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Commission Implementing Regulation (EU) 2019/776 of 16 May 2019 amending Commission Regulations (EU) No 321/2013, (EU) No 1299/2014, (EU) No 1301/2014, (EU) No 1302/2014, (EU) No 1303/2014 and (EU) 2016/919 and Commission Implementing Decision 2011/665/EU as regards the alignment with Directive (EU) 2016/797 of the European Parliament and of the Council and the implementation of specific objectives set out in Commission Delegated Decision (EU) 2017/1474 (Text with EEA relevance.)

Type Implementing Regulation
Publication 2019-05-27
State In force
Text As published
Department European Commission, MOVE
Source EUR-Lex
articles 10

This is the act as published. Later amendments are not folded into the text below: each one is a separate act in this repository and an entry in this law's history.

Reform history JSON API
(1) in accordance with Article 10(3) of Directive (EU) 2016/797, for interoperability constituents that are the subject of other legal acts of the Union covering other matters, the EC declaration of conformity or suitability for use shall state that the interoperability constituents also meet the requirements of those other legal acts;
(2) in accordance with Annex I to Commission Implementing Regulation (EU) 2019/250[^ntr*2-LI2019139EN.01014401-E0002], the EC declaration of conformity or suitability for use shall include a list of restrictions or conditions of use.

[^ntr*2-LI2019139EN.01014401-E0002]: Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the templates for “EC” declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the “EC” verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 42, 13.2.2019, p. 9).’;"

  • (35) in point (1) of section 6.2.1, the reference to ‘Article 18 of Directive 2008/57/EC’ is replaced by the reference to ‘Article 15 of Directive (EU) 2016/797’;
  • ‘(6) The applicant shall draw up the EC declaration of verification for the infrastructure subsystem in accordance with Article 15 of Directive (EU) 2016/797’;

‘6.2.4.15.   Assessment of compatibility with braking systems

The assessment of the requirements laid down in point 4.2.6.2.2(2) is not required.’;

  • ‘(3) The notified body shall include a reference to the maintenance file required by point 4.5.1 of this TSI in the technical file referred to in Article 15(4) of Directive (EU) 2016/797.’;

‘Member States shall develop a national plan for the implementation of this TSI, considering the coherence of the entire rail system of the European Union. This plan shall include all projects regarding new, renewal and upgrading of infrastructure subsystem, in line with the details mentioned in points 7.1 to 7.7 here below.’;

‘7.3.1.   Upgrading or renewal of a line
(1) In accordance with Article 2(14) of Directive (EU) 2016/797, “upgrading” means any major modification work on a subsystem or part of it which results in a change in the technical file accompanying the “EC” declaration of verification, if that technical file exists, and which improves the overall performance of the subsystem.
(2) The infrastructure subsystem of a line is considered to be upgraded in the context of this TSI when at least the performance parameters axle load or gauge, as defined in point 4.2.1 are improved in order to meet the requirements of another traffic code.
(3) In accordance with Article 2(15) of Directive (EU) 2016/797, “renewal” means any major substitution work on a subsystem or part of it which does not change the overall performance of the subsystem.
(4) For this purpose, major substitution should be interpreted as a project undertaken to systematically replace elements of a line or a section of a line. Renewal differs from a substitution in the framework of maintenance, referred to in point 7.3.3 below, since it gives the opportunity to achieve a TSI compliant line. A renewal is the same case as upgrading, but without a change in performance parameters.
(5) The scope of the upgrading or renewal of the infrastructure subsystem may cover the entire subsystem on a given line or only certain parts of the subsystem. According to Article 18(6) of Directive (EU) 2016/797, the national safety authority shall examine the project and decide whether a new authorisation for placing in service is needed.
(6) Where a new authorisation is required, parts of the infrastructure subsystem falling under the scope of the upgrading or renewal shall comply with this TSI and shall be subject to the procedure established in Article 15 of Directive (EU) 2016/797, unless a permission for non-application of TSI is granted according to Article 7 of Directive (EU) 2016/797.
(7) Where a new authorisation for placing in service is not required, compliance with this TSI is recommended. Where compliance is not possible, the contracting entity shall inform the Member State of the reasons thereof.’;
  • (42) section 7.3.2 is deleted;
  • (43) point (4) in section 7.3.3 is replaced by the following:
  • ‘(4) In such cases, it is noted that each of the above elements taken separately cannot ensure compliance of the whole subsystem. The conformity of a subsystem can only be stated when all the elements are compliant with the TSI.’;

‘7.6.   Route compatibility checks before the use of authorised vehicles

The procedure to be applied and the parameters of the infrastructure subsystem to be used by the railway undertaking, for the purpose of route compatibility check are described in point 4.2.2.5 and appendix D1 of the Annex to Commission Implementing Regulation (EU) 2019/773[^ntr*3-LI2019139EN.01014401-E0003].

[^ntr*3-LI2019139EN.01014401-E0003]: Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139 I, 27.5.2019, p. 5).’;"

  • (45) in section 7.7, after point (b) and above section 7.7.1, the following paragraph is added:

‘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.’;

‘For platform heights of 550 mm and 760 mm, the conventional value bq0 of platform offset shall be calculated according to the following formulas:’;

‘7.7.13.5.   Platform height (4.2.9.2)

P cases

For the nominal track gauge of 1 668 mm, for upgraded or renewed platforms the nominal platform height of 685 mm (general use) or 900 mm (urban and suburban traffic) above the running surface for radii of more than 300 m or 350 m respectively shall be allowed.’;

‘Table 36

Assessment of interoperability constituents for the EC declaration of conformity

Characteristics to be assessed Assessment in the following phase Assessment in the following phase Assessment in the following phase Assessment in the following phase
Characteristics to be assessed Design and development phase Design and development phase Design and development phase Production phase Manufacturing process + product test
Characteristics to be assessed Design review Review of manufacturing process Type test Product quality (series)
5.3.1 The rail
5.3.1.1 Railhead profile X n.a. X X
5.3.1.2 Rail steel X X X X
5.3.2 The rail fastening systems n.a. n.a. X X
5.3.3 Track sleepers X X n.a. X’
  • (51) in Table 37 in Appendix B, the row concerning ‘Longitudinal track resistance’ is replaced by the following:
Characteristics to be assessed Design review Assembly before putting into service Particular assessment procedures
‘Longitudinal track resistance (4.2.6.2) X n.a 6.2.5 6.2.4.15’
  • (52) point (c) in Appendix C2 is replaced by the following:
  • ‘(c) Bearer’;

‘EN line category is a function of axle load and geometrical aspects relating to the spacing of axles. EN line categories are set out in Annex A of EN 15528:2015.’;

