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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
(3) The geometrical characteristics of the end elements of the magnet in contact with the rail shall be as specified for one of the types described in the specification referenced in Appendix J-1, index 31.
(4) Magnetic track brake shall not be used at speed higher than 280 km/h.
(5) The braking performance of the unit specified in clauses 4.2.4.5.2 of this TSI shall be determined with and without the use of magnetic track brakes.’;
  • (24) section 4.2.4.8.3 is replaced by the following:

‘4.2.4.8.3.   Eddy current track brake
(1) This clause covers only eddy current track brake developing a brake force between the unit and the rail.
(2) Requirements on eddy current track brakes specified for compatibility with train detection system based on axle counters, track circuits, wheel detectors and vehicle detectors based on inductive loops are referenced in point 4.2.3.3.1.2(10) of this TSI.
(3) If the eddy current track brake requires a displacement of its magnets when the brake is applied, the unobstructed movement of such magnets between the “brake released” and “brake applied” positions shall be demonstrated by calculation in accordance with the specification referenced in Appendix J-1, index 14.
(4) The maximum distance between the eddy current track brake and the track corresponding to “brake released” position will be recorded in the technical documentation described in clause 4.2.12 of this TSI.
(5) The eddy current track brake shall not operate below a fixed speed threshold.
(6) The conditions for use of eddy current track brake for technical compatibility with the track are not harmonised (regarding in particular their effect on rail heating and vertical force) and are an open point.
(7) The Register of Infrastructure indicates per track section if their use is allowed, and provides in such case their conditions for use. — The maximum distance between the eddy current track brake and the track corresponding to “brake released” referred to in point (4), — Fixed speed threshold referred to in point (5), — Vertical force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking), — Braking force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking).
(8) The braking performance of the unit specified in clauses 4.2.4.5.2 and 4.2.4.5.3 of this TSI shall be determined with and without the use of eddy current track brakes.’;
  • (25) point (1) of section 4.2.6.2 is replaced by the following:
  • ‘(1) The requirements in this clause apply to all rolling stock. For rolling stock operated on the 1 520 mm and 1 600 mm track gauge systems, in case of a maximum speed higher than the limits specified in the clauses 4.2.6.2.1 to 4.2.6.2.5, the procedure for innovative solution shall apply.’;

‘4.2.6.2.1.   Slipstream effects on passengers on platform and on workers trackside
(1) Units of maximum design speed vtr, max > 160 km/h, running in the open air at a reference speed vtr,ref shall not cause the air speed to exceed, at each measurement point defined in clause 4.2.2.1 and Table 5 of the specification referenced in Appendix J-1 index 108, the value u95 %,max as indicated in Table 5 of the specification referenced in Appendix J-1, index 108.
(2) For units intended to be operated on the networks with track gauges of 1 524 mm and 1 668 mm, the corresponding values in Table 4 referring to the parameters of the specification referenced in Appendix J-1, index 108 shall be applied: Table 4 Limit criteria Track gauge (mm) Maximum design speed vtr,max (km/h) Measurement point Trackside maximum permissible air speed, (limit values for u95 %,max (m/s)) Reference speed vtr,ref (km/h) Measurement performed at height above the top of rail Measurement performed at a distance from the track centre 1 524 160 < vtr,max < 250 0,2 m 3,0 m 22,5 Maximum design speed 1,4 m 3,0 m 18 200 km/h or the maximum design speed, whichever is lower 1 668 160 < vtr,max < 250 0,2 m 3,1 m 20 Maximum design speed 1,4 m 3,1 m 15,5 200 km/h or the maximum design speed, whichever is lower 250 ≤ vtr,max 0,2 m 3,1 m 22 300 km/h or the maximum design speed, whichever is lower 1,4 m 3,1 m 15,5 200 km/h
(3) The train formation to be tested is specified for fixed/predefined formations and units assessed for use in general operation respectively in clauses 4.2.2.2 and 4.2.2.4 of the specification referenced in Appendix J-1, index 108. Single units fitted with a drivers cab shall be tested within a formation complying with the requirements set out in clause 4.2.2.3 of specification referenced in Appendix J-1, index 108.
(4) The conformity assessment procedure is described in clause 6.2.3.13 of this TSI.’;
  • (27) section 4.2.6.2.2 is amended as follows:
  • (a) point (1) is replaced by the following:
  • ‘(1) The passing of two trains generates an aerodynamic load on each of the two trains. The requirement on head pressure pulse in open air allows a limit aerodynamic load induced by the rolling stock in open air to be defined assuming a distance between track centres for the track where the train is intended to be operated.

The distance between track centres depends on the speed and the gauge of the line. Minimum values of a distance between track centres depending on speed and gauge are defined in the INF TSI.’;

  • ‘(2) Units with a maximum design speed higher than 160 km/h running in the open air at their reference speed vtr,ref on 1 435 mm track gauge shall not cause the maximum peak-to-peak pressure to exceed the maximum permissible pressure change defined in Table 2 of the specification referenced in Appendix J-1, index 109 assessed over the measurement positions defined in point 4.1.2 of the specification referenced in Appendix J-1, index 109.’;
  • ‘(3) For units intended to be operated on the networks with track gauges of 1 524 mm and 1 668 mm, the corresponding values in Table 4a referring to the parameters of the specification referenced in Appendix J-1, index 109 shall be applied:

Table 4a

Limit criteria

Track gauge Maximum design speed vtr,max (km/h) Measurement point Measurement point Permissible pressure change, (Δp95 %,max) Reference speed vtr,ref (km/h)
Track gauge Maximum design speed vtr,max (km/h) Measurement performed at height above the top of rail Measurement performed at a distance from the track centre Permissible pressure change, (Δp95 %,max) Reference speed vtr,ref (km/h)
1 524 mm 160 < vtr,max < 250 between 1,5 m and 3,0 m 2,5 m 1 600 Pa Maximum design speed
1 668 mm 160 < vtr,max < 250 between 1,5 m and 3,0 m 2,6 m 800 Pa Maximum design speed
1 668 mm 250 ≤ vtr,max between 1,5 m and 3,0 m 2,6 m 800 Pa 250 km/h’
  • (28) section 4.2.6.2.5 is replaced by the following:

