaned externally through a washing plant on level track at a value between 2 km/h and 5 km/h. This requirement is aimed at ensuring compatibility with washing plants.

4.2.11.3.   Connection to Toilet discharge system

• (1)This point is applicable to units equipped with sealed retention systems (using clear or recycled water) that have to be emptied at sufficient intervals on a scheduled basis at designated depots.

- (2)The following connections of the unit to the toilet discharge system shall comply with the following specifications:

- (i) The 3 inch Evacuation nozzle (Inner part): see Appendix G Figure G-1.

• (ii) The flushing connection for the toilet tank (Inner part), the use of which is optional: see Appendix G Figure G-2.

4.2.11.4.   Not used

4.2.11.5.   Interface for water refilling

• (1)This point is applicable to units equipped with a water tank supplying water to sanitary systems covered by the point 4.2.5.1.

• (2)The inlet connection for water tanks shall comply with the specification referenced in Appendix J-1, index [34].

4.2.11.6.   Special requirements for stabling of trains

• (1)This point is applicable to units intended to be powered while stabled,

• (2)The unit shall be compatible with at least one of the following external power supply systems, and shall be equipped (where relevant) with the corresponding interface for electrical connection to that external power supply (plug):

- — power supply contact line (see point 4.2.8.2 ‘Power supply’)

• — ‘Single pole’ power supply line (AC 1 kV, AC/DC 1,5 kV, DC 3 kV), in accordance with the specification referenced in Appendix J-1, index [52]

• — Local external auxiliary power supply 400 V that can be connected to socket type ‘3P+ground’ according to the specification referenced in Appendix J-1, index [35].

4.2.11.7.   Refuelling equipment

• (1) This  point is applicable to units equipped with a refuelling system.

- (2) Trains using diesel fuel in accordance with Annex II of Directive 2009/30/EC of the European Parliament and of the Council ([^E0017]) shall be equipped with refuelling couplings on both sides of the vehicle, at a maximum height of 1 500 mm above rail level; they shall be circular with a minimum diameter of 70 mm.

• (3) Trains using another type of diesel fuel shall be equipped with a foolproof opening and fuel tank to prevent inadvertent refuelling with a wrong fuel.

- (4) The type of coupling for refuelling shall be recorded in the technical documentation.

4.2.11.8.   Train interior cleaning — power supply

- (1) For units of maximum speed higher than or equal to 250 km/h, a 3 000 VA at 230V, 50Hz electrical power supply connection shall be provided inside the unit; they shall be spaced such that no part of the unit that needs to be cleaned is more than 12 metres from one of the sockets.

4.2.12.   Documentation for operation and maintenance

• (1) The requirements specified in this  point 4.2.12 apply to all units.

4.2.12.1.   General

• (1) This  point 4.2.12 of the TSI describes the documentation requested in   point 2.4(a) of Annex IV of Directive (EU) 2016/797 ( point titled ‘Technical file’): ‘technical characteristics linked to the design including general and detailed drawings with respect to execution, electrical and hydraulic diagrams, control-circuit diagrams, description of data-processing and automatic systems, documentation on operation and maintenance, etc., relevant for the subsystem concerned.’

• (2) This documentation, being part of the technical file, is compiled by the applicant and has to accompany the EC declaration of verification. It is kept by the applicant throughout the service life of the subsystem.

- (3) The applicant or any entity authorised by the applicant (e.g. a keeper) shall provide the part of this documentation required to manage the maintenance documentation as defined in the art 14(3)(b) of Directive (EU) 2016/798 of the European Parliament and of the Council ([^E0018]) to the entity in charge of maintenance as soon as it is assigned for the maintenance of the unit.

• (4) The documentation also includes a list of safety critical components. Safety critical components are components for which a single failure has a credible potential to lead directly to a serious accident as defined in Article 3(12) of Directive (EU) 2016/798.

• (5) The content of the documentation is described in the  points below.

4.2.12.2.   General documentation

The following documentation describing the rolling stock shall be provided; the point of this TSI where the documentation is required is referenced:

• (1) General drawings.

• (2) Electrical, pneumatic and hydraulic diagrams, Control-circuit diagrams necessary to explain the function and operation of the concerned systems.

• (3) Description of computerised on-board systems including description of functionality, specification of interfaces and data processing and protocols.

• (3a) For units designed and assessed for general operation, this shall include a description of the electric interfaces between units and of communication protocols, with the reference to the standards or other normative documents that have been applied.