‘Table 38

EN Line Category — Associated Speed (1) (6) [km/h] — Passenger traffic

Traffic code Passenger Carriages (including Coaches, Vans and Car Carriers) and Light Freight Wagons (2) (3) Locomotives and Power Heads (2) (4) Electric or Diesel Multiple Units, Power Units and Railcars (2)(3)
P1 n.a. (12) n.a. (12) Open Point
P2 n.a. (12) n.a. (12) Open Point
P3a (> 160 km/h) A – 200 B1 – 160 D2 – 200 (11) Open point
P3b (≤ 160 km/h) B1 – 160 D2 – 160 C2 (18) – 160 D2 (9) – 120
P4a (> 160 km/h) A – 200 B1 – 160 D2 – 200 (11) Open point
P4b (≤ 160 km/h) A – 160 B1 – 140 D2 – 160 B1 (7) – 160 C2 (8) – 140 D2 (9) – 120
P5 B1 – 120 C2 – 120 (5) B1 (7) – 120
P6 a12 a12 a12
P1520 Open point Open point Open point
P1600 Open point’ Open point’ Open point’
  • (c) note (1) is replaced by the following:
  • ‘(1) The indicated speed value in the table represents the maximum requirement for the line and may be lower in accordance with the requirements in point 4.2.1(12). When checking individual structures on the line, it is acceptable to take account of the type of vehicle and local allowed speed.’;
  • ‘(2) Passenger Carriages (including Coaches, Vans, Car Carriers), Other Vehicles, Locomotives, Power Heads, Diesel and Electric Multiple Units, Power Units and Railcars are defined in the LOC & PAS TSI. Light Freight Wagons are defined as vans except that they are allowed to be conveyed in formations which are not intended to convey passengers.’;
  • ‘(12) Taking into account the state of art of operation there is no need to define harmonized requirements to deliver an adequate level of interoperability for this type of vehicles for P1 and P2 traffic codes.’;

‘Table 40

Route Availability number —Associated Speed (1) (5) [miles per hour] — Passenger traffic

Traffic code Passenger Carriages (including Coaches, Vans and Car Carriers) and Light Freight Wagons (2) (3) (6) Locomotives and Power Heads (2) (4) Electric or Diesel Multiple Units, Power Units and Railcars (2) (3) (6)
P1 n.a. (11) n.a. (11) Open Point
P2 n.a. (11) n.a. (11) Open Point
P3a (> 160 km/h) RA1 – 125 RA2 – 90 RA7 – 125 (7) RA8 – 110 (7) RA8 – 100 (8) RA5 – 125 (9) Open point
P3b (≤ 160 km/h) RA1 – 100 RA2 – 90 RA8 – 100 (8) RA5 – 100 (9) RA3 – 100
P4a (> 160 km/h) RA1 – 125 RA2 – 90 RA7 – 125 (7) RA7 – 100 (8) RA4 – 125 (9) Open point
P4b (≤ 160 km/h) RA1 – 100 RA2 – 90 RA7 – 100 (8) RA4 – 100 (9) RA3 – 100
P5 RA1 – 75 RA5 – 75 (8) (10) RA4 – 75 (9) (10) RA3 – 75
P6 RA1 RA1 RA1
P1600 Open point’ Open point’ Open point’
  • (b) note (1) is replaced by the following:
  • ‘(1) The indicated speed value in the table represents the maximum requirement for the line and may be lower in accordance with the requirements in point 4.2.1(12). When checking individual structures on the line, it is acceptable to take account of the type of vehicle and local allowed speed.’;
  • ‘(2) Passenger Carriages (including Coaches, Vans, Car Carriers), Other Vehicles, Locomotives, Power Heads, Diesel and Electric Multiple Units, Power Units and Railcars are defined in the LOC & PAS TSI. Light Freight Wagons are defined as vans except that they are allowed to be conveyed in formations which are not intended to convey passengers.’;
  • ‘(11) Taking into account the state of art of operation there is no need to define harmonized requirements to deliver an adequate level of interoperability for this type of vehicles for P1 and P2 traffic codes.’;

‘The vertical curve radius Rv is limited to 500 m. Heights not exceeding 80 mm shall be considered as zero within a radius Rv between 500 m and 625 m.’;

‘Table 47

Notified national technical rules for UK-GB Specific Cases

Specific Case TSI Point Requirement NTR Ref NTR Title
7.7.17.1 4.2.1: Table 2 & Table 3 Categories of line: Gauge GI/RT7073 Requirements for the Position of Infrastructure and for Defining and Maintaining Clearances
7.7.17.1 4.2.1: Table 2 & Table 3 Categories of line: Gauge GE/RT8073 Requirements for the Application of Standard Vehicle Gauges
7.7.17.1 4.2.1: Table 2 & Table 3 Categories of line: Gauge GI/RT7020 GB Requirements for Platform Height, Platform Offset and Platform Width
7.7.17.2 & 7.7.17.9 4.2.3.1 & 6.2.4.1 Structure gauge GI/RT7073 Requirements for the Position of Infrastructure and for Defining and Maintaining Clearances
7.7.17.2 & 7.7.17.9 4.2.3.1 & 6.2.4.1 Structure gauge GE/RT8073 Requirements for the Application of Standard Vehicle Gauges
7.7.17.2 & 7.7.17.9 4.2.3.1 & 6.2.4.1 Structure gauge GI/RT7020 GB Requirements for Platform Height, Platform Offset and Platform Width
7.7.17.3 & 7.7.17.10 4.2.3.2: Table 4 & 6.2.4.2 Distance between track centres GI/RT7073 Requirements for the Position of Infrastructure and for Defining and Maintaining Clearances
7.7.17.4 4.2.5.3 & Appendix J Maximum unguided length of fixed obtuse crossings GC/RT5021 Track System Requirements
7.7.17.4 4.2.5.3 & Appendix J Maximum unguided length of fixed obtuse crossings GM/RT2466 Railway Wheelsets
7.7. 17.6 4.2.9.2 Platform height GI/RT7020 GB Requirements for Platform Height, Platform Offset and Platform Width
7.7. 17.7 & 7.7. 17.11 4.2.9.3 & 6.2.4.11 Platform offset GI/RT7020 GB Requirements for Platform Height, Platform Offset and Platform Width
7.7. 17.7 & 7.7. 17.11 4.2.9.3 & 6.2.4.11 Platform offset GI/RT7073 Requirements for the Position of Infrastructure and for Defining and Maintaining Clearances’
  • (59) Appendix R is replaced by the following:

‘Appendix R

List of open points
(1) Immediate action limits for isolated defects in alignment for speeds of more than 300 km/h (4.2.8.1).
(2) Immediate action limits for isolated defects in longitudinal level for speeds of more than 300 km/h (4.2.8.2).
(3) The minimum allowed value of distance between track centres for the uniform structure gauge IRL3 is an open point (7.7.18.2).
(4) EN Line Category — Associated Speed [km/h] for Traffic codes P1 (multiple units), P2 (multiple units), P3a (multiple units), P4a (multiple units), P1520 (all vehicles), P1600 (all vehicles), F1520 (all vehicles) and F1600 (all vehicles) in Appendix E, Tables 38 and 39.
(5) Route Availability Number — Associated Speed [miles/h] for Traffic codes P1 (multiple units), P2 (multiple units), P3a (multiple units), P4a (multiple units), P1600 (all vehicles) and F1600 (all vehicles) in Appendix F, Tables 40 and 41.
(6) Rules and drawings related to gauges IRL1, IRL2 and IRL3 are an open point (Appendix O).
(7) The requirements for mitigating the risk for ballast pick up for speed greater than 250 km/h.