‘4.2.6.2.5   Aerodynamic effect on ballasted tracks
(1) This requirement applies to units of maximum design speed higher than 250 km/h.
(2) The requirement on the aerodynamic effect of trains on ballasted tracks, in order to limit risks induced by the projection of ballast (ballast pick up), is an open point.’;
  • (29) point (2) of section 4.2.7.1 is replaced by the following:
  • ‘(2) This requirement is not applicable to lights with luminous intensity not higher than 100 cd that are included in push buttons for the command of passenger doors (not continuously lit).’;
  • ‘(5) 3 920 mm and 5 700 mm above rail level for electric units designed to be operated on the 1 500 V DC system in accordance with the IRL gauge (track gauge system 1 600 mm).’;
  • ‘(1) For electric units designed to be operated on other track gauge systems than 1 520 mm or 1 600 mm system, at least one of the pantograph(s) to be installed shall have a head geometry type compliant with one of the two specifications given in the clauses 4.2.8.2.9.2.1 and 2 below.’;
  • ‘(2a) For electric units designed to be operated solely on the 1 600 mm system, at least one of the pantographs to be installed shall have a head geometry type compliant with the specifications given in the clauses 4.2.8.9.2.3a below.’;

‘4.2.8.2.9.3   Pantograph head geometry type 1 800 mm
(1) The profile of the pantograph head shall be as depicted below: Image omitted; see official source ’
  • (35) point (4) of section 4.2.11.6 is replaced by the following:
  • ‘(4) “Single pole” power supply line (AC 1 kV, AC/DC 1,5 kV, DC 3 kV), in accordance with the specification referenced in Appendix J-1, index 111.’;
  • ‘(2) This documentation, being part of the technical file, is compiled by the applicant and has to accompany the EC declaration of verification. It is kept by the applicant throughout the service life of the subsystem.’;
  • ‘(3) The applicant or any entity authorised by the applicant (e.g. a keeper) shall provide the part of this documentation required to manage the maintenance documentation as defined in the art 14(3)(b) of Directive (EU) 2016/798 of the European Parliament and of the Council[^ntr*1-LI2019139EN.01016901-E0001] to the entity in charge of maintenance as soon as it is assigned for the maintenance of the unit.

[^ntr*1-LI2019139EN.01016901-E0001]: Directive (EU) 2016/798 of the European Parliament and of the Council of 11 May 2016 on railway safety (OJ L 138, 26.5.2016, p. 102).’;"

  • (39) point (4) of section 4.2.12.1 is replaced by the following:
  • ‘(4) The documentation also includes a list of safety critical components. Safety critical components are components for which a single failure has a credible potential to lead directly to a serious accident as defined in Article 3(12) of Directive (EU) 2016/798.
  • (5) The content of the documentation is described in the clauses below.’;
  • ‘(3a) For units designed and assessed for general operation, this shall include a description of the electric interfaces between units and of communication protocols, with the reference to the standards or other normative documents that have been applied. Communication protocols (if used) shall comply with the specification referenced in Appendix J-1, index 112.’;
  • ‘(9a) Maximum distance between the eddy current track brake and the track corresponding to “brake released”, fixed speed threshold, vertical force and braking force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking), as required in clause 4.2.4.8.3.’;
  • ‘(2) The maintenance design justification file: explains how maintenance activities are defined and designed in order to ensure that the rolling stock characteristics will be kept within acceptable limits of use during its lifetime.

The maintenance design justification file shall give input data in order to determine the criteria for inspection and the periodicity of maintenance activities.’;

  • ‘(3) The maintenance description file: explains how maintenance activities are recommended to be performed.’;
  • ‘(1a) Precedents, principles and methods used to identify the safety critical components and their specific operational, servicing, maintenance and traceability requirements.’;
  • ‘(6a) Safety critical components list: The safety critical components list shall contain the specific servicing, maintenance and servicing/maintenance traceability requirements.’;
  • ‘(1) A description of operation in normal mode, including the operational characteristics and limitations of the unit (e.g. vehicle gauge, maximum design speed, axle loads, brake performance, type(s) and operation of track gauge changeover facility(ies) the unit is compatible with…).’;
  • ‘(3a) Safety critical components list: The safety critical components list shall contain the specific operational and traceability requirements.’;

‘Table 7

Interface with the Infrastructure subsystem
Reference LOC & PAS TSI Reference Infrastructure TSI
Parameter Point Parameter Point
Rolling stock kinematic gauge 4.2.3.1. Structure gauge 4.2.3.1
Rolling stock kinematic gauge 4.2.3.1. Distance between track centres 4.2.3.2
Rolling stock kinematic gauge 4.2.3.1. Minimum radius of vertical curve 4.2.3.5
Axle load parameter 4.2.3.2.1 Track resistance to vertical loads 4.2.6.1
Axle load parameter 4.2.3.2.1 Lateral track resistance Resistance of new bridges to traffic loads 4.2.6.3 4.2.7.1
Axle load parameter 4.2.3.2.1 Equivalent vertical loading for new earthworks and earth pressure effects 4.2.7.2
Axle load parameter 4.2.3.2.1 Resistance of existing bridges and earthworks to traffic loads 4.2.7.4
Running dynamic behaviour 4.2.3.4.2. Cant deficiency 4.2.4.3
Running dynamic limit values for track loading 4.2.3.4.2.2 Track resistance to vertical loads 4.2.6.1
Running dynamic limit values for track loading 4.2.3.4.2.2 Lateral track resistance 4.2.6.3
Equivalent conicity 4.2.3.4.3 Equivalent conicity 4.2.4.5
Geometrical characteristics of wheelset 4.2.3.5.2.1 Nominal track gauge 4.2.4.1
Geometrical characteristics of wheels 4.2.3.5.2.2 Rail head profile for plain line 4.2.4.6
Automatic variable gauge systems 4.2.3.5.3 In service geometry of switches and crossings 4.2.5.3
Minimum curve radius 4.2.3.6 Minimum radius of horizontal curve 4.2.3.4
Maximum average deceleration 4.2.4.5.1 Longitudinal track resistance Actions due to traction and braking 4.2.6.2
Maximum average deceleration 4.2.4.5.1 Longitudinal track resistance Actions due to traction and braking 4.2.7.1.5
Slipstream effects 4.2.6.2.1 Resistance of new structures over or adjacent to tracks 4.2.7.3
Head pressure pulse 4.2.6.2.2 Maximum pressure variations in tunnels 4.2.10.1
Maximum pressure variations in tunnels 4.2.6.2.3 Distance between track centres 4.2.3.2
Crosswind 4.2.6.2.4 Effect of crosswinds 4.2.10.2
Aerodynamic effect on ballasted track 4.2.6.2.5 Ballast pick-up 4.2.10.3
Toilet discharge system 4.2.11.3 Toilet discharge 4.2.12.2
Exterior cleaning through a washing plant 4.2.11.2.2 Train external cleaning facilities 4.2.12.3
Water refilling equipment: Interface for water refilling 4.2.11.4 4.2.11.5 Water restocking 4.2.12.4
Refuelling equipment 4.2.11.7 Refuelling 4.2.12.5
Special requirements for stabling of trains 4.2.11.6 Electric shore supply 4.2.12.6’
  • (49) a new point (3a) is added below point (3) of section 4.4 as follows:
  • ‘(3a) For the safety critical components, the specific operational and operational traceability requirements are developed by the designers/manufacturers at design phase and through a collaboration between designers/manufacturers and the concerned railway undertakings after vehicles have entered into operation.’;