• (4) Reference profile, and compliance to interoperable reference profile G1, GA, GB, GC or DE3, as required in point 4.2.3.1.

• (5) Weight balance with hypothesis on load conditions considered, as required in point 4.2.2.10.

• (6) Axle load, spacing of axles and any EN line category, as required in point 4.2.3.2.1.

• (7) Test report concerning running dynamic behaviour, including the test track quality recording and the track loading parameters including possible limitations of use if testing of the vehicle only covers a part of the test conditions, as required in point 4.2.3.4.2.

• (8) The hypothesis taken to evaluate the loads due to bogie running, as required in points 4.2.3.5.1 and in point 6.2.3.7 for wheelsets.

• (9) Braking performance, including failure mode analysis (degraded mode) as required in point 4.2.4.5

• (9a) Maximum distance between the eddy current track brake and the track corresponding to ‘brake released’, fixed speed threshold, vertical force and 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), as required in point 4.2.4.8.3.

• (10) 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, as required in point 4.2.5.1.

• (11) Provisions taken in relation with the selected range of environmental parameters if different than the nominal one, as required in point 4.2.6.1.

• (12) Characteristic Wind Curve (‘CWC’) as required in point 4.2.6.2.4.

• (13) Traction performance, as required in point 4.2.8.1.1.

• (14) Fitment of an on-board energy measurement system, and of its on-board location function (optional), as required in point 4.2.8.2.8. Description of on-board to ground communication and the metrological control including functions related to the accuracy classes of the voltage measurement, current measurement and energy calculation. When point 4.2.8.2.8.2 (6) applies, the characteristics of the compliance of components of the on-board energy measurement system with the limited set of requirements, and the conditions for use of these components.

• (15) Hypothesis and data considered as required in point 4.2.8.2.7.

• (16) The number of pantographs simultaneously in contact with the Overhead Contact Line (‘OCL’) equipment, their spacing and the OCL design distance type (A, B or C) used for assessment tests, as required in point 4.2.8.2.9.7.

• (17) Existence of communication devices as required in point 4.2.5.4 for units designed for operation without staff on-board (other than driver).

• (18) The presence of one or several of the functions described in points 4.2.9.3.7 and 4.2.9.3.7a and their conditions of use at train level.

• (19) The type(s) of pantograph head geometry that an Electric unit is equipped with, as required in point 4.2.8.2.9.2.

• (20) The maximum current assessed (rated current), as required in point 4.2.8.2.4.

• (21) For DC systems: the documentation for operation of electric energy storage, the measured value of maximum current at standstill and measurement conditions regarding the material of the contact wire, as required in point 4.2.8.2.5.

• (22) Fitment of the controls to activate and to inhibit the flashing/blinking mode of head lamps as defined in point 4.2.7.1.4.

• (23) Description of train interface functions implemented including specification of interfaces and protocols of communication, general drawings, control-circuit diagrams necessary to explain the function and operation of the interface.

• (24) Documentation related to:
• — space envelope available for installation of ETCS on-board equipment’s defined in TSI CCS (e.g. ETCS cabinet, DMI, antenna, odometry etc.) and,
• — conditions for ETCS equipment’s installation (e.g. mechanical, electrical etc.).

• (25) The rolling stock configuration on automatic or manual execution of commands as referred in points: 4.2.4.4.4, 4.2.4.8.2, 4.2.4.8.3, 4.2.8.2.4, 4.2.8.2.9.8 and 4.2.10.4.2. This information shall be made available upon request when ETCS is installed.

- (26) For units applying the conditions specified in point 7.1.1.5, the following characteristics shall be provided:

• (i) Applicable ‘single pole’ power supply line voltages in accordance with point 4.2.11.6(2);
• (ii) Maximum ‘single pole’ power supply line current consumption of the unit at standstill (A) for each applicable ‘single pole’ power supply line voltages;
• (iii) For each band of the frequency management defined in the specification referenced in Appendix J-2 index [A] and in the specific cases or technical documents referred to in Article 13 of TSI CCS when they are available:
• (1) Maximum interference current (A), and applicable summation rule;
• (2) Maximum magnetic field (dBμA/m) both radiated field and field due to the return current, and applicable summation rule;
• (3) Minimum vehicle impedance (Ohm).
• (iv) Comparable parameters specified in the specific cases or in the technical documents referred to in Article 13 of CCS TSI when they are available.

