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

• (6)Where an authorised vehicle benefited from non-application of TSIs or part of them pursuant to Article 9 of Directive 2008/57/EC, the applicant shall seek derogation(s) in the Member States of the extended area of use in accordance to Article 7 of Directive (EU) 2016/797.

• (7)In accordance with Article 54(2) of Directive (EU) 2016/797, coaches used under Regolamento Internazionale Carrozze (RIC) shall be deemed authorised in accordance with the conditions under which they were used, including the area of use where they are operated. Following a change which requires a new authorisation for placing on the market in accordance with Article 21(12) of Directive (EU) 2016/797, coaches accepted under the latest RIC agreement shall conserve the area of use in which they were operating without further checks on the unchanged parts.

7.1.5.   Pre fitment requirements for new rolling stock design where ETCS is not yet installed

• (1)This case applies to newly developed vehicle design, including special vehicle referred to in point 7.4.3.2 of TSI CCS when point 7.1.1.3 (1) of LOC&PAS TSI applies, where ETCS on-board is not yet installed, with the aim to have rolling stock subsystem ready when this system will be installed.

• (2)The following requirements apply to newly developed vehicle designs requiring a first authorisation as defined in Article 14 of Implementing Regulation 2018/545:

• (a) Compliance with the requirements related to train interface functions as mentioned in basic parameters that refers to Appendix A, Table A.2, index 7 of TSI CCS (see column 1 and 2 of Table 9 of the TSILOC&PAS).

• (b) Description of train interface functions implemented including specification of interfaces and protocols of communication shall be documented in the technical documentation described in point 4.2.12.2 (23).

- (c) A space shall be available for installation of ETCS on-board equipments defined in TSI CCS (e.g ETCS DMI, antennas, etc.). The conditions for installation of equipments must be documented in the technical documentation described in point 4.2.12.2 (24).

• (3)The Notified Body in charge of EC verification for the Rolling Stock subsystem shall verify that the documentation requested in points 4.2.12.2 (23) and (24), is provided.

• (4)When ETCS on-board is installed, the assessment of the integration of the interface functions in the vehicle is part of the EC verification for the CCS on-board subsystem in accordance with point 6.3.3 of TSI CCS.

7.2.   Compatibility with other subsystems

• (1) This TSI has been developed with consideration of other subsystems being compliant to their respective TSIs. Accordingly, interfaces with the fixed installations infrastructure, energy and control-command subsystems are addressed for subsystems compliant with the TSI Infrastructure, the TSI Energy and the TSI CCS.

• (2) Following this, the implementation methods and phases concerning rolling stock depend on the progress of implementation of the TSI Infrastructure, the TSI Energy and the TSI CCS.

- (3) Furthermore, TSIs covering the fixed installations allow for a set of different technical characteristics (e.g. ‘traffic code’ in TSI Infrastructure, ‘power supply system’ in TSI Energy).

- (4) For rolling stock, the corresponding technical characteristics are recorded in the ‘European register of authorised types of vehicles’, according to  Article 48 of Directive (EU) 2016/797 and Implementing Decision 2011/665/EU (see also Section 4.8 of this TSI).

• (5) For fixed installations, they are part of the main features recorded in the ‘Register of infrastructure’, according to  Article 48 of Directive (EU) 2016/797 and Commission Implementing Regulation (EU) 2019/777 ([^E0030]).

7.3.   Specific cases

7.3.1.   General

• (1) The specific cases, as listed in the following  point, describe special provisions that are needed and authorised on particular networks of each Member State.

• (2) These specific cases are classified as:
• — ‘P’ cases: ‘permanent’ cases,
• — ‘T0’: ‘temporary’ cases of indefinite duration, where the target system shall be reached by a date still to be determined.
• — ‘T1’ cases: ‘temporary’ cases, where the target system shall be reached by 31 December 2025.
• — ‘T2’ cases: ‘temporary’ cases, where the target system shall be reached by 31 December 2035. All specific cases and their relevant dates shall be re-examined in the course of future revisions of the TSI with a view to limiting their technical and geographical scope based on an assessment of their impact on safety, interoperability, cross border services, TEN-T corridors, and the practical and economic impacts of retaining or eliminating them. Special account shall be given to availability of EU funding. Specific cases shall be limited to the route or network where they are strictly necessary and taken account of through route compatibility procedures.

• (3) Any specific case applicable to the rolling stock in the scope of this TSI shall be addressed in this TSI.

- (4) Certain specific cases are in interface to other TSIs. Where a  point in this TSI refers to another TSI to which a specific case is applicable, or where a specific case is applicable to the rolling stock as a consequence of a specific case declared in another TSI, these are also described in this TSI.

- (5) Moreover, some specific cases do not prevent the access to the national network to TSI compliant rolling stock. In that case, it is explicitly stated in the concerned section of the  point 7.3.2 below.

• (6) In case of a specific case applicable to a component defined as interoperability constituent in section 5.3 of this TSI, the conformity assessment has to be made according to the  point 6.1.1 point (3).

7.3.2.   List of specific cases

7.3.2.1.   Mechanical interfaces (4.2.2.2)

Specific case Ireland and the United Kingdom in respect of Northern Ireland (‘P’)

End coupling, height above rail ( point 4.2.2.2.3).

• A.1Buffers

- The height of the centre line of the buffers shall be in the range 1 090 mm (+ 5/– 80 mm) above rail level in all loading and wear conditions.

• A.2Screw coupling

• The height of the centre line of the draw hook shall be in the range 1 070 mm (+ 25/– 80 mm) above rail level in all loading and wear conditions.

7.3.2.2.   Gauging (4.2.3.1)

Specific case Ireland and the United Kingdom in respect of Northern Ireland (‘P’)

It is permissible for the reference profile of the upper and the lower part of the unit to be established in accordance with the national technical rules notified for this purpose.

7.3.2.3.   Rolling stock requirements for compatibility with trackside equipment (4.2.3.3.2.2)

Specific case Finland (‘P’)

For rolling stock intended to be used on Finnish network (1 524 mm track gauge) which depends on track side equipment for axle bearing condition monitoring, the target areas on the underside of an axle box that shall remain un-obstructed to permit observation by a trackside HABD shall use dimensions as defined in EN 15437-1:2009, and replace the values by the following:

System based on trackside equipment:

The dimensions in points 5.1 and 5.2 of EN 15437-1:2009 are replaced respectively by the following dimensions. There are two different target areas (I and II) including their prohibitive and measuring zones defined:

Dimensions for the target area I:

• — WTA, greater than or equal to 50 mm

• — LTA, greater than or equal to 200 mm

• — YTA shall be 1 045 mm to 1 115 mm

• — WPZ, greater than or equal to 140 mm

• — LPZ, greater than or equal to 500 mm

• — YPZ shall be 1 080 mm ± 5 mm

Dimensions for the target area II:

• — WTA, greater than or equal to 14 mm

• — LTA, greater than or equal to 200 mm

• — YTA shall be 892 mm to 896 mm

• — WPZ, greater than or equal to 28 mm

• — LPZ, greater than or equal to 500 mm

• — YPZ shall be 894 mm ± 2 mm

Specific case France (‘P’)

This specific case is applicable to all units which are not fitted with on-board axle bearing condition monitoring equipment.