;

  • (60) Table 48 in Appendix S is replaced by the following:

‘Table 48

Terms

Defined term TSI point Definition
Actual point (RP)/ Praktischer Herzpunkt/ Pointe de coeur 4.2.8.6 Physical end of a crossing vee. See Figure 2, which shows the relationship between the actual point (RP) and the intersection point (IP).
Alert limit/ Auslösewert/ Limite d'alerte 4.5.2 Refers to the value which, if exceeded, requires that the track geometry condition is analysed and considered in the regularly planned maintenance operations.
Axle load/ Achsfahrmasse/ Charge à l'essieu 4.2.1, 4.2.6.1 Sum of the static vertical wheel forces exerted on the track through a wheelset or a pair of independent wheels divided by acceleration of gravity.
Braking systems independent of wheel-rail adhesion conditions 4.2.6.2.2 “Braking systems independent of wheel – rail adhesion conditions” refers to all brake systems of the rolling stock capable to develop a brake force applied to the rails independently of the wheel – rail adhesion conditions (e.g. magnetic braking systems and eddy current braking systems)
Cant/ Überhöhung/ Dévers de la voie 4.2.4.2 4.2.8.5 Difference in height, relative to the horizontal, of the two rails of one track at a particular location, measured at the centrelines of the heads of the rails.
Cant deficiency/Überhöhungsfehlbetrag/Insuffisance de devers 4.2.4.3 Difference between the applied cant and a higher equilibrium cant.
Common crossing/ Starres Herzstück/ Coeur de croisement 4.2.8.6 Arrangement ensuring intersection of two opposite running edges of turnouts or diamond crossings and having one crossing vee and two wing rails.
Crosswind/ Seitenwind/ Vents traversiers 4.2.10.2 Strong wind blowing laterally to a line which may adversely affect the safety of trains running.
Design value/ Planungswert/ Valeur de conception 4.2.3.4, 4.2.4.2, 4.2.4.5, 4.2.5.1, 4.2.5.3 Theoretical value without manufacturing, construction or maintenance tolerances.
Design track gauge/ Konstruktionsspurweite/ Ecartement de conception de la voie 5.3.3 A single value which is obtained when all the components of the track conform precisely to their design dimensions or their median design dimension when there is a range.
Distance between track centres/ Gleisabstand/ Entraxe de voies 4.2.3.2 The distance between points of the centre lines of the two tracks under consideration, measured parallel to the running surface of the reference track namely the less canted track.
Dynamic lateral force/Dynamische Querkraft/ Effort dynamique transversal 4.2.6.3 The sum of dynamic forces exerted by a wheelset on the track in lateral direction.
Earthworks/ Erdbauwerke/ Ouvrages en terre 4.2.7.2, 4.2.7.4 Soil structures and soil-retaining structures that are subject to railway traffic loading.
EN Line Category/ EN Streckenklasse/ EN Catégorie de ligne 4.2.7.4, Appendix E The result of the classification process set out in EN 15528:2015 Annex A and referred to in that standard as “Line Category”. It represents the ability of the infrastructure to withstand the vertical loads imposed by vehicles on the line or section of line for regular (“normal”) service.
Equivalent conicity/ Äquivalente Konizität/ Conicité équivalente 4.2.4.5, 4.2.11.2 The tangent of the cone angle of a wheelset with coned wheels whose lateral movement has the same kinematic wavelength as the given wheelset on straight track and large-radius curves.
Fixed nose protection/ Leitweite/ Cote de protection de pointe 4.2.5.3, Appendix J Dimension between the crossing nose and check rail (see dimension No 2 on Figure 10 below).
Flangeway depth/ Rillentiefe/ Profondeur d'ornière 4.2.8.6 Dimension between the running surface and the bottom of flangeway (see dimension No 6 on Figure 10 below).
Flangeway width/ Rillenweite/ Largeur d'ornière 4.2.8.6 Dimension between a running rail and an adjacent check or wing rail (see dimension No 5 on Figure 10 below).
Free wheel passage at check rail/wing rail entry/ Freier Raddurchlauf im Radlenker-Einlauf/Flügelschienen-Einlauf/Côte d'équilibrage du contre-rail 4.2.8.6 Dimension between the working face of the crossing check rail or wing rail and the gauge face of the running rail opposite across the gauge measured at entry to check rail or wing rail respectively. (see dimensions No 4 on Figure 10 below). The entry to the check rail or wing rail is the point at which the wheel is allowed to contact the check rail or wing rail.
Free wheel passage at crossing nose/ Freier Raddurchlauf im Bereich der Herzspitze/ Cote de libre passage dans le croisement 4.2.8.6 Dimension between the working face of the crossing wing rail and check rail opposite across the gauge (see dimension No 3 on Figure 10 below).
Free wheel passage in switches/Freier Raddurchlauf im Bereich der Zungen-vorrichtung/Côte de libre passage de l'aiguillage 4.2.8.6. Dimension from the gauge face of one switch rail to the back edge of the opposite switch rail (see dimension No 1 on Figure 10 below).
Gauge/ Begrenzungslinie/ Gabarit 4.2.1, 4.2.3.1 Set of rules including a reference contour and its associated calculation rules allowing definition of the outer dimensions of the vehicle and the space to be cleared by the infrastructure.
HBW/HBW/HBW 5.3.1.2 The non SI unit for steel hardness defined in EN ISO 6506-1:2005 Metallic materials – Brinell hardness test. Test method.
Height of check rail/ Radlenkerüberhöhung/ Surélévation du contre rail 4.2.8.6, Appendix J Height of the check rail above the running surface (see dimension 7 on Figure 14 below).
Immediate Action Limit/Soforteingriffsschwelle/ Limite d'intervention immédiate 4.2.8, 4.5 The value which, if exceeded, requires taking measures to reduce the risk of derailment to an acceptable level.
Infrastructure Manager/ Betreiber der Infrastruktur/ Gestionnaire de l'Infrastructure 4.2.5.1, 4.2.8.3, 4.2.8.6, 4.2.11.2 4.4, 4.5.2, 4.6, 4.7, 6.2.2.1, 6.2.4, 6.4 As defined in Article 2h) of Directive 2001/14/EC of 26 February 2001 on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification (OJ L 75, 15.3.2001, p. 29).
In service value/ Wert im Betriebszustand/ Valeur en exploitation 4.2.8.5, 4.2.11.2 Value measured at any time after the infrastructure has been placed into service.
Intersection point (IP)/ Theoretischer Herzpunkt/ Point d'intersection théorique 4.2.8.6 Theoretical intersection point of the running edges at the centre of the crossing (see figure 2).
Intervention Limit/Eingriffsschwelle/ Valeur d'intervention 4.5.2 The value, which, if exceeded, requires corrective maintenance in order that the immediate action limit shall not be reached before the next inspection;
Isolated defect/ Einzelfehler/ Défaut isolé 4.2.8 A discrete track geometry fault.
Line speed/ Streckengeschwindigkeit/ Vitesse de la ligne 4.2.1 Maximum speed for which a line has been designed.