‘4.5.   Maintenance rules
(1) In light of the essential requirements mentioned in Section 3, the provisions for maintenance of the rolling stock in the scope of this TSI: — Clause 4.2.11 “Servicing” — Clause 4.2.12 “Documentation for Operation and Maintenance”.
(2) Other provisions in the section 4.2 (clauses 4.2.3.4 and 4.2.3.5) specify for particular characteristics the limit values that have to be verified during maintenance activities.
(2a) The safety critical components and their specific servicing, maintenance and maintenance traceability requirements are identified by the designers/manufacturers at design phase and through a collaboration between designers/manufacturers and the concerned entities in charge of maintenance after vehicles have entered into operation.
(3) From the information mentioned above and provided in the clause 4.2, the appropriate tolerances and intervals to ensure compliance with the essential requirements throughout the lifetime of the rolling stock are defined at maintenance operational level by and under the sole responsibility of entities in charge of maintenance (not in the scope of the assessment against this TSI); this activity includes: — The definition of the in-service values where they are not specified in this TSI, or where operating conditions allow the use of different in-service limit values than those specified in this TSI. — The justification of the in-service values, by providing the equivalent information to those required in clause 4.2.12.3.1 “The maintenance design justification file”.
(4) On the basis of the information mentioned above in this clause, a maintenance plan is defined at maintenance operational level by and under the sole responsibility of the entities in charge of maintenance (not in the scope of the assessment against this TSI), consisting in a structured set of maintenance tasks that include the activities, tests and procedures, means, maintenance criteria, periodicity, working time required to carry out the maintenance tasks.
(5) For on-board software, the designer/manufacturer shall specify, for any on-board software modification, all maintenance requirements and procedures (including health monitoring, diagnosis of events, test methods and tools and also the required professional competence) necessary for achieving essential requirements and values quoted in the mandatory requirements of this TSI throughout the life-cycle (Installation, normal operation, failures, repair work, checking and maintenance, decommissioning, etc.).’;
  • (51) in section 4.7, the reference to ‘Directive 2008/57/EC’ is replaced by the reference to ‘Directive (EU) 2016/797’;

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

The parameters of the subsystem “rolling stock — locomotives and passenger rolling stock” to be used by the railway undertaking, for the purpose of route compatibility check, are described in Appendix D1 of Commission Implementing Regulation (EU) 2019/773[^ntr*2-LI2019139EN.01016901-E0002].

[^ntr*2-LI2019139EN.01016901-E0002]: 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).’;"

  • (54) in section 5.1, the reference to ‘Article 2(f) of Directive 2008/57/EC’ is replaced by the reference to ‘Article 2(7) of Directive (EU) 2016/797’;

‘5.3.4a   Automatic variable gauge systems
(1) An IC “automatic variable gauge system” shall be designed and assessed for an area of use defined by: — The track gauges the system is designed for. — The range of maximum static axle loads (corresponding to design mass under normal payload as defined in clause 4.2.2.10 of this TSI). — The range of nominal wheel tread diameters. — The maximum design speed of the unit. — The type(s) of track gauge changeover facility(ies) the system is designed for, including the nominal speed through the track gauge changeover facility(ies) and the maximum axial forces during the automatic gauge changeover process.
(2) An automatic variable gauge system shall comply with the requirements set out in clause 4.2.3.5.2.3; these requirements shall be assessed at IC level as set out in clause 6.1.3.1a.’;
  • (56) in section 6.1.1, the text ‘Article 13(1) and Annex IV of Directive 2008/57/EC’ is replaced by the reference to ‘Article 10 of Directive (EU) 2016/797’;
  • ‘(3) In case of a specific case applicable to a component defined as interoperability constituent in section 5.3 of this TSI, the corresponding requirement can be part of the verification at interoperability constituent level only in the case where the component remains compliant to the chapters 4 and 5 of this TSI, and where the specific case does not refer to a national rule (i.e. additional requirement compatible with the core TSI and fully specified in the TSI).

In other cases, the verification shall be made at subsystem level; when a national rule applies to a component, the concerned Member State may define relevant applicable conformity assessment procedures.’;
‘5.3.4a Automatic variable gauge systems X (*) X X X (*) X’

‘6.1.3.1a.   Automatic variable gauge system (clause 5.3.4a)
(1) The assessment procedure shall be based on a validation plan covering all aspects mentioned in clauses 4.2.3.5.3 and 5.3.4a.
(2) The validation plan shall be consistent with the safety analysis required in clause 4.2.3.5.3 and shall define the assessment needed in all the following different phases: — Design review. — Static tests (bench tests and integration in the running gear/unit tests). — Test on track gauge changeover facility(ies), representative of in-service conditions. — On-track tests, representative of in-service conditions.
(3) Regarding the demonstration of compliance to points (5) of clause 4.2.3.5.3, the assumptions considered for the safety analysis related to the vehicle the system is intended to be integrated in, and related to the mission profile of that vehicle, shall be clearly documented.
(4) The automatic variable gauge system may be subject to an assessment of suitability for use (module CV; see also clause 6.1.6).
(5) The certificate delivered by the Notified Body in charge of the conformity assessment shall include both the conditions for use as per clause 5.3.4a (1) and the type(s) and operating conditions of the track gauge changeover facility(ies) the automatic variable gauge system has been assessed for.’;
  • (60) point (1) of section 6.1.6 is replaced by the following:
  • ‘(1) Assessment of suitability for use according to the type validation of in service experience procedure (module CV) may be part of the assessment procedure for the following interoperability constituents:
  • — Wheels (see clause 6.1.3.1).
  • — Automatic variable gauge system (see clause 6.1.3.1a).
  • — Wheel slide protection system (see clause 6.1.3.2).
  • — Contact strips (see clause 6.1.3.8).’;
  • ‘(1) The demonstration of conformity shall be carried out in accordance with one of the methods specified in the specification referenced in Appendix J-1, index 83.’