Points 5.1 and 5.2 of standard EN 15437-1 apply with the following specificities. The notations are the ones used in picture 3 of standard.

• — WTA = 70 mm

• — YTA = 1 092,5 mm

- — LTA = Vmax x 0,56 (Vmax being the maximal line speed at the level of HABC, expressed in km/h)

Specific case Ireland and the United Kingdom in respect of Northern Ireland (‘P’)

Rolling stock that depends on track side equipment for axle bearing condition monitoring, shall meet the following the target areas on the underside of an axle box (dimensions as defined in EN 15437-1:2009):

Table 18

Target area

	YTA [mm]	WTA [mm]	LTA [mm]	YPZ [mm]	WPZ [mm]	LPZ [mm]
1 600 mm	1 110 ± 2	≥ 70	≥ 180	1 110 ± 2	≥ 125	≥ 500

Specific case Sweden (‘T2’)

This specific case is applicable to all units which are not fitted with on-board axle bearing condition monitoring equipment and are intended for operation on lines with non-upgraded axle bearing detectors. These lines are indicated in the infrastructure register as being non-TSI compliant in this respect.

The two zones underneath the axle box/journal set out in table below referring to the parameters of the standard EN 15437-1:2009 shall be free to facilitate vertical monitoring by trackside axle box detection system:

Table 19

Target and prohibitive zone for units intended to be operated in Sweden

YTA [mm]	WTA [mm]	LTA [mm]	YPZ [mm]	WPZ [mm]	LPZ [mm]
905 ± 20	≥ 40	whole	905	≥ 100	≥ 500

The compatibility with these systems shall be set out in the technical file for the vehicle.

7.3.2.4.   Internal air quality (4.2.5.8)

Specific case Channel Tunnel (‘P’)

Passenger vehicles: passenger trains must have systems in place to provide ventilation capable of ensuring CO2 levels remain under 10 000 ppm for at least 90 minutes in the event of a failure of traction systems.

7.3.2.5.   Running dynamic behaviour (4.2.3.4.2, 6.2.3.4)

Specific case Finland (‘P’)

The following modifications to the running dynamic behaviour points of the TSI applies to vehicle to be operated solely on Finnish 1 524 mm network:

• — Test zone 4 is not applicable for running dynamic testing.

• — Mean value of curve radius of all track sections for test zone 3 shall be 550 ± 50 metres for running dynamic testing.

• — Track quality parameters in running dynamics testing shall be according to RATO 13 (Track inspection).

• — Measuring methods are according to EN 13848-1:2019.

Specific case Ireland and the United Kingdom in respect of Northern Ireland (‘P’)

For technical compatibility with the existing network it is permissible to use notified national technical rules for the purpose of assessing running dynamic behaviour.

Specific case Spain (‘P’)

For rolling stock intended to be used on 1 668 mm track gauge, the quasi-static guiding force Yqst limit value shall be evaluated for curve radii 250 m ≤ Rm < 400 m.

The limit value shall be: (Yqst)lim = 66 kN.

For the normalisation of the estimated value to the radius Rm = 350 m according to point 7.6.3.2.6 (2) of EN 14363:2016, the formula ‘Ya,nf,qst = Ya,f,qst – (10 500 m/Rm – 30) kN’ shall be replaced by ‘Ya,nf,qst = Ya,f,qst – (11 550 m/Rm – 33) kN’.

Values of cant deficiency can be adapted to 1 668 mm track gauge by multiplying the corresponding 1 435 mm parameter values by the following conversion factor: 1733/1500.

7.3.2.5a.   Structural design of bogie frame (4.2.3.5.1)

Specific case Spain (‘P’)

For bogies designed to run on 1 668 mm track gauge, alpha (α) and beta (β) parameters shall be considered as 0,15 and 0,35 respectively in conformity with the specification referenced in Appendix J-1, index [11] [Annex F of EN 13749]

7.3.2.6.   Mechanical and geometric characteristics of wheelset and wheel (4.2.3.5.2.1 and 4.2.3.5.2.2)

Specific case Estonia, Latvia, Lithuania, and Poland for 1 520 mm system (‘P’)

The geometrical dimensions of the wheels as defined in Figure 2 shall be compliant with limit values specified in the Table 20.

Table 20

In-service limits of the geometric dimensions of wheel

Designation	Wheel diameter D (mm)	Minimum value (mm)	Maximum value (mm)
Width of the rim (BR + Burr)	400 ≤ D ≤ 1 220	130	146
Thickness of the flange (Sd)	400 ≤ D ≤ 1 220	25 [^E0031]	33
Height of the flange (Sh)	400 ≤ D ≤ 1 220	28	37

For inner wheels of the 3-axle bogies a dimension of 21mm is permitted

New wheel profile for locomotives and trainsets of maximum speed up to 200 km/h is defined in the figure 3 below:

Figure 3

New wheel profile for locomotives and trainsets of maximum speed up to 200 km/h

Image omitted; see official source

New wheel profile for trainsets of maximum speed up to 130 km/h is defined in Figure 4 below

Figure 4

New wheel profile for trainsets of maximum speed up to 130 km/h

Image omitted; see official source

Specific case Finland (‘P’)

The minimum wheel diameter shall be taken as 400 mm.

For rolling stock to be used in traffic between Finnish 1 524 network and a third country 1 520 network, it is allowed to use special wheelsets designed to accommodate the differences in track gauges.

Specific case Ireland (‘P’)

The geometrical dimensions of the wheels (as defined in Figure 2) shall be compliant with limit values specified in the Table 21:

Table 21

In-service limits of the geometric dimensions of wheel

| | Designation | Wheel diameter D (mm) | Minimum value (mm) | Maximum value (mm) |

| --- | --- | --- | --- | --- | | 1 600 mm | Width of the rim (BR) (with maximum BURR of 5 mm) | 690 ≤ D ≤ 1 016 | 137 | 139 | | 1 600 mm | Thickness of the flange (Sd) | 690 ≤ D ≤ 1 016 | 26 | 33 | | 1 600 mm | Height of the flange (Sh) | 690 ≤ D ≤ 1 016 | 28 | 38 | | 1 600 mm | Face of the flange (qR) | 690 ≤ D ≤ 1 016 | 6,5 | — |

Specific case for the United Kingdom in respect of Northern Ireland (‘P’)

The geometrical dimensions of the wheelsets and the wheels (as defined in Figure 1 and 2) shall be compliant with limit values specified in the Table 22:

Table 22

In-service limits of the geometric dimensions of wheelsets and wheel

	Designation	Wheel diameter D (mm)	Minimum value (mm)	Maximum value (mm)
1 600 mm	Front-to-front dimension (SR) SR = AR + Sd, left + Sd, right	690 ≤ D ≤ 1 016	1 573	1 593,3
1 600 mm	Back to back distance (AR)	690 ≤ D ≤ 1 016	1 521	1 527,3
1 600 mm	Width of the rim (BR) (with maximum BURR of 5 mm)	690 ≤ D ≤ 1 016	127	139
1 600 mm	Thickness of the flange (Sd)	690 ≤ D ≤ 1 016	24	33
1 600 mm	Height of the flange (Sh)	690 ≤ D ≤ 1 016	28	38
1 600 mm	Face of the flange (qR)	690 ≤ D ≤ 1 016	6,5	—

Specific case Spain for 1 668 mm track gauge (‘P’)

The minimum value of thickness of the flange (Sd) for wheel diameter D ≥ 840 mm shall be taken as 25 mm.