• (27) For units applying the conditions specified in point 7.1.1.5.1, the compliance/non-compliance of the unit with the requirements of points (19) to (22) of point 7.1.1.5.1 shall be provided.

• (28) For units applying the conditions specified in point 7.1.1.6, compliance/non-compliance of the unit with the requirements of points (13), (15), (26), (27) of point 7.1.1.6.1 shall be provided.

4.2.12.3.   Documentation related to Maintenance

• (1) Maintenance is a set of activities intended to keep a functional unit in, or to restore it to, a state in which it can perform its required function, ensuring continued integrity of safety systems and compliance with applicable standards.

The following information necessary to undertake maintenance activities on rolling stock shall be provided:

• (2) The maintenance design justification file: explains how maintenance activities are defined and designed in order to ensure that the rolling stock characteristics will be kept within acceptable limits of use during its lifetime. The maintenance design justification file shall give input data in order to determine the criteria for inspection and the periodicity of maintenance activities.

• (3) The maintenance description file: explains how maintenance activities are recommended to be performed.

4.2.12.3.1   The maintenance design justification file

The maintenance design justification file shall contain:

• (1) Precedents, principles and methods used to design the maintenance of the unit.

• (1a) Precedents, principles and methods used to identify the safety critical components and their specific operational, servicing, maintenance and traceability requirements.

• (2) Utilisation profile: Limits of the normal use of the unit (e.g. km/month, climatic limits, authorised types of loads etc.).

• (3) Relevant data used to design the maintenance and origin of these data (return of experience).

• (4) Tests, investigations and calculations carried out to design the maintenance.

Resultant means (facilities, tools…) needed for the maintenance are described in  point 4.2.12.3.2 ‘maintenance documentation’.

4.2.12.3.2   The Maintenance description file

• (1) The maintenance description file shall describe how maintenance activities shall be conducted.

• (2) Maintenance activities include all activities necessary such as inspections, monitoring, tests, measurements, replacements, adjustments, repairs.

• (3) Maintenance activities are split into:
• — Preventive maintenance; scheduled and controlled
• — Corrective maintenance.

The maintenance description file shall include the following:

• (4) Component hierarchy and functional description: The hierarchy sets up the boundaries of the rolling stock by listing all the items belonging to the product structure of that rolling stock and using an appropriate number of discrete levels. The lowest item of the hierarchy shall be a replaceable unit.

• (5) Schematic circuit diagrams, connection diagrams and wiring diagrams

• (6) Parts list: The parts list shall contain the technical and functional descriptions of the spare parts (replaceable units). The list shall include all parts specified for changing on condition, or which may require replacement following electrical or mechanical malfunction, or which will foreseeable require replacement after accidental damage (e.g. windscreen). Interoperability constituent shall be indicated and referenced to their corresponding declaration of conformity.

• (6a) Safety critical components list: The safety critical components list shall contain the specific servicing, maintenance and servicing/maintenance traceability requirements.

• (7) The limit values for components which shall not be exceeded in service shall be stated; the possibility of specifying operational restrictions in degraded mode (limit value reached) is permitted.

• (8) European legal obligations: where components or systems are subject to specific European legal obligations these obligations shall be listed.

• (9) The structured set of tasks that include the activities, procedures, means proposed by the applicant to carry out the maintenance task.

- (10) The description of the maintenance activities.

The following aspects have to be documented (when they are specific to the application): - — Disassembly/assembly instructions drawings necessary for correct assembly/disassembly of replaceable parts - — Maintenance criteria - — Checks and tests - — Tools and materials required to undertake the task (special tools) - — Consumables required to undertake the task - — Personal protective safety provision and equipment (special).

• (11) Necessary tests and procedures to be undertaken after each maintenance operation before re-entry into service of rolling stock.

• (12) Troubleshooting (fault diagnosis) manuals or facilities for all reasonably foreseeable situations; this includes functional and schematic diagrams of the systems or IT-based fault finding systems.

4.2.12.4.   Operating documentation

The technical documentation necessary to operate the unit is composed of:

• (1) A description of operation in normal mode, including the operational characteristics and limitations of the unit (e.g. vehicle gauge, maximum design speed, axle loads, brake performance, type(s) and operation of track gauge changeover facility(ies) the unit is compatible with…).

• (2) A description of the various reasonably foreseeable degraded modes in case of safety significant failures of equipment or functions described in this TSI, together with the related acceptable limits and operating conditions of the unit that could be experienced.