‘6.2.3.4.   Running dynamic behaviour – technical requirements (Clause 4.2.3.4.2 a)
(1) For units designed to be operated on 1 435 mm or 1 524 mm or 1 668 mm system, the demonstration of conformity shall be carried out in accordance with the specification referenced in Appendix J-1, index 84, clause 7.

The parameters described in clauses 4.2.3.4.2.1 and 4.2.3.4.2.2 shall be assessed using criteria defined in the specification referenced in Appendix J-1, index 84.’;

  • ‘(3) The compliance with the safety requirements that are specified in clauses 4.2.3.4.2, 4.2.3.5.3, 4.2.4.2.2, 4.2.5.3.5, 4.2.5.5.8 and 4.2.5.5.9 in terms of level of severity/consequences associated to hazardous failure scenarios shall be demonstrated by one of the two following methods:
    1. Application of a harmonised risk acceptance criterion associated to the severity specified in the clause 4.2 (e.g. “fatalities” for emergency braking.).

The applicant may choose to use this method, provided that there is an available harmonized risk acceptance criterion defined in the CSM on Risk Assessment and its amendments (Commission Implementing Regulation (EU) No 402/2013[^ntr*3-LI2019139EN.01016901-E0003]).

The applicant shall demonstrate compliance with the harmonised criterion by applying Annex I-3 of the CSM on RA. The following principles (and their combinations) may be used for the demonstration: similarity with reference system(s); application of codes of practice; application of explicit risk estimation (e.g. probabilistic approach).

The applicant shall designate the body for the assessment of the demonstration he will provide: the notified body selected for the RST sub-system or an assessment body as defined in the CSM on RA.

The demonstration shall be recognized in all Member States; or

    1. Application of a risk evaluation and assessment in accordance with the CSM on RA, in order to define the risk acceptance criterion to be used, and demonstrate compliance to this criterion.

The applicant may choose to use this method in any case.

The applicant shall designate the assessment body for the assessment of the demonstration he will provide, as defined in the CSM on RA.

A safety assessment report shall be provided in compliance with the requirements defined in the CSM on RA and its amendments.

The safety assessment report shall be taken into account by the Authorising Entity, in accordance with Section 2.5.6 of Annex I and Article 15(2) of the CSM on RA.

[^ntr*3-LI2019139EN.01016901-E0003]: Commission Implementing Regulation (EU) No 402/2013 of 30 April 2013 on the common safety method for risk evaluation and assessment and repealing Regulation (EC) No 352/2009 as referred to in Article 6(3)(a) of Directive 2004/49/EC of the European Parliament and of the Council (OJ L 121, 3.5.2013, p. 8).’;"

  • (65) the second paragraph in point (1) of section 6.2.3.6 is replaced by the following:

‘The evaluation of the equivalent conicity is set out in the specification referenced in Appendix J-1, index 107.’;

‘6.2.3.7a   Automatic variable gauge system
(1) The safety analysis required in clause 4.2.3.5.3 point (5), and performed at IC level, shall be consolidated at the level of the unit (vehicle); in particular, the assumptions made according to clause 6.1.3.1a point (3) may need to be reviewed to take into account the vehicle and its mission profile.
(2) The assessment of the integration of the IC within the running gear/unit and the technical compatibility with the track gauge changeover facility shall consist of: — The compliance with the area of use defined in clause 5.3.4.a (1) shall be verified, — Verification of the correct integration of the IC within the running gear/unit, including the correct performance of its on-board control/monitoring system (when applicable), and — On-track tests including tests on the track gauge changeover facility(ies), representative of in-service conditions.’;
  • (67) section 6.2.3.13 is replaced by the following:

‘6.2.3.13.   Slipstream effects on passengers on platform and on workers trackside (clause 4.2.6.2.1)
(1) Demonstration of conformity with the limit value of trackside maximum permissible air speed set out in clause 4.2.6.2.1 of this TSI shall be demonstrated on the basis of full-scale tests on straight track performed in accordance with clause 6.2.2.1 of specification referenced in Appendix J-1, index 94.
(2) Instead of the full assessment described above, it is permitted to carry out a simplified assessment for rolling stock of a similar design to rolling stock for which the full assessment defined in this TSI has been carried out. In such cases, the simplified conformity assessment defined in clause 4.2.4 of the specification referenced in Appendix J-1, index 94, can be applied as long as the differences in the design remain within the limits of table 7 of the specification referenced in Appendix J-1, index 94.’;
  • (68) section 6.2.3.14 is replaced by the following:

‘6.2.3.14.   Head pressure pulse (clause 4.2.6.2.2)
(1) Conformity shall be assessed on the basis of full-scale tests under conditions specified in the specification referenced in Appendix J-1, index 95, clause 6.1.2.1. Alternatively conformity may be assessed by means of either validated Computational Fluid Dynamics (CFD) simulations as described in the specification referenced in Appendix J-1, index 95, clause 6.1.2.4 or as an additional alternative conformity is permitted to be assessed by moving model tests as specified in the specification referenced in Appendix J-1, index 95, clause 6.1.2.2.
(2) Instead of the full assessment described above, it is permitted to carry out a simplified assessment for rolling stock of a similar design to rolling stock for which the full assessment defined in this TSI has been carried out. In such cases, the simplified conformity assessment defined in clause 4.1.4 of the specification referenced in Appendix J-1, index 95, can be applied as long as the differences in the design remain within the limits of table 4 of the specification referenced in Appendix J-1, index 95.’;
  • (69) in section 6.2.6, the text ‘Article 18(3) of Directive 2008/57/EC’ is replaced by the reference to ‘Article 15(4) of Directive (EU) 2016/797’;