For wheel diameters 330 mm ≤ D < 840 mm, the minimum value shall be taken as 27,5 mm.

Specific case Czech Republic (‘T0’)

For the inner wheels of 3-axle bogies, that are not involved in track guidance, lower limit values of the wheels geometrical dimensions than those required in Table 1 and in Table 2 are permitted for the thickness of the flange (Sd) and for the front to front dimension (SR).

7.3.2.6a.   Minimum curve radius (4.2.3.6)

Specific case Ireland (‘P’)

In the case of track gauge system 1 600 mm, the minimum curve radius to be negotiated shall be 105 m for all units.

7.3.2.7   Not used

7.3.2.8.   Aerodynamic effects (4.2.6.2)

Specific case Italy (‘P’)

Maximum pressure variations in tunnels (4.2.6.2.3):

For unrestricted operation on the existing lines taking into account the numerous tunnels with a cross section of 54 m2 which are traversed at 250 km/h, and those with a cross section of 82,5 m² and traversed at 300 km/h, units of maximum design speed higher than or equal to190 km/h shall conform to the requirements set out in the Table 23.

Table 23

Requirements for interoperable train in a solo run in a non-inclined tube-like tunnel

	Gauge	Reference Case	Reference Case	Criteria for the Reference Case	Criteria for the Reference Case	Criteria for the Reference Case	Allowed maximum speed [km/h]
	Gauge	Vtr [km/h]	Atu [m2]	ΔpN [Pa]	ΔpN + ΔpFr [Pa]	ΔpN + ΔpFr + ΔpT [Pa]	Allowed maximum speed [km/h]
Vtr,max < 250 km/h	GA or smaller	200	53,6	≤ 1 750	≤ 3 000	≤ 3 700	≤ 210
Vtr,max < 250 km/h	GB	200	53,6	≤ 1 750	≤ 3 000	≤ 3 700	≤ 210
Vtr,max < 250 km/h	GC	200	53,6	≤ 1 750	≤ 3 000	≤ 3 700	≤ 210
Vtr,max < 250 km/h	GA or smaller	200	53,6	≤ 1 195	≤ 2 145	≤ 3 105	< 250
Vtr,max < 250 km/h	GB	200	53,6	≤ 1 285	≤ 2 310	≤ 3 340	< 250
Vtr,max < 250 km/h	GC	200	53,6	≤ 1 350	≤ 2 530	≤ 3 455	< 250
Vtr,max ≥ 250 km/h	GA or smaller	250	53,6	≤ 1 870	≤ 3 355	≤ 4 865	250
Vtr,max ≥ 250 km/h	GA or smaller	250	63,0	≤ 1 460	≤ 2 620	≤ 3 800	> 250
Vtr,max ≥ 250 km/h	GB	250	63,0	≤ 1 550	≤ 2 780	≤ 4 020	> 250
Vtr,max ≥ 250 km/h	GC	250	63,0	≤ 1 600	≤ 3 000	≤ 4 100	> 250

If a vehicle does not fulfil the values specified in the table above (e.g. TSI compliant vehicle), operating rules (e.g. speed restrictions) may apply.

7.3.2.8.a.   Lamp controls (4.2.7.1.4)

Specific case France, Luxembourg, Belgium, Spain, Sweden, Poland (‘T0’)

It shall be possible for the driver to activate the head lamps in flashing/blinking mode to inform of an emergency situation.

7.3.2.9.   Not used

7.3.2.10.   Not used

7.3.2.11   Operation within range of voltages and frequencies (4.2.8.2.2)

Specific case Estonia (‘T1’)

Electric units designed to be operated on DC 3,0 kV lines shall be able to operate within the ranges of voltages and frequencies as set out in the TSI ENE point 7.4.2.1.1.

Specific case France (‘T2’)

To avoid restrictions of use, electric units designed to be operated on DC 1,5 kV or AC 25 kV lines shall comply with the characteristics described in the register of infrastructure (parameter 1.1.1.2.2.1.3). The maximum current at standstill per pantograph (point 4.2.8.2.5) allowed on DC 1,5 kV existing lines may be lower than the limit values as set out in the TSI ENE point 4.2.5; the current at standstill per pantograph shall be limited accordingly on electric units designed to be operated on these lines.

Specific case Latvia (‘T1’)

Electric units designed to be operated on DC 3,0 kV lines shall be able to operate within the ranges of voltages and frequencies as set out in the TSI ENE point 7.4.2.4.1.

7.3.2.12.   Use of regenerative brakes (4.2.8.2.3)

Specific case Belgium (‘T2’)

For technical compatibility with the existing system, the maximum voltage regenerated to the catenary (Umax2 according to EN 50388-1:2022 point 12.2.1) on 3 kV network shall not be higher than 3,8 kV.

Specific case Czech Republic (‘T2’)

For technical compatibility with the existing system, the maximum voltage regenerated to the catenary (Umax2 according to EN 50388-1:2022 point 12.2.1) on 3 kV network shall not be higher than 3,55 kV.

Specific case Sweden (‘T2’)

For technical compatibility with the existing system, the maximum voltage regenerated to the catenary (Umax2 according to EN 50388-1:2022 point 12.2.1) on 15 kV network shall not be higher than 17,5 kV.

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

Specific case The Netherlands (‘T0’)

For unrestricted access to the 1 500 V DC lines, the maximum height of pantograph shall be limited to 5 860 mm.

7.3.2.14.   Pantograph head geometry (4.2.8.2.9.2)

Specific case Croatia (‘T1’)

For operation on the existing network 3 kV DC system, it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367:2020+A1:2022 annex B.3 figure B1 (as alternative to requirement in point 4.2.8.2.9.2).

Specific case Finland (‘T1’)

For technical compatibility with the existing network, the width of the pantograph head shall not exceed 0.422 metres.

Specific case France (‘T2’)

For operation on the existing network, in particular on lines with catenary system only compatible with narrow pantograph, and for operation in France and Switzerland, it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367:2020+A1:2022, Annex B.3 figure B.1 (as alternative to requirement in point 4.2.8.2.9.2).

Specific case Italy (‘T0’)

For operation on the existing network 3 kV DC and 25 kV AC HST systems (and additionally in Switzerland on 15 kV AC system), it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367: 2020+A1:2022 annex B.3 figure B1 (as alternative to requirement in point 4.2.8.2.9.2).

Specific case Portugal (‘T0’)

For operation on the existing network 25 kV 50 Hz system, it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367:2020+A1:2022, Annex B.3 figure B.1 (as alternative to requirement in point 4.2.8.2.9.2).

For operation on the existing network 1,5 kV DC system, it is allowed to equip electric units with a pantograph having a head geometry of length 2 180 mm as depicted in national rule notified for this purpose (as alternative to requirement in point 4.2.8.2.9.2).