Maintenance file/ Instandhaltungsdossier/ Dossier de maintenance 4.5.1 Elements of the technical file relating to conditions and limits of use and instructions for maintenance.
Maintenance plan/ Instandhaltungsplan/ Plan de maintenance 4.5.2 A series of documents setting out the infrastructure maintenance procedures adopted by an Infrastructure Manager.
Multi-rail track/ Mehrschienengleis/ Voie à multi écartement 4.2.2.2 Track with more than two rails, where at least two pairs of respective rails are designed to be operated as separate single tracks, with or without different track gauges.
Nominal track gauge/Nennspurweite/ Ecartement nominal de la voie 4.2.4.1 A single value which identifies the track gauge but may differ from the design track gauge.
Normal service/ Regelbetrieb/ Service régulier 4.2.2.2 4.2.9 The railway operating to a planned timetable service.
Passive provision/ Vorsorge für künftige Erweiterungen/Réservation pour extension future 4.2.9 Provision for the future construction of a physical extension to a structure (for example: increased platform length).
Performance Parameter/ Leistungskennwert/ Paramètre de performance 4.2.1 Parameter describing a TSI Category of Line used as the basis for the design of infrastructure subsystem elements and as the indication of the performance level of a line.
Plain line/ Freie Strecke/ Voie courante 4.2.4.5 4.2.4.6 4.2.4.7 Section of track without switches and crossings.
Point retraction/ Spitzenbeihobelung/ Dénivelation de la pointe de cœur 4.2.8.6 The reference line in a fixed common crossing can deviate from the theoretical reference line. From a certain distance to the crossing point, the reference line of the vee can, depending on the design, be retracted from this theoretical line away from the wheel flange in order to avoid contact between both elements. This situation is described in Figure 2.
Rail inclination/Schienenneigung/ Inclinaison du rail 4.2.4.5 4.2.4.7 An angle defining the inclination of the head of a rail when installed in the track relative to the plane of the rails (running surface), equal to the angle between the axis of symmetry of the rail (or of an equivalent symmetrical rail having the same rail head profile) and the perpendicular to the plane of the rails.
Rail pad/ Schienenzwischenlage/ Semelle sous rail 5.3.2 A resilient layer fitted between a rail and the supporting sleeper or baseplate.
Reverse curve/ Gegenbogen/ Courbes et contre-courbes 4.2.3.4 Two abutting curves of opposite flexure or hand
Structure gauge/ Lichtraum/ Gabarit des obstacles 4.2.3.1 Defines the space in relation to the reference track that shall be cleared of all objects or structures and of the traffic on the adjacent tracks, in order to allow safe operation on the reference track. It is defined on the basis of the reference contour by application of the associated rules.
Swing nose 4.2.5.2 Within the domain of “common crossing with movable point”, the term “swing nose” identifies the part of the crossing which forms the vee and that it is moved to form a continuous running edge for either the main or the branch line.
Switch/ Zungenvorrichtung/ Aiguillage 4.2.8.6 A unit of track comprising two fixed rails (stock rails) and two movable rails (switch rails) used to direct vehicles from one track to another track.
Switches and crossings/ Weichen und Kreuzungen/ Appareil de voie 4.2.4.5, 4.2.4.7, 4.2.5, 4.2.6, 4.2.8.6, 5.2, 6.2.4.4, 6.2.4.8, 6.2.5.2, 7.3.3, Appendix C and D, Track constructed from sets of switches and individual crossings and the rails connecting them.
Through route/ Stammgleis/ Voie directe Appendix D In the context of switches and crossings a route which perpetuate the general alignment of the track.
Track design 4.2.6, 6.2.5, Appendix C and D The track design consists of cross-section defining basic dimensions and track components (for example rail, rail fastenings, sleepers, ballast) used together with operating conditions with an impact on forces related to 4.2.6, such as axle load, speed and radius of horizontal curvature.
Track gauge/ Spurweite/ Ecartement de la voie 4.2.4.1, 4.2.4.5, 4.2.8.4, 5.3.3, 6.1.5.2, 6.2.4.3, Appendix H The smallest distance between lines perpendicular to the running surface intersecting each rail head profile in a range from 0 to 14 mm below the running surface.
Track twist/ Gleisverwindung/ Gauche 4.2.7.1.6 4.2.8.3, 6.2.4.9, Track twist is defined as the algebraic difference between two cross levels taken at a defined distance apart, usually expressed as a gradient between the two points at which the cross level is measured.
Train length/ Zuglänge/ Longueur du train 4.2.1 The length of a train, which can run on a certain line in normal operation.
Unguided length of an obtuse crossing/ Führungslose Stelle/ Lacune dans la traversée 4.2.5.3, Appendix J Portion of obtuse crossing where there is no guidance of the wheel described as “unguided distance” in EN 13232-3:2003.
Usable length of a platform/Bahnsteignutzlänge/ Longueur utile de quai 4.2.1, 4.2.9.1 The maximum continuous length of that part of platform in front of which a train is intended to remain stationary in normal operating conditions for passengers to board and alight from the train, making appropriate allowance for stopping tolerances. Normal operating conditions means that railway is operating in a non-degraded mode (e.g. rail adhesion is normal, signals are working, everything is working as planned).’
  • (61) index number 4 of Table 49 in Appendix T is replaced by the following:
‘4 EN 13848-1 Track geometry quality – Part 1: Characterisation of track geometry (with Amendment A1:2008) 2003 A1:2008 The immediate action limit for track twist (4.2.8.3)’
  • (62) index number 9 of Table 49 in Appendix T is replaced by the following:
‘9 EN 15528 Railway applications – Line categories for managing the interface between load limits of vehicles and infrastructure 2015 Capability requirements for structures according to traffic code (Appendix E)’

[^ntc*1-LI2019139EN.01014401-E0001]  Commission Implementing Regulation (EU) 2019/777 of 16 May 2019 on the common specifications for the register of railway infrastructure and repealing Implementing Decision 2014/880/EU (OJ L 139 I, 27.5.2019, p. 312).’;

[^ntc*2-LI2019139EN.01014401-E0002]  Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the templates for “EC” declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the “EC” verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 42, 13.2.2019, p. 9).’;

[^ntc*3-LI2019139EN.01014401-E0003]  Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139 I, 27.5.2019, p. 5).’;’

ANNEX III

The Annex to Regulation (EU) No 1301/2014 is amended as follows:

‘1.1.   Technical Scope

This TSI concerns the energy subsystem and part of the maintenance subsystem of the Union rail system in accordance with Article 1 of Directive (EU) 2016/797.