‘6.2.7a   Additional optional requirements for units intended to be used in general operation
(1) The compliance with the following set of conditions (2) to (9) is optional and only aims to facilitate exchange of units intended for general operations. Compliance with these provisions does not assure full interchangeability of units and does not exempt the railway undertaking of its responsibilities regarding the use of these units in a train formation as defined in clause 6.2.7. If the applicant selects this option, a notified body has to assess the compliance within the EC verification procedure. This shall be reported in the certificate and in the technical documentation.
(2) The unit shall be fitted with a manual coupling system as defined in clauses 4.2.2.2.3 b) and 5.3.2
(3) The unit shall be fitted with an EN-UIC braking system as defined in the specification referenced in Appendix J-1, index 22.
(4) The unit shall meet the requirements of this TSI at least within the temperature range T1 (– 25 °C to + 40 °C; nominal) as defined in clause 4.2.6.1 of this TSI and in the specification referenced in Appendix J-1, index 34.
(5) The tail lights requested in clause 4.2.7.1 shall be provided by fixed tail lamps.
(6) If the unit is fitted with a gangway, the gangway shall fulfil the specification referenced in Appendix J-1, index 113.
(7) Power supply shall be compliant to point 4 of clause 4.2.11.6
(8) The physical interface between units for the signal transmission shall ensure that the cable and plug of at least one line is compatible with the 18-conductor cable defined in the plate 2 of the specification referenced in Appendix J-1, index 114.
(9) The unit shall be marked at least with the following markings in accordance with the specification referenced in Appendix J-1, index 115: — Length over buffers — Electric power supply.’;
  • (71) in section 6.3.2, the text ‘Article 17 of Directive 2008/57/EC’ is replaced by the reference to ‘Article 14 of Directive (EU) 2016/797’;
  • ‘(3) The application of this TSI to rolling stock which falls under one of the three cases above is not mandatory if one of the following conditions is met:
  • — In case the rolling stock is in the scope of the HS RST TSI 2008 or of the CR LOC&PAS TSI 2011, the relevant TSI(s), including implementation rules and period of validity of the “type or design examination certificate” (7 years) are applied. This provision shall not apply to vehicles that are not conform to the HS RST TSI 2008 or to the CR LOC&PAS TSI 2011 and that are placed on the market after 31 May 2017.
  • — In case the rolling stock is in the scope of neither the HS RST TSI 2008 nor the CR LOC&PAS TSI 2011: the authorisation for placing on the market is delivered during a transition period ending on 31 December 2020.’;

‘7.1.1.8   Transitional measure for passive safety requirement

Requirements set out in 4.2.2.5(6) shall not be mandatory during a transition period ending on 1 January 2022 for locomotives with a single “central cab” which, on 27 May 2019, are projects at an advanced stage of development, contracts in course of performance and rolling stock of an existing design as set out in point 7.1.1.2 of this TSI.

When the requirements set out in 4.2.2.5(6) are not applied, it is permitted as an alternative method, to demonstrate compliance against the requirement of scenario 3 of 4.2.2.5(5) by demonstrating compliance with following criteria:

— the frame of the locomotive is designed according to the specification referenced in Appendix J-1, index 7 cat L (as already specified in clause 4.2.2.4 of this TSI),

— the distance between the buffers and the cab windscreen is at least 2,5 m.’;

‘7.1.2   Changes to an existing rolling stock or rolling stock type

7.1.2.1   Introduction
(1) This clause 7.1.2 defines the principles to be applied by the entities managing the change and authorising entities in line with the EC verification procedure described in Article 15(9), Article 21(12) and Annex IV of Directive (EU) 2016/797. This procedure is further developed in Article 13, 15 and 16 of Commission Implementing Regulation (EU) 2018/545[^ntr4-LI2019139EN.01016901-E0004] and in Decision 2010/713/EU[^ntr5-LI2019139EN.01016901-E0005].
(2) This clause 7.1.2 applies in case of any change(s) to an existing rolling stock or rolling stock type, including renewal or upgrade. It does not apply in case of changes: — that do not introduce a deviation from the technical files accompanying the EC declarations for verification for the subsystems, if any, and — that do not have an impact on basic parameters not covered by the EC declaration, if any. The holder of the vehicle type authorisation shall provide, under reasonable conditions, the information necessary for assessing the changes to the entity managing the change.