Specific case Slovenia (‘T0’)

For operation on the existing network 3 kV DC system, it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367:2020+A1:2022, Annex B.3 figure B.1 (as alternative to requirement in point 4.2.8.2.9.2).

Specific case Sweden (‘T0’)

For operation on the existing network, it is allowed to equip electric units with a pantograph having a head geometry of length 1 800 mm as depicted in EN 50367:2020+A1:2022, Annex B.3 figure B.5 (as alternative to requirement in point 4.2.8.2.9.2).

7.3.2.15.   Contact strip material (4.2.8.2.9.4.2)

Specific case France (‘P’)

The metallic content of the carbon contact strips is allowed to be increased up to 60 % by weight where used on 1 500 V DC lines.

7.3.2.16.   Pantograph contact force and dynamic behaviour (4.2.8.2.9.6)

Specific case France (‘T2’)

For technical compatibility with the existing network, electric units intended to be operated on DC 1,5 kV lines shall, in addition to the requirement of point 4.2.8.2.9.6, be validated with consideration of a mean contact force in the following range:

70 N < Fm< 0,00178*v2 + 110 N with a value of 140 N at standstill.

The conformity assessment procedure (simulation and/or test according to points 6.1.3.7 and 6.2.3.20) shall take into account the following environmental conditions:

summer conditions	:	ambient temperature ≥ 35 °C; contact wire temperature > 50 °C for simulation.
winter conditions	:	ambient temperature 0 °C; contact wire temperature 0 °C for simulation.

Specific case Sweden (‘T2’)

For technical compatibility with the existing network in Sweden, the static contact force of the pantograph shall fulfil the requirements in EN 50367:2020+A1:2022 Annex B Table B3 column SE (55 N). The compatibility with these requirements shall be set out in the technical file for the vehicle.

Specific case Channel tunnel (‘P’)

For technical compatibility with existing lines, the verification at interoperability constituent level (points 5.3.10 and 6.1.3.7) shall validate capability of the pantograph to collect current for the additional range of contact wire heights between 5 920 mm and 6 020 mm.

7.3.2.17.   Not used

7.3.2.18.   Not used

7.3.2.19.   Not used

7.3.2.20.   Fire safety and evacuation (4.2.10)

Specific case Italy (‘T0’)

Additional specifications for units intended to be operated in the existing Italian tunnels are detailed below.

Fire detection systems (points 4.2.10.3.2 and 6.2.3.23)

In addition to the areas specified in point 6.2.3.23, fire detection systems shall be installed in all passenger and train staff areas.

Fire containment and control systems for passenger rolling stock (point 4.2.10.3.4)

In addition to requirements of the point 4.2.10.3.4, units of category A and B passenger rolling stock shall be equipped with active Fire Containment and Control Systems.

Fire Containment and Control Systems shall be assessed according to the notified National Rules about fire automatic extinguishing systems.

In addition to the requirements specified in point 4.2.10.3.4, the units of category A and B passenger rolling stock shall be equipped with automatic fire extinguishing systems in all technical areas.

Freight locomotives and freight self-propelling units: fire spreading protection measures (point 4.2.10.3.5) and running capability (point 4.2.10.4.4)

In addition to the requirements specified in point 4.2.10.3.5, freight locomotives and freight self-propelling units shall be equipped with fire automatic extinguishing systems in all technical areas.

In addition to the requirements specified in point 4.2.10.4.4, freight locomotives and freight self-propelling units shall have a running capability equivalent to that of category B passenger rolling stock.

Review  point:

At the latest by 31 July 2025, the Member State shall deliver to the Commission a report on possible alternatives to the above additional specifications, in order to remove or significantly reduce the constraints on rolling stocks caused by the non-compliance of the tunnels with the TSIs.

7.3.2.21.   Running capability (4.2.10.4.4) and fire containment and control system (4.2.10.3.4)

Specific case Channel Tunnel (‘P’)

Passenger rolling stock intended to be operated in the Channel Tunnel shall be of category B, considering the length of the tunnel.

Due to the lack of firefighting points with safe area (see TSI SRT, point 4.2.1.7) amendments to the following points of this TSI apply:

Point 4.2.10.4.4 (3):

The running capability of a Passenger rolling stock intended to be operated in the Channel Tunnel 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 and traction; these functions shall be assessed in the following conditions:

• — for a duration of 30 minutes at a minimum speed of 100 km/h, or

• — for a duration of 15 minutes at a minimum speed of 80 km/h (according to point 4.2.10.4.4) under the condition specified in the national rule notified by the Channel tunnel safety authority for this purpose.

Point 4.2.10.3.4 (3) & (4):

Where the running capability is specified for a duration of 30 minutes according to the point above, the fire barrier between the driver's cab and the compartment to the rear of it (assuming the fire starts in the rear compartment) shall satisfy requirements for integrity for a minimum of 30 minutes (instead of 15 minutes).

Where the running capability is specified for a duration of 30 minutes according to the point above, and for passenger vehicles that do not allow the exit of passengers at both ends (no through route), measures to control the spread of heat and fire effluents (full cross section partitions or other FCCS, fire barriers between combustion engine/electrical supply/traction equipment and passenger/staff areas) shall be designed for a minimum of 30 minutes fire protection (instead of 15 minutes).

7.3.2.22.   Interface for toilet discharge (4.2.11.3)

Specific case Finland (‘P’)

Alternatively to, or in addition to what is specified in point 4.2.11.3, it is allowed to install connections for toilet discharge and for rinsing of the sanitary discharge tanks, compatible with the track side installations on the Finnish network in accordance with figure AI1.

Figure AI 1

Emptying connections for toilet tank

Image omitted; see official source

Quick connector SFS 4428, connector part A, size DN80

Material: acid-proof stainless steel

Sealing on the counter-connector's side.

Specific definition in the standard SFS 4428

7.3.2.23.   Interface for water refilling (4.2.11.5)

Specific case Finland (‘P’)

Alternatively to, or in addition to what is specified in point 4.2.11.5, it is allowed to install water filling connections compatible with the track side installations on the Finnish network in accordance with Figure AII1.

Figure A II1

The water filling adapters

Image omitted; see official source

Type: Connector C for fire fighting NCU1

Material: brass or aluminium

Specific definition in the standard SFS 3802 (sealing defined by each connector manufacturer).

Specific case Ireland and the United Kingdom in respect of Northern Ireland (‘P’)

Alternatively to, or in addition to what is specified in point 4.2.11.5, it is allowed to install a nozzle type water refilling interface. This nozzle type refilling interface must fulfil the requirements of the national technical rules notified for the purpose.

7.3.2.24.   Special requirements for stabling of trains (4.2.11.6)

Specific case Ireland and the United Kingdom in respect of Northern Ireland (‘P’)

Shore supply of electrical power to stabled trains must fulfil the requirements of the national technical rules notified for the purpose

7.3.2.25.   Refuelling equipment (4.2.11.7)

Specific case Finland (‘P’)

In order to be able to be refuelled on the Finnish network, the fuel tank of units with a diesel filling interface has to be equipped with the over flow controller according to standards SFS 5684 and SFS 5685.