- (3) A description of the control and monitoring systems allowing the identification of safety significant failures of equipment or functions described in this TSI (e.g.  point 4.2.4.9 related to the function ‘braking’).

• (3a) Safety critical components list: The safety critical components list shall contain the specific operational and traceability requirements.

• (4) This technical operating documentation shall be part of the technical file.

4.2.12.5.   Lifting diagram and instructions

The documentation shall include:

• (1) A description of procedures for lifting and jacking and related instructions.

• (2) A description of interfaces for lifting and jacking.

4.2.12.6.   Rescue related descriptions

The documentation shall include:

• (1) A description of procedures for use of emergency measures and related necessary precautions to be taken, as e.g. use of emergency exits, entrance to RST for rescue, isolation of brakes, electrical earthing, towing.

• (2) A description of effects when the described emergency measures are taken, e.g. reduction of brake performance after isolation of brakes.

4.2.13.   Interface requirements with Automated Train Operation on-board

• (1)This basic parameter describes the interface requirements applicable to units equipped with ETCS on-board and intended to be fitted with Automated Train Operation on-board up to Grade of Automation 2. The requirements relate to the functionality needed to operate a train up to Grade of Automation 2 as defined in TSI CCS.

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

- (3)Where ATO on-board GoA1/2 functionality is implemented in newly developed vehicle designs, the index [84] and index [88] of Appendix A of TSI CCS shall be applied.

- (4)Where ATO onboard GoA1/2 functionality is implemented in existing vehicle types and rolling stock in operation, the index [84] shall be applied, whereas index [88] may be used on a voluntary basis.

4.3.   Functional and technical specification of the interfaces

4.3.1.   Interface with Energy subsystem

Table 6

Interface with the Energy subsystem

| Reference TSI LOC & PAS | Reference TSI LOC & PAS | Reference TSI Energy | Reference TSI Energy |

| --- | --- | --- | --- | | Parameter | Point | Parameter | Point | | Gauging | 4.2.3.1 | Pantograph gauge | 4.2.10 | | Pantograph head geometry | 4.2.8.2.9.2 | Pantograph gauge | Appendix D | | Operation within range of voltages and frequencies | 4.2.8.2.2 | Voltage and frequency | 4.2.3 | | Max current from OCL | 4.2.8.2.4 | Traction power supply performance | 4.2.4 | | Power factor | 4.2.8.2.6 | Traction power supply performance | 4.2.4 | | Maximum current at standstill | 4.2.8.2.5 | Current at standstill | 4.2.5 | | Regenerative brake with energy to OCL | 4.2.8.2.3 | Regenerative braking | 4.2.6 | | Energy consumption measuring function | 4.2.8.2.8 | On-ground energy data collecting system | 4.2.17 | | Height of pantograph | 4.2.8.2.9.1 | Geometry of the overhead contact line | 4.2.9 | | Pantograph head geometry | 4.2.8.2.9.2 | Geometry of the overhead contact line | 4.2.9 | | Contact strip material | 4.2.8.2.9.4 | Contact wire material | 4.2.14 | | Pantograph static contact force | 4.2.8.2.9.5 | Mean contact force | 4.2.11 | | Pantograph contact force and dynamic behaviour | 4.2.8.2.9.6 | Dynamic behaviour and quality of current collection | 4.2.12 | | Arrangements of pantographs | 4.2.8.2.9.7 | Pantograph spacing | 4.2.13 | | Running through phase or system separation section | 4.2.8.2.9.8 | Separation sections: | | | Running through phase or system separation section | 4.2.8.2.9.8 | — phase | 4.2.15 | | Running through phase or system separation section | 4.2.8.2.9.8 | — system | 4.2.16 | | Electrical protection of the train | 4.2.8.2.10 | Electrical Protection Coordination Arrangements | 4.2.7 | | Harmonics and dynamic effects for AC systems | 4.2.8.2.7 | Harmonics and Dynamic Effects for AC traction power supply systems | 4.2.8 |