The energy and the maintenance subsystems are defined respectively in points 2.2 and 2.8 of Annex II to Directive (EU) 2016/797.

The technical scope of this TSI is further defined in Article 2 of this Regulation.’;

  • ‘(1) In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI:
  • (a) indicates its intended scope (section 2);
  • (b) lays down essential requirements for the energy and part of the maintenance subsystems (section 3);
  • (c) establishes the functional and technical specifications to be met by the energy and part of the maintenance subsystems and its interfaces vis-à-vis other subsystems (section 4);
  • (d) specifies the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the Union rail system (section 5);
  • (e) states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, on the one hand, or the EC verification of the subsystems, on the other hand (section 6);
  • (f) indicates the strategy for implementing this TSI (section 7);
  • (g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the energy subsystem, as well as for the implementation of this TSI (section 4);
  • (h) indicates the provisions applicable to the existing energy subsystem, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation;
  • (i) indicates the parameters of energy subsystem to be checked by the railway undertaking and the procedures to be applied to check those parameters after the delivery of the vehicle authorisation for placing on the market and before the first use of the vehicle to ensure compatibility between vehicles and the routes on which they are to be operated.
  • (2) In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in Section 7.’;
  • ‘(4) The curves apply to speed up to 360 km/h. For speeds above 360 km/h procedures set out in point 6.1.3 shall apply.’;
  • ‘(1) Operating rules are developed within the procedures described in the infrastructure manager safety management system. These rules take into account the documentation related to operation, which forms a part of the technical file, as required in Article 15(4) and as set out in Annex IV of Directive (EU) 2016/797.’;
  • ‘(1) At the request of the applicant, the notified body carries out EC verification in accordance with Article 15 of Directive (EU) 2016/797 and in accordance with the provisions of the relevant modules.’;
  • ‘(4) The applicant shall draw up the EC declaration of verification for the energy subsystem in accordance with Article 15(1) of and Annex IV to Directive (EU) 2016/797.’;
  • ‘(c) for those interoperability constituents, the reason(s) why the manufacturer did not provide an EC declaration of conformity and/or suitability for use before its incorporation into the subsystem, including the application of national rules notified under Article 13 of Directive (EU) 2016/797.’;

‘Member States shall develop a national plan for the implementation of this TSI, considering the coherence of the entire rail system of the European Union. This plan shall include all projects regarding new, renewal and upgrading of energy subsystem, in line with the details mentioned in points 7.1 to 7.4 here below.’;

‘7.3.1   Introduction

In case this TSI shall apply to existing lines and without prejudice to point 7.4 (specific cases), the following elements shall be considered:

  • (a) The scope of the upgrading or renewal of the energy subsystem may cover the entire subsystem on a given line or only certain parts of the subsystem. In accordance with Article 18(6) of Directive (EU) 2016/797 the national safety authority shall examine the project and decide whether a new authorisation for placing in service is needed.
  • (b) Where a new authorisation is required, parts of the energy subsystem falling under the scope of the upgrading or renewal shall comply with this TSI and shall be subject to the procedure established in Article 15 of Directive (EU) 2016/797, unless a permission for non-application of TSI is granted according to Article 7 of Directive (EU) 2016/797.
  • (c) Where a new authorisation for placing in service is required, the Contracting Entity shall define the practical measures and different phases of the project, which are necessary to achieve the required levels of performance. These project phases may include transition periods for placing equipment into service with reduced levels of performance.
  • (d) Where a new authorisation for placing in service is not required, compliance with this TSI is recommended. Where compliance is not possible, the contracting entity shall inform the Member State of the reasons thereof.’;

‘7.3.5.   Route compatibility checks before the use of authorised vehicles

The procedure to be applied and the parameters of the energy subsystem to be used by the railway undertaking, for the purpose of route compatibility check are described in point 4.2.2.5 and appendix D1 of the Annex to Commission Implementing Regulation (EU) 2019/773[^ntr*1-LI2019139EN.01016601-E0001].

[^ntr*1-LI2019139EN.01016601-E0001]: Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139 I, 27.5.2019, p. 5).’;"

  • (14) section 7.4.1 is replaced by the following:

‘7.4.1.   General
(1) The specific cases, as listed in point 7.4.2, 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, — “T” 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.’.

[^ntc*1-LI2019139EN.01016601-E0001]  Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139 I, 27.5.2019, p. 5).’;’

ANNEX IV

The Annex to Regulation (EU) No 1302/2014 is amended as follows:

‘1.2.   Geographical Scope

The geographical scope of this TSI is the Union rail system as set out in Annex I to Directive (EU) 2016/797 and excludes the cases referred to in Articles 1(3) and (4) of Directive (EU) 2016/797.;

1.3.   Content of this TSI

In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI:

  • (a) indicates its intended scope (Chapter 2);
  • (b) lays down essential requirements for the subsystem rolling stock “Locomotives and passenger rolling stock” and its interfaces vis-à-vis other subsystems (Chapter 3);
  • (c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Chapter 4);
  • (d) determines the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the European Union's rail system (Chapter 5);
  • (e) states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, on the one hand, or the “EC” verification of the subsystems, on the other hand (Chapter 6);
  • (f) indicates the strategy for implementing this TSI (Chapter 7);
  • (g) indicates for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (Chapter 4);
  • (h) indicates the provisions applicable to the existing “rolling stock” subsystem, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation;
  • (i) indicates the parameters of “rolling stock” subsystem to be checked by the railway undertaking and the procedures to be applied to check those parameters after the delivery of the vehicle authorisation for placing on the market and before the first use of the vehicle to ensure compatibility between vehicles and the routes on which they are to be operated.

In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in Chapter 7.’;

‘2.2.2.   Rolling stock

Definitions below are classified in three groups as defined in the section 2 of Annex I to Directive (EU) 2016/797:

  • (A) Locomotives and passenger rolling stock, including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coaches:

(1) Thermal or electric traction units

A Locomotive is a traction vehicle (or combination of several vehicles) that is not intended to carry a payload and has the ability to be uncoupled in normal operation from a train and to operate independently.

A Shunter is a traction unit designed for use only on shunting yards, stations and depots.