Specific case Ireland and the United Kingdom in respect of Northern Ireland (‘P’)

The refuelling equipment interface must fulfil the requirements of the national technical rules notified for the purpose.

7.3.2.26.   Rolling stock originated from third country (general)

Specific case Finland (‘P’)

The application of national technical rules instead of the requirements in this TSI is allowed for third countries' rolling stock to be used on the Finnish 1 524 network in traffic between Finland and 3^rd countries 1 520 network.

7.3.2.27.   Not used

7.4.   Specific environmental conditions

Specific conditions Austria

Unrestricted access in Austria under winter conditions is granted if the following conditions are met:

• — The additional capability of the obstacle deflector to remove snow as specified for snow, ice and hail severe conditions in point 4.2.6.1.2 shall be provided.

• — Locomotives and power head units shall be provided with sanding system.

Specific conditions Bulgaria

Unrestricted access in Bulgaria under winter conditions is granted if the following condition is met:

• — Locomotives and railcars shall be equipped with sanding system.

Specific conditions Croatia

Unrestricted access in Croatia under winter conditions is granted if the following condition is met:

• — Traction vehicles and vehicles with a driving cab shall be equipped with sanding system.

Specific conditions Estonia Latvia and Lithuania

For unrestricted access of rolling stock on the Estonian, Latvian and Lithuanian network under winter conditions, it shall be demonstrated that the rolling stock meets the following requirements:

• — Temperature zone T2 as specified in point 4.2.6.1.1 shall be selected.

• — Snow, ice and hail severe conditions as specified in point 4.2.6.1.2, excluding the scenario ‘Snowdrift’ shall be selected.

Specific conditions Finland

For unrestricted access of rolling stock on the Finnish network under winter conditions, it shall be demonstrated that the rolling stock meets the following requirements:

- — Temperature zone T2 as specified in point 4.2.6.1.1 shall be selected

• — Snow, ice and hail severe conditions as specified in point 4.2.6.1.2, excluding the scenario ‘Snowdrift’ shall be selected

• — Regarding the braking system, unrestricted access in Finland under winter conditions is granted if the following conditions are met: — at least half of the bogies are equipped with a magnetic track brake for trainset or passenger coach of nominal speed exceeding 140 km/h. — all bogies are equipped with a magnetic track brake for trainset or passenger coach of nominal speed exceeding 180 km/h.

Specific conditions France

Unrestricted access in France under winter conditions is granted if the following condition is met:

• — locomotives and power head units shall be provided with sanding system.

Specific conditions Germany

Unrestricted access in Germany under winter conditions, is granted if the following condition is met:

• — locomotives and power head units shall be provided with sanding system.

Specific conditions Greece

For unrestricted access to the Greek network under summer conditions, temperature zone T3 as specified in point 4.2.6.1.1 shall be selected.

Unrestricted access in Greece under winter conditions is granted if the following condition is met:

• — Traction vehicles shall be equipped with sanding system.

Specific conditions Portugal

For unrestricted access to the Portuguese network under:

• (a) summer conditions, temperature zone T3 as specified in point 4.2.6.1.1 shall be selected,

- (b) winter conditions, locomotives shall be equipped with sanding system.

Specific conditions Spain

For unrestricted access to the Spanish network under summer conditions, temperature zone T3 as specified in point 4.2.6.1.1 shall be selected.

Specific conditions Sweden

For unrestricted access of rolling stock on the Swedish network under winter conditions, it shall be demonstrated that the rolling stock meets the following requirements:

• — Temperature zone T2 as specified in point 4.2.6.1.1 shall be selected

• — Snow, ice and hail severe conditions as specified in point 4.2.6.1.2 shall be selected.

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

Further to the analysis performed during the drafting process of this TSI, particular aspects have been identified as of interest for the future development of the EU railway system.

These aspects are of 3 different groups:

• (1) Those already subject of a basic parameter in this TSI, with a possible evolution of the corresponding specification when the TSI will be revised.

- (2) Those not considered in the current state of the art as basic parameter, but which are subject to research projects.

- (3) Those relevant in the framework of ongoing studies related to the EU railway system, which are not in the scope of TSIs.

These aspects are identified below, classified according to the breakdown of the point 4.2 of the TSI.

7.5.1.   Aspects related to a basic parameter in this TSI

7.5.1.1.   Axle load parameter (point 4.2.3.2.1)

This basic parameter covers the interface between infrastructure and rolling stock regarding the vertical load.

Further development is required for route compatibility check regarding static and dynamic compatibility.

Regarding dynamic compatibility, no harmonised classification method of the Rolling Stock is yet available including requirements related to High Speed Load Model (HSLM) compatibility:

• — TSI LOC&PAS requirements should further be developed based on finding from CEN enhancing EN1991-2 Annex E with corresponding rolling stock requirements for dynamic compatibility, including compatibility with HSLM compliant structures,

- — New basic design characteristics ‘Compliance of vehicle design with the High Speed Load Model (HSLM)’ should be created,

- — A harmonised process should be referenced accordingly for route compatibility check purposes in TSI OPE Appendix D.1 based on RINF and ERATV,

• — Documents required in RINF parameter 1.1.1.1.2.4.4 should be harmonised as far as possible to facilitate automatic route compatibility check.

7.5.1.2.   Not used

7.5.1.3.   Aerodynamic effects on ballasted tracks (point 4.2.6.2.5)

Requirements on aerodynamic effects on ballasted tracks have been set up for units of maximum design speed higher than 250 km/h.

As the current state of the art does not allow to provide for a harmonized requirement nor assessment methodology, the TSI allows the application of national rules.

This will need to be reviewed in order to consider the following:

- — Study of ballast-pick-up occurrences, and corresponding safety impact (if any).

- — Development of a harmonized, cost-effective methodology applicable in EU.

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

7.5.2.1.   Not used

7.5.2.2.   Further activities related to the conditions for having vehicle type authorisation and/or an authorization for placing on the market not limited to a particular area of use

To facilitate free circulation of locomotives and passenger coaches, conditions for having an authorization for placing on the market not limited to a particular area of use are lay down in  point 7.1.1.5.

These provisions should be complemented with harmonised limit values for interference currents and magnetic fields at unit level, either as a percentage of the value defined for an Influencing unit, or as absolute limit values. These harmonised limits will be determined based on the specific cases or technical documents referred to in Article 13 of CCS TSI and on the future standard EN 50728 expected to be published in 2024.

The specification of interfaces between coaches intended to be used in general operations should be further detailed in point 7.1.1.5.2 with the objective to facilitate the interchangeability of those coaches (new and existing coaches).

7.5.2.3.   Equipment of a rolling stock with places for bicycles - Impact of the Passenger Rights Regulation

Article 6 (4) of Regulation (EU) 2021/782 of the European Parliament and of the Council ([^E0032]) specifies the requirements for equipping rolling stock with places for bicycles.

Places for bicycles need to be realised in case of:

- — a major change of the layout and furnishing of the passenger area, and

• — when the above-mentioned upgrade of existing rolling stock leads to the need for a new vehicle authorisation for placing it on the market.