4.3.2.   Interface with Infrastructure subsystem

Table 7

Interface with the Infrastructure subsystem

| Reference TSI LOC & PAS | Reference TSI LOC & PAS | Reference TSI Infrastructure | Reference TSI Infrastructure |

| --- | --- | --- | --- | | Parameter | Point | Parameter | Point | | Rolling stock kinematic gauge | 4.2.3.1. | Structure gauge | 4.2.3.1 | | Rolling stock kinematic gauge | 4.2.3.1. | Distance between track centres | 4.2.3.2 | | Rolling stock kinematic gauge | 4.2.3.1. | Minimum radius of vertical curve | 4.2.3.5 | | Axle load parameter | 4.2.3.2.1 | Track resistance to vertical loads | 4.2.6.1 | | Axle load parameter | 4.2.3.2.1 | Lateral track resistance Resistance of new bridges to traffic loads | 4.2.6.3 4.2.7.1 | | Axle load parameter | 4.2.3.2.1 | Equivalent vertical loading for new earthworks and earth pressure effects | 4.2.7.2 | | Axle load parameter | 4.2.3.2.1 | Resistance of existing bridges and earthworks to traffic loads | 4.2.7.4 | | Running dynamic behaviour | 4.2.3.4.2. | Cant deficiency | 4.2.4.3 | | Running dynamic limit values for track loading | 4.2.3.4.2.2 | Track resistance to vertical loads | 4.2.6.1 | | Running dynamic limit values for track loading | 4.2.3.4.2.2 | Lateral track resistance | 4.2.6.3 | | Equivalent conicity | 4.2.3.4.3 | Equivalent conicity | 4.2.4.5 | | Geometrical characteristics of wheelset | 4.2.3.5.2.1 | Nominal track gauge | 4.2.4.1 | | Geometrical characteristics of wheels | 4.2.3.5.2.2 | Rail head profile for plain line | 4.2.4.6 | | Automatic variable gauge systems | 4.2.3.5.3 | In service geometry of switches and crossings | 4.2.5.3 | | Minimum curve radius | 4.2.3.6 | Minimum radius of horizontal curve | 4.2.3.4 | | Maximum average deceleration | 4.2.4.5.1 | Longitudinal track resistance | 4.2.6.2 | | Maximum average deceleration | 4.2.4.5.1 | Actions due to traction and braking | 4.2.7.1.5 | | Slipstream effects | 4.2.6.2.1 | Resistance of new structures over or adjacent to tracks | 4.2.7.3 | | Head pressure pulse | 4.2.6.2.2 | Maximum pressure variations in tunnels | 4.2.10.1 | | Maximum pressure variations in tunnels | 4.2.6.2.3 | Distance between track centres | 4.2.3.2 | | Crosswind | 4.2.6.2.4 | Effect of crosswinds | 4.2.10.2 | | Aerodynamic effect on ballasted track | 4.2.6.2.5 | Ballast pick-up | 4.2.10.3 | | Toilet discharge system | 4.2.11.3 | Toilet discharge | 4.2.12.2 | | Exterior cleaning through a washing plant | 4.2.11.2.2 | Train external cleaning facilities | 4.2.12.3 | | Interface for water refilling | 4.2.11.5 | Water restocking | 4.2.12.4 | | Refuelling equipment | 4.2.11.7 | Refuelling | 4.2.12.5 | | Special requirements for stabling of trains | 4.2.11.6 | Electric shore supply | 4.2.12.6 |

4.3.3.   Interface with Operation subsystem

Table 8

Interface with the Operation subsystem

| Reference TSI LOC & PAS | Reference TSI LOC & PAS | Reference TSI Operation | Reference TSI Operation |

| --- | --- | --- | --- | | Parameter | Point | Parameter | Point | | Rescue coupling | 4.2.2.2.4 | Contingency arrangements | 4.2.3.6.3 | | Axle load parameter | 4.2.3.2 | Train composition | 4.2.2.5 | | Braking performance | 4.2.4.5 | Train braking | 4.2.2.6 | | External front and rear lights | 4.2.7.1 | Train visibility | 4.2.2.1 | | Horn | 4.2.7.2 | Train audibility | 4.2.2.2 | | External visibility | 4.2.9.1.3 | Requirements for lineside signal and marker sighting | 4.2.2.8 | | Optical characteristics of the windscreen | 4.2.9.2.2 | Requirements for lineside signal and marker sighting | 4.2.2.8 | | Internal lighting | 4.2.9.1.8 | Requirements for lineside signal and marker sighting | 4.2.2.8 | | Driver’s activity control function | 4.2.9.3.1 | Driver vigilance | 4.2.2.9 | | Recording device | 4.2.9.6 | Recording of monitoring data on-board the train | 4.2.3.5 Appendix I |

4.3.4.   Interface with the Control, command and signalling subsystem

Table 9

Interface with the Control, command and signalling subsystem

| Reference TSI LOC & PAS | Reference TSI LOC & PAS | Reference TSI CCS | Reference TSI CCS |