Traction in a train can also be provided by a powered vehicle with or without driving cab, which is not intended to be uncoupled during normal operation. Such a vehicle is called a Power Unit (or power car) in general or a Power Head when located at one end of the trainset and fitted with a driving cab.

(2) Self-propelling thermal or electric passenger trains

A Trainset is a fixed formation that can operate as a train; it is by definition not intended to be reconfigured, except within a workshop environment. It is composed of only motored or of motored and non-motored vehicles.

An Electric and/or Diesel Multiple Unit is a trainset in which all vehicles are capable of carrying a payload (passengers or luggage/mail or freight).

A Railcar is a vehicle that can operate autonomously and is capable of carrying a payload (passengers or luggage/mail or freight).

A tram – train is a vehicle designed for combined use on both a light-rail infrastructure and a heavy-rail infrastructure;

(3) Passenger coaches and other related cars

A Coach is a vehicle without traction in a fixed or variable formation capable of carrying passengers (by extension, requirements specified to apply to coaches in this TSI are deemed to apply also to restaurant cars, sleeping cars, couchettes cars, etc.).

A Van is a vehicle without traction capable of carrying payload other than passengers, e.g. luggage or mail, intended to be integrated into a fixed or variable formation which is intended to transport passengers.

A Driving Trailer is a vehicle without traction equipped with a driving cab.

A coach may be equipped with a driver's cab; such a coach is then named a Driving Coach.

A van may be fitted with a driver's cab and as such is known as a Driving Van.

A Car carrier is a vehicle without traction capable of carrying passenger motor cars without their passengers and which is intended to be integrated in a passenger train.

A Fixed Rake of Coaches is a formation of several coaches “semi-permanently” coupled together, or which can be reconfigured only when it is out of service.

  • (B) Freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries

These vehicles are out of the scope of this TSI.. They are covered by Regulation (EU) No 321/2013 (the “freight wagons” TSI).

  • (C) Special vehicles, such as on-track machines.

On track Machines (OTMs) are vehicles specially designed for construction and maintenance of the track and infrastructure. OTMs are used in different modes: working mode, transport mode as self-propelling vehicle, transport mode as a hauled vehicle.

Infrastructure inspection vehicles are utilised to monitor the condition of the infrastructure. They are operated in the same way as freight or passenger trains, with no distinction between transport and working modes.’;

‘2.3.1   Types of rolling stock

The scope of this TSI concerning rolling stock, classified in three groups as defined in the Annex I section 2 of Directive (EU) 2016/797, is detailed as follows:

  • (A) Locomotives and passenger rolling stock, including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coaches

(1) Thermal or electric traction units

This type includes traction vehicles that are not capable of carrying a payload, such as thermal or electric locomotives or power units.

The concerned traction vehicles are intended for freight or/and passenger transport.

Exclusion from the scope:

Shunters (as defined in Section 2.2) are not in the scope of this TSI. When they are intended to operate on the Union railway network (movement between shunting yards, stations and depots), article 1.4(b) of Directive (EU) 2016/797 applies.

(2) Self-propelling thermal or electric passenger trains

This type includes any train in fixed or pre-defined formation, composed of vehicles passenger carrying and/or vehicles not carrying passengers.

Thermal or electric traction equipment is installed in some vehicles of the train, and the train is fitted with a driver's cab.

Exclusion from the scope:

In accordance with Articles 1.3, 1.4(d) and 1.5 of Directive (EU) 2016/797, the following rolling stock is excluded from the scope of the TSI:

— Rolling stock intended to operate on local, urban or suburban networks functionally separate from the rest of the railway system.

— Rolling stock primarily used on light rail infrastructure but equipped with some heavy rail components necessary to enable transit to be effected on a confined and limited section of heavy rail infrastructure for connectivity purposes only.

— Tram – trains.

(3) Passenger coaches and other related cars

Passenger carriages:

This type includes vehicles without traction carrying passengers (coaches, as defined in Section 2.2), and operated in a variable formation with vehicles from the category “thermal or electric traction units” defined above to provide the traction function.

Non-passenger carrying vehicles included in a passenger train:

This type includes vehicles without traction included in passenger trains (e.g. luggage or postal vans, car carriers, vehicles for service...); they are in the scope of this TSI, as vehicles related to transport of passengers.

  • (B) Freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries

Freight wagons are not in the scope of this TSI; they are covered by the “freight wagons” TSI even when they are included in a passenger train (the train composition is in this case an operational issue).

Vehicles intended to carry road motor vehicles (with persons on-board these road motor vehicles) are not in the scope of this TSI.

  • (C) Special vehicles, such as on-track machines

This type of rolling stock is in the scope of the TSI only when:

  • (1) It is running on its own rail wheels; and
  • (2) It is designed and intended to be detected by a track based train detection system for traffic management; and
  • (3) In case of OTMs, it is in transport (running) configuration, self-propelled or hauled.

Exclusion from the scope of this TSI:

In case of OTMs, working configuration is outside the scope of this TSI.’;

‘3.1   Elements of the rolling stock subsystem corresponding to the essential requirements

The following table indicates the essential requirements, as set out and numbered in Annex III of Directive (EU) 2016/797, taken into account by the specifications set out in Chapter 4 of this TSI.

Rolling stock elements corresponding to essential requirements

Note: only points in section 4.2 which contain requirements are listed.