According to the principle specified in point 7.1.2.2.(1), major upgrades affecting other parts and basic parameters than the layout and furnishing of the passenger area may not entail the equipment of the rolling stock with places for bicycles.

APPENDICES

| | |

---	---
Appendix A:	Not used
Appendix B:	1 520 mm system gauge T
Appendix C:	Special provisions for On Track Machines (OTMs)
Appendix D:	Not used
Appendix E:	Anthropometric measurements of the driver
Appendix F:	Front visibility
Appendix G:	Servicing
Appendix H:	Assessment of the rolling stock subsystem
Appendix I:	Aspects for which the technical specification is not available (open points)
Appendix J:	Technical specifications referred to in this TSI
Appendix J-1:	Standards or normative documents
Appendix J-2:	Technical documents
Appendix K:	Validation process for new end pieces of Magnetic Track Brake (MTB)
Appendix L:	Changes of requirements and transition regimes

Appendix A

Intentionally deleted

Appendix B

1 520 mm system gauge ‘T’

Reference profile for the track gauge 1 520 ‘T’ of the upper parts (for rolling stock):

Image omitted; see official source

Reference profile for the lower parts:

Image omitted; see official source

Note: For the rolling stock which is intend to be used on track of 1 520 mm, with the exception to pass over of marshalling humps equipped with rail brakes.

Reference profile for the lower parts:

Image omitted; see official source

Note: For the rolling stock which is intend to be used on track of 1 520 mm, able to pass over marshalling humps and rail brakes.

Appendix C

Special provisions for On-Track-Machines (OTMs)

C.1   Strength of vehicle structure

The requirements of the point 4.2.2.4 are complemented as follow:

The machine frame shall be able to withstand either the static loads of the specification referenced in Appendix J-1, index [1] or the static loads according to the specification referenced in Appendix J-1, index [51] without exceeding the permissible values given there in.

The corresponding structural category of the specification referenced in Appendix J-1, index [51] is as follows:

- — for machines not permitted to be loose shunted or hump shunted: F-II;

• — for all other machines: F-I.

The acceleration in x-direction according to the specification referenced in Appendix J-1, index [1], Table 13 or to the specification referenced in Appendix J-1, index [51], Table 10 shall be ± 3 g.

C.2   Lifting and jacking

The machine body shall incorporate lifting points by which the whole machine is capable of being safely lifted or jacked. The location of the lifting and jacking points shall be defined.

To facilitate the work during repair or inspection or when on-tracking the machines, the machines shall be provided on both long sides with at least two lifting points, at which the machines can be lifted in empty or loaded condition.

To allow positioning of jacking devices, clearances shall be provided under the lifting points which shall not be blocked by the presence of non-removable parts. The load cases shall be consistent with the ones chosen in Appendix C.1 and shall apply for lifting and jacking under workshop and servicing operations.

C.3   Running dynamic behaviour

The running characteristics are permitted to be determined by running tests or by reference to a similar type approved machine as detailed in point 4.2.3.4.2 of this TSI or by simulation. Running behaviour can be proven by simulation of the tests described in the specification referenced in Appendix J-1, index [9] (with the exceptions as specified below) when there is a validated model of representative track and operating conditions of the machine.

The following additional deviations apply:

• (i) The simplified method for this type of machines shall be always accepted;

- (ii) if the required test speed cannot be obtained by the machine itself, the machine shall be hauled for the tests.

A model of a machine for simulation of running characteristics shall be validated by comparing the model results against the results of running tests when the same input of track characteristic is used.

A validated model is a simulation model that has been verified by an actual running test that excites the suspension sufficiently and where there is a close correlation between the results of the running test and the predictions from the simulation model over the same test track.

C.4   Acceleration at the maximum speed

No residual acceleration, as specified in point 4.2.8.1.2 (5), is required for Special vehicles.

Appendix D

Not used

Appendix E

Anthropometric measurements of the driver

The following data represents the ‘state of the art’ and shall be used.

- — Principal anthropometric measurements of the shortest and tallest driving staff:

The dimensions given in the specification referenced in Appendix J-1, index [62] shall be taken into consideration.

Appendix F

Front visibility

F.1.   General

The design of the cab shall support the drivers' view of all external information that form part of the driving task as well as protecting the driver from external sources of visual interference. This shall include the following:

• — Flicker at the lower edge of the windscreen, which can cause fatigue, shall be reduced

• — Protection shall be provided from the sun and glare of headlights from oncoming trains, without reducing the drivers' view of external signs, signals and other visual information

• — Location of cab equipment shall not block or distort the drivers view of external information

• — The dimension, location, shape and finishes (including maintenance) of the windows shall not inhibit the drivers external view and shall support the driving task

• — The location, type and quality of windscreen cleaning and clearance devices shall ensure that the driver is able to maintain a clear external view in most weather and operating conditions, and shall not inhibit the drivers external view.

- — The driver's cab shall be designed in such a way that the driver is facing forwards when driving.

• — The driver's cab shall be designed to allow the driver at standing and/or seated driving positions a clear and unobstructed line of sight in order to distinguish fixed signals set to both the left and right of the track, as defined in the specification referenced in Appendix J-1 index [62].

The rules expressed in the Appendix above govern the conditions of visibility for each running direction along straight track and in curves with a radius of 300 m and more. They apply to the position(s) of the driver.

Notes:

in case of cab fitted with 2 driver's seats (option with 2 driving positions), they apply to the 2 seated positions.

for locomotives with central cab and for Special Vehicles, the point 4.2.9.1.3.1 of the TSI specifies particular conditions.

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

The specification referenced in Appendix J-1 index [62] shall apply.

The supplies and payload shall be considered as defined in the specification referenced in Appendix J-1, index [6] and point 4.2.2.10.

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

The specification referenced in Appendix J-1 index [62] shall apply.

The distance from the driver's eyes in seating posture to the windscreen shall be higher than or equal to 500 mm.

F.4.   Conditions of visibility

The specification referenced in Appendix J-1 index [62] shall apply.

Appendix G

Servicing

Connections for the toilet discharge system on rolling stock:

Figure G1

Evacuation nozzle (Inner part)

Image omitted; see official source

General tolerances +/– 0,1

Material: stainless steel

Figure G2

Optional flushing connection for the toilet tank (Inner part)

Image omitted; see official source

General tolerances +/– 0,1

Material: stainless steel

Appendix H

Assessment of the rolling stock subsystem

H.1   Scope

This Appendix indicates the assessment of conformity of the rolling stock subsystem.

H.2   Characteristics and modules

The sub-system characteristics to be assessed in the different phases of design, development and production are marked by X in Table H.1. A cross in column 4 of Table H.1 indicates that the relevant characteristics shall be verified by testing each single subsystem.