7.1.2.2   Rules to manage changes in both rolling stock and rolling stock type
(1) Parts and basic parameters of the rolling stock that are not affected by the change(s) are exempt from conformity assessment against the provisions in this TSI.
(2) Without prejudice to clause 7.1.2.2a, compliance with the requirements of this TSI, the TSI Noise (Commission Regulation (EC) No 1304/2014, see clause 7.2 of that TSI) and the TSI PRM (Commission Regulation (EU) No 1300/2014[^ntr*6-LI2019139EN.01016901-E0006], see clause 7.2.3 of that TSI) shall only be needed for the basic parameters in this TSI which may be affected by the change(s).
(3) In accordance with Articles 15 and 16 of Commission Implementing Regulation (EU) 2018/545 and Decision 2010/713/EU and by application of modules SB, SD/SF or SH1 for the EC verification, and if relevant in accordance with Article 15(5) of Directive (EU) 2016/797, the entity managing the change shall inform a notified body of all changes affecting the conformity of the subsystem with requirements of the relevant TSI(s) requiring new checks by a notified body. This information shall be provided by the entity managing the change with corresponding references to the technical documentation relating to the existing EC type or design examination certificate.
(4) Without prejudice of the general safety judgement mandated in article 21(12)(b) of Directive (EU) 2016/797, in case of changes requiring reassessment of the safety requirements set out in clauses 4.2.3.4.2, 4.2.3.5.3, 4.2.4.2.2, 4.2.5.3.5, 4.2.5.5.8 and 4.2.5.5.9, the procedure set out in clause 6.2.3.5 shall be applied. Table 17 sets out when a new authorisation is required. Table 17 Vehicle originally assessed against… First method of clause 6.2.3.5(3) Second method of clause 6.2.3.5(3) No CSM on RA applied Change assessed against… First method of clause 6.2.3.5(3) No new authorisation required Check16 No new authorisation required Second method of clause 6.2.3.5(3) Check16 Check16 Check16 No CSM on RA applied Not possible Not possible Not possible
(4a) Without prejudice of the general safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797, in case of changes impacting requirements set out in 4.2.4.9, 4.2.9.3.1 and 4.2.10.3.4 which require a new reliability study, a new authorisation for placing in the market shall be required unless the NoBo concludes that the safety-related requirements covered by the reliability study are improved or maintained. The NoBo will consider in its judgement the revised maintenance and operation documentation, where required.
(5) National migration strategies related to the implementation of other TSIs (e.g. TSIs covering fixed installations) shall be taken into account when defining to what extent the TSIs covering rolling stock needs to be applied.
(6) The basic design characteristics of the rolling stock are defined in Table 17a and Table 17b. Based on these tables and on the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797, the changes shall be categorised as follows: (a) 15(1)(c) of Commission Implementing Regulation (EU) 2018/545 if they are above the thresholds set out in column 3 and below thresholds set out in column 4 unless the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797 requires to categorise them as 15(1)(d), or (b) 15(1)(d) of Commission Implementing Regulation (EU) 2018/545 if they are above the thresholds set out in column 4 or if the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797 requires to categorise them as 15(1)(d). The determination whether the changes are beyond or above the thresholds mentioned above shall be done in reference to the values of the parameters at the time of the last authorisation of the rolling stock or rolling stock type,
(7) Changes not covered by point 7.1.2.2(6) above are deemed not to have any impact on the basic design characteristics and may be categorised as 15(1)(a) or 15(1)(b) of Commission Implementing Regulation (EU) 2018/545, unless the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797 requires to categorise them as 15(1)(d).
(8) The safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797 shall cover changes concerning basic parameters of the table of section 3.1, related to all the essential requirements, in particular the requirements “Safety” and “Technical compatibility”.
(9) Without prejudice to clause 7.1.2.2a, all changes shall remain compliant with the applicable TSIs regardless their classification.
(10) The replacement of one or more vehicle(s) within a fixed formation after a severe damage does not require a conformity assessment against this TSI, as long as the unit or the vehicle(s) are unchanged in technical parameters and function to the ones they replace. Such units must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain. Table 17a Basic design characteristics related to basic parameters set out in the LOC&PAS TSI 1. TSI clause 2. Related basic design characteristic(s) 3. Changes impacting the basic design characteristic and not classified as 21(12)(a) of Directive (EU) 2016/797 4. Changes impacting the basic design characteristic and classified as 21(12)(a) of Directive (EU) 2016/797 4.2.2.2.3 End coupling Type of end coupling Change of end coupler type N/A 4.2.2.10 Load conditions and weighed mass 4.2.3.2.1 Axle load parameter Design mass in working order Change in any of the corresponding basic design characteristics resulting in a change of the line category(ies) the vehicle is compatible with N/A Design mass under normal payload Design mass under exceptional payload Maximum design speed (km/h) Static axle load in working order Static axle load under exceptional payload Vehicle length Static axle load under normal payload Position of the axles along the unit (axle spacing) Total vehicle mass (for each vehicle of the unit) Change in any of the corresponding basic design characteristics resulting in a change of the line category(ies) the vehicle is compatible with Change of more than ± 10 % Mass per wheel Change in any of the corresponding basic design characteristics resulting in a change of the line category(ies) the vehicle is compatible with or Change of more than ± 10 % N/A 4.2.3.1 Gauging Reference profile N/A Change of reference profile the vehicle is conform to Minimum vertical convex curve radius capability Change in minimum vertical convex curve radius capability the vehicle is compatible with of more than 10 % N/A Minimum vertical concave curve radius capability Change in minimum vertical concave curve radius capability the vehicle is compatible with of more than 10 % N/A 4.2.3.3.1 Rolling stock characteristics for the compatibility with train detection systems Compatibility with train detection systems N/A Change of declared compatibility with one or more of the three following train detection systems: — Track circuits — Axle counters — Loop equipment 4.2.3.3.2 Axle bearing condition monitoring On-board detection system Fitting of on-board detection system Removal of declared on-board detection system 4.2.3.4. Rolling stock dynamic behaviour Combination of maximum speed and maximum cant deficiency for which the vehicle was assessed N/A Increase in maximum speed of more than 15 km/h or change of more than ± 10 % in maximum admissible cant deficiency Rail inclination N/A Change of rail inclination(s) the vehicle is conform to17 4.2.3.5.2.1. Mechanical and geometric characteristics of wheelsets Wheelset gauge N/A Change of track gauge the wheelset is compatible with 4.2.3.5.2.2 Characteristics of wheels Minimum required in-service wheel diameter Change of minimum required in-service diameter of more than ± 10 mm N/A 4.2.3.5.2.3 Automatic variable gauge systems Wheelset gauge changeover facility Change in the vehicle leading to a change in the changeover facility(ies) the wheelset is compatible with Change of track gauge(s) the wheelset is compatible with 4.2.3.6. Minimum curve radius Minimum horizontal curve radius capability Increase of minimum horizontal curve radius of more than 5 m N/A 4.2.4.5.1 Braking performance — General requirements Maximum average deceleration Change of more than ± 10 % on the maximum average brake deceleration N/A 4.2.4.5.2 Braking performance – Emergency braking Stopping distance and deceleration profile for each load condition per design maximum speed. Change of stopping distance of more than ± 10 % Note: Brake weight percentage (also called “lambda” or “braked mass percentage”) or braked mass may also be used, and can be derived (directly or via stopping distance) from deceleration profiles by a calculation. The allowed change is the same (± 10 %) N/A 4.2.4.5.3 Braking performance – Service braking Stopping distance and maximum deceleration for the load condition “design mass under normal payload” at the design maximum speed Change of stopping distance of more than ± 10 % N/A 4.2.4.5.4 Braking performance – Thermal capacity Maximum brake thermal energy capacity N/A Change of maximum brake thermal energy >= 10 % or Thermal capacity in terms of maximum line gradient, associated length and operating speed Change of maximum gradient, associated length or operating speed for which the brake system is designed in relation with brake thermal energy capacity 4.2.4.5.5 Braking performance – Parking brake Maximum gradient on which the unit is kept immobilized by the parking brake alone (if the vehicle is fitted with it) Change of declared maximum gradient of more than ± 10 % N/A 4.2.4.6.2. Wheel slide protection system Wheel slide protection system N/A Fitting/removal of WSP function 4.2.4.8.2 Magnetic track brake Magnetic track brake N/A Fitting/removal of magnetic track brake function Possibility of preventing the use of the magnetic track brake N/A Fitting/removal of the brake control allowing the activation/deactivation of magnetic track brake 4.2.4.8.3 Eddy current track brake Eddy current track brake N/A Fitting/removal of the eddy current track brake function Possibility of preventing the use of the eddy current track brake N/A Fitting/removal of the brake control allowing the activation/deactivation of eddy current track brake 4.2.6.1.1 Temperature Temperature range Change of temperature range (T1, T2, T3) N/A 4.2.6.1.2 Snow, ice and hail Snow, ice and hail conditions Change of the selected range “snow, ice and hail” (nominal or severe) N/A 4.2.8.2.2 Operation within range of voltages and frequencies Energy supply system (voltage and frequency) N/A Change of voltage(s)/frequency(ies) of the energy supply system (AC 25 kV-50 Hz, AC 15 kV-16,7 Hz, DC 3 kV, DC 1,5 kV, DC 750 V, third rail, others) 4.2.8.2.3 Regenerative brake with energy to the overhead contact line Regenerative brake N/A Fitting/removal of regenerative brake function Possibility of preventing the use of the regenerative brake when fitted Fitting/removing the possibility of preventing the use of regenerative brake N/A 4.2.8.2.4 Maximum power and current from the overhead contact line Applicable to Electric units with power higher than 2 MW only: Power or current limitation function Power or current limitation function fitted/removed N/A 4.2.8.2.5 Maximum current at standstill for DC systems Maximum current at standstill per pantograph for each DC system the vehicle is equipped for Change of the maximum current value by 50 A without exceeding the limit set in the TSI N/A 4.2.8.2.9.1.1 Height of interaction with contact wires (RST level) Height of interaction of pantograph with contact wires (over top of rail) Change of height of interaction allowing/no longer allowing mechanical contact with one of the contact wires at heights above rail level between: 4 800 mm and 6 500 mm 4 500 mm and 6 500 mm 5 550 mm and 6 800 mm 5 600 mm and 6 600 mm N/A 4.2.8.2.9.2 Pantograph head geometry (IC level) Pantograph head geometry N/A Change of pantograph head geometry to or from one of the types defined in clauses 4.2.8.2.9.2.1, 4.2.8.2.9.2.2 or 4.2.8.2.9.2.3 4.2.8.2.9.4.2 Contact strip material Contact strip material New contact strip as per 4.2.8.2.9.4.2(3) N/A 4.2.8.2.9.6 Pantograph contact force and dynamic behaviour Mean contact force curve Change requiring a new assessment of pantograph dynamic behaviour. N/A 4.2.8.2.9.7 Arrangement of pantographs (RST level) Number of pantograph and shortest distance between two pantographs N/A Where the spacing of 2 consecutive pantographs in fixed or predefined formations of the assessed unit is reduced by means of removing a vehicle 4.2.8.2.9.10 Pantograph lowering (RST level) Automatic dropping device (ADD) Automatic dropping device (ADD) function fitted/removed N/A 4.2.10.1. General and categorisation Fire safety category N/A Change of fire safety category 4.2.12.2. General documentation — number of units in multiple operation Maximum number of trainsets or locomotives coupled together in multiple operation. N/A Change of maximum allowed number of trainsets or locomotives coupled together in multiple operation 4.2.12.2. General documentation – number of vehicles in a unit For fixed formations only: Vehicles composing the fixed formation N/A Change in the number of vehicles composing the fixed formation Table 17b Basic design characteristics related to basic parameters set out in the PRM TSI 1. TSI clause 2. Related basic design characteristic(s) 3. Changes impacting the basic design characteristic and not classified as 21(12)(a) of Directive (EU) 2016/797 4. Changes impacting the basic design characteristic and classified as 21(12)(a) of Directive (EU) 2016/797 4.2.2.11. Step position for vehicle access and egress Platform heights for which the vehicle is designed N/A Change of platform height the vehicle is compatible with
(11) In order to establish the EC type or design examination certificate, the notified body selected by the entity managing the change is permitted to refer to: — The original EC type or design examination certificate for parts of the design that are unchanged or those that are changed but do not affect the conformity of the subsystem, as far as it is still valid (during 7 years phase B period). — Additional EC type or design examination certificate (amending the original certificate) for modified parts of the design that affect the conformity of the subsystem with the latest revision of this TSI in force at that time.
(12) In any case, the entity managing the change shall ensure that the technical documentation which is relating to the EC type or design examination certificate is updated accordingly.
(13) The updated technical documentation, related to the EC type or design examination certificate is referred to in the technical file accompanying the EC declaration of verification issued by the entity managing the change for rolling stock declared as conformant to the modified type.