Ref. Point Element of the rolling stock sub-system Safety Reliability-Availability Health Environmental protection Technical compatibility
4.2.2.2.2 Inner coupling 1.1.3 2.4.1
4.2.2.2.3 End coupling 1.1.3 2.4.1
4.2.2.2.4 Rescue coupling 2.4.2 2.5.3
4.2.2.2.5 Staff access for coupling and uncoupling 1.1.5 2.5.1 2.5.3
4.2.2.3 Gangways 1.1.5
4.2.2.4 Strength of vehicle structure 1.1.3 2.4.1
4.2.2.5 Passive safety 2.4.1
4.2.2.6 Lifting and jacking 2.5.3
4.2.2.7 Fixing of devices to carbody structure 1.1.3
4.2.2.8 Staff and freight access doors 1.1.5 2.4.1
4.2.2.9 Mechanical characteristics of glass 2.4.1
4.2.2.10 Load conditions and weighted mass 1.1.3
4.2.3.1 Gauging 2.4.3
4.2.3.2.1 Axle load parameter 2.4.3
4.2.3.2.2 Wheel load 1.1.3
4.2.3.3.1 Rolling stock characteristics for compatibility with train detection systems 1.1.1 2.4.3 2.3.2
4.2.3.3.2 Axle bearing condition monitoring 1.1.1 1.2
4.2.3.4.1 Safety against derailment running on twisted track 1.1.1 1.1.2 2.4.3
4.2.3.4.2 Running dynamic behaviour 1.1.1 1.1.2 2.4.3
4.2.3.4.2.1 Limit values for running safety 1.1.1 1.1.2 2.4.3
4.2.3.4.2.2 Track loading limit values 2.4.3
4.2.3.4.3 Equivalent conicity 1.1.1 1.1.2 2.4.3
4.2.3.4.3.1 Design values for new wheel profiles 1.1.1 1.1.2 2.4.3
4.2.3.4.3.2 In-service values of wheelset equivalent conicity 1.1.2 1.2 2.4.3
4.2.3.5.1 Structural design of bogie frame 1.1.1 1.1.2
4.2.3.5.2.1 Mechanical and geometrical characteristics of wheelsets 1.1.1 1.1.2 2.4.3
4.2.3.5.2.2 Mechanical and geometrical characteristics of wheels 1.1.1 1.1.2
4.2.3.5.3 Automatic variable gauge systems 1.1.1 1.1.2, 1.1.3 1.2 1.5
4.2.3.6 Minimum curve radius 1.1.1 1.1.2 2.4.3
4.2.3.7 Life guards 1.1.1
4.2.4.2.1 Braking — Functional requirements 1.1.1 2.4.1 2.4.2 1.5
4.2.4.2.2 Braking — Safety requirements 1.1.1 1.2 2.4.2
4.2.4.3 Type of brake system 2.4.3
4.2.4.4.1 Emergency braking command 2.4.1 2.4.3
4.2.4.4.2 Service braking command 2.4.3
4.2.4.4.3 Direct braking command 2.4.3
4.2.4.4.4 Dynamic braking command 1.1.3
4.2.4.4.5 Parking braking command 2.4.3
4.2.4.5.1 Braking performance -General requirements 1.1.1 2.4.1 2.4.2 1.5
4.2.4.5.2 Emergency braking 1.1.2 2.4.1 2.4.3
4.2.4.5.3 Service braking 2.4.3
4.2.4.5.4 Calculations related to thermal capacity 2.4.1 2.4.3
4.2.4.5.5 Parking brake 2.4.1 2.4.3
4.2.4.6.1 Limit of wheel rail adhesion profile 2.4.1 1.2 2.4.2
4.2.4.6.2 Wheel slide protection system 2.4.1 1.2 2.4.2
4.2.4.7 Dynamic brake — Braking systems linked to traction system 2.4.1 1.2 2.4.2
4.2.4.8.1. Braking system independent of adhesion conditions – General 2.4.1 1.2 2.4.2
4.2.4.8.2. Magnetic track brake 2.4.3
4.2.4.8.3 Eddy current track brake 2.4.3
4.2.4.9 Brake state and fault indication 1.1.1 1.2 2.4.2
4.2.4.10 Brake requirements for rescue purposes 2.4.2
4.2.5.1 Sanitary systems 1.4.1
4.2.5.2 Audible communication system 2.4.1
4.2.5.3 Passenger alarm 2.4.1
4.2.5.4 Communication devices for passengers 2.4.1
4.2.5.5 Exterior doors: access to and egress from Rolling stock 2.4.1
4.2.5.6 Exterior doors: system construction 1.1.3 2.4.1
4.2.5.7 inter-unit doors 1.1.5
4.2.5.8 Internal air quality 1.3.2
4.2.5.9 body side windows 1.1.5
4.2.6.1 Environmental conditions 2.4.2
4.2.6.2.1 Slipstream effects on passengers on platform and on workers at track side 1.1.1 1.3.1
4.2.6.2.2 Head pressure pulse 2.4.3
4.2.6.2.3 Maximum pressure variations in tunnels 2.4.3
4.2.6.2.4 Cross wind 1.1.1
4.2.6.2.5 Aerodynamic effect on ballasted track 1.1.1 2.4.3
4.2.7.1.1 Head lights 2.4.3
4.2.7.1.2 Marker lights 1.1.1 2.4.3
4.2.7.1.3 Tail lights 1.1.1 2.4.3
4.2.7.1.4 Lamp controls 2.4.3
4.2.7.2.1 Horn – General 1.1.1 2.4.3 2.6.3
4.2.7.2.2 Warning horn sound pressure levels 1.1.1 1.3.1
4.2.7.2.3 Protection 2.4.3
4.2.7.2.4 Horn control 1.1.1 2.4.3
4.2.8.1 Traction performance 2.4.3 2.6.3
4.2.8.2 4.2.8.2.1 to 4.2.8.2.9 Power supply 1.5 2.4.3 2.2.3
4.2.8.2.10 Electrical protection of the train 2.4.1
4.2.8.3 Diesel and other thermal traction system 2.4.1 1.4.1
4.2.8.4 Protection against electrical hazards 2.4.1
4.2.9.1.1 Driver's cab – General — — — — —
4.2.9.1.2 Access and egress 1.1.5 2.4.3
4.2.9.1.3 External visibility 1.1.1 2.4.3
4.2.9.1.4 Interior layout 1.1.5
4.2.9.1.5 Driver's seat 1.3.1
4.2.9.1.6 Driver's desk- Ergonomics 1.1.5 1.3.1
4.2.9.1.7 Climate control and air quality 1.3.1
4.2.9.1.8 Internal lighting 2.6.3
4.2.9.2.1 Windscreen — Mechanical characteristics 2.4.1
4.2.9.2.2 Windscreen — Optical characteristics 2.4.3
4.2.9.2.3 Windscreen – Equipment 2.4.3
4.2.9.3.1 Driver's activity control function 1.1.1 2.6.3
4.2.9.3.2 Speed indication 1.1.5
4.2.9.3.3 Driver display unit and screens 1.1.5
4.2.9.3.4 Controls and indicators 1.1.5
4.2.9.3.5 Labelling 2.6.3
4.2.9.3.6 Radio remote control function by staff for shunting operation 1.1.1
4.2.9.4 Onboard tools and portable equipment 2.4.1 2.4.3 2.6.3
4.2.9.5 Storage facility for staff personal effects — — — — —
4.2.9.6 Recording device 2.4.4
4.2.10.2 Fire safety – Measures to prevent fire 1.1.4 1.3.2 1.4.2
4.2.10.3 Measures to detect/control fire 1.1.4
4.2.10.4 Requirements related to emergency situations 2.4.1
4.2.10.5 Requirements related to evacuation 2.4.1
4.2.11.2 Train exterior cleaning 1.5
4.2.11.3 Connection to toilet discharge system 1.5
4.2.11.4 Water refilling equipment 1.3.1
4.2.11.5 Interface for water refilling 1.5
4.2.11.6 Special requirements for stabling of trains 1.5
4.2.11.7 Refuelling equipment 1.5
4.2.11.8 Train interior cleaning – power supply 2.5.3
4.2.12.2 General documentation 1.5
4.2.12.3 Documentation related to maintenance 1.1.1 2.5.1 2.5.2 2.6.1 2.6.2
4.2.12.4 Operating documentation 1.1.1 2.4.2 2.6.1 2.6.2
4.2.12.5 Lifting diagram and instructions 2.5.3
4.2.12.6 Rescue related descriptions 2.4.2 2.5.3’
  • (9) in section 4.1, the text ‘Directive 2008/57/EC’ is replaced by the text ‘Directive (EU) 2016/797’;