Table H.1

Assessment of the rolling stock subsystem

1	1	2	3	4	5
Characteristics to be assessed, as specified in  point 4.2 of this TSI	Characteristics to be assessed, as specified in  point 4.2 of this TSI	Design and development phase	Design and development phase	Production phase	Particular assessment procedure
Characteristics to be assessed, as specified in  point 4.2 of this TSI	Characteristics to be assessed, as specified in  point 4.2 of this TSI	Design review	Type Test	Routine Test	Particular assessment procedure
Element of the Rolling Stock sub-system	Point				Point
Structure and mechanical parts	4.2.2
Inner coupling	4.2.2.2.2	X	n.a.	n.a.	—
End coupling	4.2.2.2.3	X	n.a.	n.a.	—
IC automatic centre buffer coupler	5.3.1	X	X	X	—
IC manual end coupling	5.3.2	X	X	X	—
Rescue coupling	4.2.2.2.4	X	X	n.a.	—
IC rescue coupling	5.3.3	X	X	X
Staff access for coupling and uncoupling	4.2.2.2.5	X	X	n.a.	—
Gangways	4.2.2.3	X	X	n.a.	—
Strength of vehicle structure	4.2.2.4	X	X	n.a.	—
Passive safety	4.2.2.5	X	X	n.a.	—
Lifting and jacking	4.2.2.6	X	X	n.a.	—
Fixing of devices to carbody structure	4.2.2.7	X	n.a.	n.a.	—
Staff and freight access doors	4.2.2.8	X	X	n.a.	—
Mechanical characteristics of glass	4.2.2.9	X	n.a.	n.a.	—
Load conditions and weighted mass	4.2.2.10	X	X	X	6.2.3.1
Track interaction and gauging	4.2.3
Gauging	4.2.3.1	X	n.a.	n.a.	—
Wheel load	4.2.3.2.2	X	X	n.a	6.2.3.2
Rolling Stock characteristics for compatibility with train detection systems	4.2.3.3.1	X	X	X	—
Axle bearing condition monitoring	4.2.3.3.2	X	X	n.a.	—
Safety against derailment running on twisted track	4.2.3.4.1	X	X	n.a.	6.2.3.3
Running dynamic behaviour requirements	4.2.3.4.2 a)	X	X	n.a.	6.2.3.4
Active systems – safety requirement	4.2.3.4.2 b)	X	n.a.	n.a.	6.2.3.5
Limit values for running safety	4.2.3.4.2.1	X	X	n.a.	6.2.3.4
Track loading limit values	4.2.3.4.2.2	X	X	n.a.	6.2.3.4
Equivalent conicity	4.2.3.4.3	X	n.a.	n.a.	—
Design values for new wheel profiles	4.2.3.4.3.1	X	n.a.	n.a.	6.2.3.6
In-service values of wheelset equivalent conicity	4.2.3.4.3.2	X			—
Structural design of bogie frame	4.2.3.5.1	X	X.	n.a.	—
Mechanical and geometrical characteristics of wheelsets	4.2.3.5.2.1	X	X	X	6.2.3.7
Mechanical and geometrical characteristics of wheels	4.2.3.5.2.2	X	X	X	—
Wheels (IC)	5.3.2	X	X	X	6.1.3.1
Automatic variable gauge systems	4.2.3.5.3	X	X	X	6.2.3.7a
Automatic variable gauge systems (IC)	5.3.4a	X	X	X	6.1.3.1a
Minimum curve radius	4.2.3.6	X	n.a.	n.a.	—
Life guards	4.2.3.7	X	n.a.	n.a.	—
Braking	4.2.4
Functional requirements	4.2.4.2.1	X	X	n.a	—
Safety requirements	4.2.4.2.2	X	n.a	n.a	6.2.3.5
Type of brake system	4.2.4.3	X	X	n.a	—
Brake command	4.2.4.4
Emergency braking	4.2.4.4.1	X	X	X	—
Service braking	4.2.4.4.2	X	X	X	—
Direct braking command	4.2.4.4.3	X	X	X	—
Dynamic braking command	4.2.4.4.4	X	X	n.a	—
Parking braking command	4.2.4.4.5	X	X	X	—
Braking performance	4.2.4.5
General requirements	4.2.4.5.1	X	n.a	n.a	—
Emergency braking	4.2.4.5.2	X	X	X	6.2.3.8
Service braking	4.2.4.5.3	X	X	X	6.2.3.9
Calculations related to thermal capacity	4.2.4.5.4	X	n.a	n.a	—
Parking brake	4.2.4.5.5	X	n.a	n.a	—
Limit of wheel rail adhesion profile	4.2.4.6.1	X	n.a	n.a	—
Wheel slide protection system	4.2.4.6.2	X	X	n.a	6.2.3.10
Wheel slide protection system (IC)	5.3.5	X	X	X	6.1.3.2
Interface with traction — Braking systems linked to traction (electric, hydro-dynamic)	4.2.4.7	X	X	X	—
Braking system independent of adhesion conditions	4.2.4.8
General	4.2.4.8.1.	X	n.a	n.a	—
Magnetic track brake	4.2.4.8.2.	X	X	n.a	—
Eddy current track brake	4.2.4.8.3	X	X	n.a.	—
Brake state and fault indication	4.2.4.9	X	X	X	—
Brake requirements for rescue purposes	4.2.4.10	X	X	n.a	—
Passenger related items	4.2.5
Sanitary systems	4.2.5.1	X	n.a	n.a	6.2.3.11
Audible communication system	4.2.5.2	X	X	X	—
Passenger alarm	4.2.5.3	X	X	X	—
Passenger alarm – safety requir.	4.2.5.3	X	n.a	n.a	6.2.3.5
Communication devices for passengers	4.2.5.4	X	X	X	—
Exterior doors: access to and egress from Rolling Stock	4.2.5.5	X	X	X	—
Exterior doors – safety requir.	4.2.5.5	X	n.a	n.a	6.2.3.5
Exterior door system construction	4.2.5.6	X	n.a	n.a	—
inter-unit doors	4.2.5.7	X	X	n.a	—
Internal air quality	4.2.5.8	X	n.a	n.a	6.2.3.12
Body side windows	4.2.5.9	X			—
Environmental conditions and aerodynamic effects	4.2.6
Environmental conditions	4.2.6.1
Temperature	4.2.6.1.1	X	n.a. X (1)	n.a.	—
Snow, ice and hail	4.2.6.1.2	X	n.a. X (1)	n.a.	—
(1)  Type test if and as defined by the Applicant.
Aerodynamic effects	4.2.6.2
Slipstream effects on passengers on platform and on workers trackside	4.2.6.2.1	X	X	n.a.	6.2.3.13
Head pressure pulse	4.2.6.2.2	X	X	n.a.	6.2.3.14
Maximum pressure variations in tunnels	4.2.6.2.3	X	X	n.a.	6.2.3.15
Crosswind	4.2.6.2.4	X	n.a	n.a.	6.2.3.16
External lights & visible and audible warning devices	4.2.7
External front and rear lights	4.2.7.1
Head lights IC	4.2.7.1.1 5.3.6	X	X	n.a	-6.1.3.3
Marker lights IC	4.2.7.1.2 5.3.7	X	X	n.a	-6.1. 3.4
Tail lights IC	4.2.7.1.3 5.3.8	X	X	n.a	-6.1.3.5
Lamp controls	4.2.7.1.4	X	X	n.a	—
Horn	4.2.7.2
General – warning sound IC	4.2.7.2.1 5.3.9	X	X	n.a	-6.1.3.6
Warning horn sound pressure levels	4.2.7.2.2 5.3.9	X	X	n.a	6.2.3.17 6.1.3.6
Protection	4.2.7.2.3	X	n.a	n.a	—
Control	4.2.7.2.4	X	X	n.a	—
Traction and electrical equipment	4.2.8
Traction performance	4.2.8.1
General	4.2.8.1.1
Requirements on performance	4.2.8.1.2	X	n.a	n.a	—
Power supply	4.2.8.2
General	4.2.8.2.1	X	n.a	n.a	—
Operation within range of voltages and frequencies	4.2.8.2.2	X	X	n.a	—
Regenerative brake with energy to the overhead contact line	4.2.8.2.3	X	X	n.a	—
Maximum power and current from the overhead contact line	4.2.8.2.4	X	X	n.a	6.2.3.18
Maximum current at standstill	4.2.8.2.5	X	X (only for DC systems)	n.a	—
Power factor	4.2.8.2.6	X	X	n.a	6.2.3.19
Harmonics and dynamic effects AC systems	4.2.8.2.7	X	X	n.a	—
Energy consumption measuring function	4.2.8.2.8	X	X	n.a	—
Requirements linked to pantograph	4.2.8.2.9	X	X	n.a	6.2.3.20 & 21
Pantograph (IC)	5.3.10	X	X	X	6.1.3.7
Contact strips (IC)	5.3.11	X	X	X	6.1.3.8
Electrical protection of the train IC Main circuit breaker	4.2.8.2.10 5.3.12	X	X	n.a	—
—————	—————	—————	—————	—————	—————
Protection against electrical hazards	4.2.8.4	X	X	n.a	—
Cab and operation	4.2.9
Driver's Cab	4.2.9.1	X	n.a	n.a	—
General	4.2.9.1.1	X	n.a	n.a	—
Access and egress	4.2.9.1.2	X	n.a	n.a	—
Access and egress in operating conditions	4.2.9.1.2.1	X	n.a	n.a	—
Driver's cab emergency exit	4.2.9.1.2.2	X	n.a	n.a	—
External visibility	4.2.9.1.3	X	n.a	n.a	—
Front visibility	4.2.9.1.3.1	X	n.a	n.a	—
Rear and side view	4.2.9.1.3.2	X	n.a	n.a	—
Interior layout	4.2.9.1.4	X	n.a	n.a	—
Driver's seat IC	4.2.9.1.5 5.3.13	X X	n.a X	n.a X	—
Driver's desk- Ergonomics	4.2.9.1.6	X	n.a	n.a	—
Climate control and air quality	4.2.9.1.7	X	X	n.a	6.2.3.12
Internal lighting	4.2.9.1.8	X	X	n.a	—
Windscreen-Mechanical characteristics	4.2.9.2.1	X	X	n.a	6.2.3.22
Windscreen-Optical characteristics	4.2.9.2.2	X	X	n.a	6.2.3.22
Windscreen-Equipment	4.2.9.2.3	X	X	n.a	—
Driver machine interface	4.2.9.3
Driver's activity control function	4.2.9.3.1	X	X	X	—
Speed indication	4.2.9.3.2	—	—	—	—
Driver display unit and screens	4.2.9.3.3	X	X	n.a	—
Controls and indicators	4.2.9.3.4	X	X	n.a	—
Labelling	4.2.9.3.5	X	n.a	n.a	—
Radio remote control function by staff for shunting operation	4.2.9.3.6	X	X	n.a	—
On-board tools and portable equipment	4.2.9.4	X	n.a	n.a	—
Storage facility for staff personal effects	4.2.9.5	X	n.a	n.a	—
Recording device	4.2.9.6	X	X	X	—
Fire safety and evacuation	4.2.10
General and categorisation	4.2.10.1	X	n.a	n.a	—
Measures to prevent fire	4.2.10.2	X	X	n.a	—
Measures to detect/control fire	4.2.10.3	X	X	n.a	—
Requirements related to emergencies	4.2.10.4	X	X	n.a	—
Requirements related to evacuation	4.2.10.5	X	X	n.a	—
Servicing	4.2.11
Cleaning of driver's cab windscreen	4.2.11.2	X	X	n.a	—
Connection to toilet discharge system IC	4.2.11.3 5.3.14	X	n.a	n.a	—
—————	—————	—————	—————	—————	—————
Interface for water refilling IC	4.2.11.5 5.3.15	X	n.a	n.a	—
Special requirements for stabling of trains	4.2.11.6	X	X	n.a	—
Refuelling equipment	4.2.11.7	X	n.a	n.a	—
Train interior cleaning – power supply	4.2.11.8	X	n.a	n.a	—
Documentation for operation and maintenance	4.2.12
General	4.2.12.1	X	n.a	n.a	—
General documentation	4.2.12.2	X	n.a	n.a	—
Documentation related to maintenance	4.2.12.3	X	n.a	n.a	—
The maintenance design justification file	4.2.12.3.1	X	n.a	n.a	—
The Maintenance description file	4.2.12.3.2	X	n.a	n.a	—
Operating documentation	4.2.12.4	X	n.a	n.a	—
Lifting diagram and instructions	4.2.12.4	X	n.a	n.a	—
Rescue related descriptions	4.2.12.5	X	n.a	n.a	—