7.1.2.2a   Particular rules for existing rolling stock not covered by an EC declaration of verification with a first authorisation for placing in service before 1 January 2015
(1) The following rules apply, in addition to clause 7.1.2.2, to existing rolling stock with a first authorisation for placing in service before 1 January 2015, where the scope of the change has an impact on basic parameters not covered by the EC declaration (if any).
(2) The compliance with technical requirements of this TSI is deemed established when a basic parameter is improved in the direction of the TSI defined performance and the entity managing the change demonstrates that the corresponding essential requirements are met and the safety level is maintained and, where reasonably practicable, improved. The entity managing the change shall in this case justify the reasons for which the TSI defined performance was not met, taking into account paragraph 3 of section 7.1.2.2. This justification shall be included in the technical file, if any, or in the original technical documentation of the vehicle.
(3) The particular rule set out in paragraph (2) above is not applicable to changes to basic parameters classified as 21(12)(a) in table 17c and 17d. For those changes, compliance with the TSI requirements is mandatory. Table 17c Changes to basic parameters for which compliance with TSI requirements is mandatory for rolling stock not holding an EC type or design examination certificate TSI clause Related basic design characteristic(s) Changes impacting the basic design characteristic and classified as 21(12)(a) of Directive (EU) 2016/797 4.2.3.1 Gauging Reference profile Change of reference profile the vehicle is conform to 4.2.3.3.1 Rolling stock characteristics for the compatibility with train detection systems Compatibility with train detection systems Change of declared compatibility with one or more of the three following train detection systems: — Track circuits — Axle counters — Loop equipment 4.2.3.3.2 Axle bearing condition monitoring On-board detection system Fitting/Removal of declared on-board detection system 4.2.3.5.2.1. Mechanical and geometric characteristics of wheelsets Wheelset gauge Change of track gauge the wheelset is compatible with 4.2.3.5.2.3 Automatic variable gauge systems Wheelset gauge changeover facility Change of track gauge(s) the wheelset is compatible with 4.2.8.2.3 Regenerative brake with energy to the overhead contact line Regenerative brake Fitting/removal of regenerative brake function Table 17d Changes to basic parameters of the PRM TSI for which compliance with TSI requirements is mandatory for rolling stock not holding an EC type or design examination certificate TSI clause Related basic design characteristic(s) Changes impacting the basic design characteristic and classified as 21(12)(a) of Directive (EU) 2016/797 4.2.2.11. Step position for vehicle access and egress Platform heights for which the vehicle is designed Change of platform height the vehicle is compatible with