‘(b-2)   Compatibility between units

On units equipped with manual coupling system of UIC type (as described in clause 5.3.2) and pneumatic brake system compatible with UIC type (as described in clause 4.2.4.3), the following requirements apply:

  • (1) The buffers and the screw coupling shall be installed according to clauses 5 and 6 of the specification referenced in Appendix J-1, index 110.
  • (2) The dimensions and layout of brake pipes and hoses, couplings and cocks shall meet the requirements set out in clauses 7 and 8 of the specification referenced in Appendix J-1, index 110.’;
  • ‘(5) Passive safety is aimed at complementing active safety when all other measures have failed. For this purpose, the mechanical structure of vehicles shall provide protection of the occupants in the event of a collision by providing means of:
  • — limiting deceleration
  • — maintaining survival space and structural integrity of the occupied areas
  • — reducing the risk of overriding
  • — reducing the risk of derailment
  • — limiting the consequences of hitting a track obstruction.

To meet these functional requirements, units shall comply with the detailed requirements specified in the specification referenced in Appendix J-1, index 8 related to crashworthiness design category C-I (as per the specification referenced in Appendix J-1, index 8,Table 1 section 5), unless specified otherwise below.

The following four reference collision scenarios shall be considered:

  • — scenario 1: A front end impact between two identical units,
  • — scenario 2: A front end impact with a freight wagon,
  • — scenario 3: An impact of the unit with a large road vehicle on a level crossing,
  • — scenario 4: An impact of the unit into a low obstacle (e.g. car on a level crossing, animal, rock, etc.).
  • (6) These scenarios are described in the specification referenced in Appendix J-1, index 8, Table 3 of Section 5.
  • (7) The present TSI specifies crashworthiness requirements applicable within its scope; therefore, the Annex A of the specification referenced in Appendix J-1, index 8 shall not apply. The requirements of the specification referenced in Appendix J-1, index 8 Section 6 shall be applied in relation to the above given reference collision scenarios.
  • (8) To limit the consequences of hitting a track obstruction, the leading ends of locomotives, power heads, driving coaches and trainsets shall be equipped with an obstacle deflector. The requirements with which obstacle deflectors shall comply are defined in the specification referenced in Appendix J-1, index 8, Section 6.5.’;
  • ‘(2a) For units designed to be operated on the 1 668 mm system, the zone visible to the trackside equipment on rolling stock shall be the area as defines in Table 1 referring to the parameters of the specification referenced in Appendix J-1, index 15.

Table 1

Target and prohibitive zone for units intended to be operated on 1 668 mm networks

Track gauge [mm] YTA [mm] WTA [mm] LTA [mm] YPZ [mm] WPZ [mm] LPZ [mm]
1 668 1 176 ± 10 ≥ 55 ≥ 100 1 176 ± 10 ≥ 110 ≥ 500’
  • (16) point (2) of section 4.2.3.3.2.2 is replaced by the following:
  • ‘(2) For units designed to be operated on other track gauges than 1 435 mm or 1 668 mm a specific case is declared where relevant (harmonised rule available for the concerned network).’;
  • ‘(3) The unit shall run safely and produce an acceptable level of track loading when operated within the limits defined by the combination(s) of speed and cant deficiency under the conditions set out in the specification referenced in Appendix J-1, index 16.

This shall be assessed by verifying that limit values specified below in clauses 4.2.3.4.2.1 and 4.2.3.4.2.2 of this TSI are respected; the conformity assessment procedure is described in clause 6.2.3.4 of this TSI.’;

  • ‘(5) The running dynamic behaviour test report (including limits of use and track loading parameters) shall be stated in the technical documentation described in clause 4.2.12 of this TSI.

Track loading parameters (including the additional ones Ymax, Bmax and the Bqst where relevant) to be recorded are defined in the specification referenced in Appendix J-1, index 16.’;

  • ‘(1) The limit values for running safety which the unit shall meet are specified in the specification referenced in Appendix J-1, index 17.’;
  • ‘(1) The limit values for track loading which the unit shall meet (when assessing with the normal method) are specified in the specification referenced in Appendix J-1, index 19.’;

‘4.2.3.5.3.   Automatic variable gauge systems
(1) This requirement is applicable to units equipped with an automatic variable gauge system with changeover mechanism of the axial position of the wheels allowing the unit to be compatible with 1 435 mm track gauge and other track gauge(s) within the scope of this TSI by means of passage through a track gauge changeover facility.
(2) The changeover mechanism shall ensure the locking in the correct intended axial position of the wheel.
(3) After passage through the track gauge changeover facility, the verification of the state of the locking system (locked or unlocked) and of the position of the wheels shall be performed by one or more of the following means: visual control, on-board control system or infrastructure/facility control system. In case of on-board control system, a continuous monitoring shall be possible.
(4) If a running gear is equipped with brake equipment subject to a change in position during the gauge change operation, the automatic variable gauge system shall ensure the position and safe locking in the correct position of this equipment simultaneously to those of the wheels.
(5) The failure of the locking of the position of the wheels and braking equipment (if relevant) during operation has typical credible potential to lead directly to a catastrophic accident (resulting in multiple fatalities); considering this severity of the failure consequence, it shall be demonstrated that the risk is controlled to an acceptable level.
(6) The automatic variable gauge system is defined as an interoperable constituent (clause 5.3.4b). The conformity assessment procedure is specified in clause 6.1.3.1a (IC level), in clause 6.2.3.5 (safety requirement) and in clause 6.2.3.7b (subsystem level) of this TSI.
(7) The track gauges the unit is compatible with shall be recorded in the technical documentation. A description of the changeover operation in normal mode, including the type(s) of track gauge changeover facility(ies) the unit is compatible with, shall be part of the technical documentation (see also clause 4.2.12.4 (1) of this TSI).
(8) The requirements and conformity assessments required in other sections of this TSI apply independently for each wheel position corresponding to one track gauge, and have to be documented accordingly.’;
  • (23) section 4.2.4.8.2 is replaced by the following:

‘4.2.4.8.2.   Magnetic track brake
(1) Requirements on magnetic brakes specified for compatibility with train detection system based on axle counters are referenced in point 4.2.3.3.1.2(10) of this TSI.
(2) A magnetic track brake is allowed to be used as an emergency brake, as mentioned in the TSI INF, clause 4.2.6.2.2.

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