Appendix I

Aspects for which the technical specification is not available

(open points)

Open points that relate to technical compatibility between the vehicle and the network:

| Element of the Rolling Stock sub-system | Point of this TSI | Technical aspect not covered by this TSI | Comments |

| --- | --- | --- | --- | | Compatibility with train detection systems | 4.2.3.3.1 | See specification referenced in Appendix J-2, index [A] | Open points also identified in the TSI CCS. | | Running dynamic behaviour for 1 520 mm track gauge system | 4.2.3.4.2 4.2.3.4.3 | Running dynamic behaviour. Equivalent conicity. | Normative documents referred to in the TSI are based on experience gained on the 1 435 mm system. | | Equivalent conicity for 1 600 mm track gauge system | 4.2.3.4.3 | Running dynamic behaviour. Equivalent conicity. | Normative documents referred to in the TSI are based on experience gained on the 1 435 mm system. | | Braking system independent of adhesion conditions | 4.2.4.8.3 | Eddy current track brake | The conditions for use of eddy current track brake for technical compatibility with the track are not harmonised | | Aerodynamic effect on ballasted track for rolling stock of maximum design speed > 250 km/h | 4.2.6.2.5 | Limit value and conformity assessment in order to limit risks induced by the projection of ballast | On-going work within CEN. Open point also in TSI INF. |

Open points that do not relate to technical compatibility between the vehicle and the network:

| Element of the Rolling Stock sub-system | Point of this TSI | Technical aspect not covered by this TSI | Comments |

| --- | --- | --- | --- | | Fire Containment and Control Systems | 4.2.10.3.4 | Conformity assessment of FCCS other than full partitions. | Assessment procedure of efficiency for controlling fire and smoke developed by CEN according to a request for standard issued by ERA |

Appendix J

Technical specifications referred to in this TSI

J-1   Standards or normative documents

| Index | Characteristics to be assessed | TSI point | Mandatory standard point |