7.1.2.2b.   Particular rules for vehicles modified to test performance or reliability of technological innovations for a limited period of time
(1) The following rules apply, in addition to clause 7.1.2.2, in case of modifications to single authorised vehicles for the purpose of testing the performance and reliability of technological innovations for a fixed period of time not longer than 1 year. They don't apply if the same modifications are made to several vehicles.
(2) The compliance with technical requirements of this TSI is deemed established when a basic parameter is kept unchanged or improved in the direction of the TSI defined performance and the entity managing the change demonstrates that the corresponding essential requirements are met and the safety level is maintained and, where reasonably practicable, improved

[^ntr*4-LI2019139EN.01016901-E0004]: Commission Implementing Regulation (EU) 2018/545 of 4 April 2018 establishing practical arrangements for the railway vehicle authorisation and railway vehicle type authorisation process pursuant to Directive (EU) 2016/797 of the European Parliament and of the Council (OJ L 90, 6.4.2018, p. 66)."

[^ntr*5-LI2019139EN.01016901-E0005]: Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability for use and EC verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC of the European Parliament and of the Council (OJ L 319, 4.12.2010, p. 1)."

[^ntr*6-LI2019139EN.01016901-E0006]: Commission Regulation (EU) No 1300/2014 of 18 November 2014 on the technical specifications for interoperability relating to accessibility of the Union's rail system for persons with disabilities and persons with reduced mobility (OJ L 356, 12.12.2014, p. 110).’;"

  • (84) the title of section 7.1.3 ‘Rules related to the type or design examination certificates’ is replaced by ‘Rules related to the EC type or design examination certificates’;

‘7.1.3.1.   Rolling stock subsystem
(1) This clause concerns a rolling stock type (unit type in the context of this TSI), as defined in Article 2(26) of Directive (EU) 2016/797, which is subject to a EC type or design verification procedure in accordance with the section 6.2 of this TSI. It also applies to the EC type or design verification procedure in accordance with the TSI Noise (Commission Regulation (EU) No 1304/2014[^ntr*9-LI2019139EN.01016901-E0009]), and the TSI PRM (Commission Regulation (EU) No 1300/2014) which refers to this TSI for its scope of application to Locomotives and Passenger rolling Stock.
(2) The TSI assessment basis for a “EC type or design examination” is defined in columns 2 and 3 “Design review” and “Type test” of Appendix H of this TSI.

Phase A
(3) Phase A starts once a notified body, which is responsible for EC verification, is appointed by the applicant and ends when the EC type or design examination certificate is issued.
(4) The TSI assessment basis for a type is defined for a phase A period, with a duration of maximum seven years. During the phase A period the assessment basis for EC verification to be used by the notified body will not change.
(5) When a revision of this TSI or of the TSI Noise or the TSI PRM comes into force during the phase A period, it is permissible (but not mandatory) to use the revised version, either totally or for particular sections, unless explicitly otherwise specified in the revision of these TSIs; in case of application limited to particular sections, the applicant has to justify and document that applicable requirements remain consistent, and this has to be approved by the notified body.

Phase B
(6) The phase B period defines the period of validity of the EC type or design examination certificate once it is issued by the notified body. During this time, units may be EC certified on the basis of conformity to type.
(7) The EC type or design examination certificate of EC verification for the subsystem is valid for a seven year phase B period after its issue date, even if a revision of this TSI or of the TSI Noise or the TSI PRM comes into force, unless explicitly otherwise specified in the revision of these TSIs. During this period of validity, new rolling stock of the same type is permitted to be placed on the market on the basis of an EC declaration of verification referring to the type certificate of verification.

[^ntr*9-LI2019139EN.01016901-E0009]: Commission Regulation (EU) No 1304/2014 of 26 November 2014 on the technical specification for interoperability relating to the subsystem “rolling stock — noise” amending Decision 2008/232/EC and repealing Decision 2011/229/EU (OJ L 356, 12.12.2014, p. 421).’;"

  • (86) Section 7.2 is amended as follows:
  • (a) the reference to ‘Article 34 of Directive 2008/57/EC’ is replaced by the reference to ‘Article 48 of Directive (EU) 2016/797’;
  • ‘(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.’;

  • ‘(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 clause 6.1.1 point (3).’;

‘ Specific case Portugal (“P”)

For units intended to operate on Portuguese network (1 668 mm track gauge) and which depends on track side equipment for axle bearing condition monitoring, the target area that shall remain unobstructed to permit observation by a trackside HABD and its position related to centre line vehicle shall be the following:

— YTA = 1 000 mm (lateral position of the centre of the target area relative to the centre line of the vehicle)

— WTA ≥ 65 mm (lateral width of the target area)

— LTA ≥ 100 mm (longitudinal length of the target area)

— YPZ = 1 000 mm (lateral position of the centre of the prohibitive zone relative to the centre line of the vehicle)

— WPZ ≥ 115 mm (lateral width of the prohibitive zone)

— LPZ ≥ 500 mm (longitudinal length of the prohibitive zone)

Specific case Spain (“P”)

For rolling stock intended to be used on the Spanish network (1 668 mm track gauge) and which depends on track side equipment for axle bearing condition monitoring, the zone visible to the trackside equipment on rolling stock shall be the area as defined in EN 15437-1:2009 clauses 5.1 and 5.2 considering the following values instead of the stated ones:

— YTA = 1 176 ± 10 mm (lateral position of the centre of the target area relative to the centre line of the vehicle)

— WTA ≥ 55 mm (lateral width of the target area)

— LTA ≥ 100 mm (longitudinal length of the target area)

— YPZ = 1 176 ± 10 mm (lateral position of the centre of the prohibitive zone relative to the centre line of the vehicle)

— WPZ ≥ 110 mm (lateral width of the prohibitive zone)

— LPZ ≥ 500 mm (longitudinal length of the prohibitive zone)’;

‘7.3.2.4.   Safety against derailment running on twisted track (4.2.3.4.1)

Specific case United Kingdom (Great Britain) (“P”)

It is permissible for all units and cases to use Method 3 set out in EN14363:2016 clause 6.1.5.3.1.

This specific case does not prevent the access of TSI compliant rolling stock to the national network.’;

‘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 clauses 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.

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