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.)

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

— Measuring methods are according to EN 13848:2003+A1.

Specific case Ireland and UK for Northern Ireland (“P”)

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

Specific case Spain (“P”)

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

250 m ≤ Rm < 400 m.

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

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

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

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

For technical compatibility with the existing network it is permissible to use national technical rules amending EN 14363 requirements and notified for the purpose of running dynamic behaviour. This specific case does not prevent the access of TSI compliant rolling stock to the national network.’;

• (93) In section 7.3.2.6, table 21 is replaced by the following table:

	‘Designation	Wheel diameter D (mm)	Minimum value (mm)	Maximum value (mm)
1 600 mm	Width of the rim (BR) (with maximum BURR of 5 mm)	690 ≤ D ≤ 1 016	137	139
1 600 mm	Thickness of the flange (Sd)	690 ≤ D ≤ 1 016	26	33
1 600 mm	Height of the flange (Sh)	690 ≤ D ≤ 1 016	28	38
1 600 mm	Face of the flange (qR)	690 ≤ D ≤ 1 016	6,5	—’

• (94) In section 7.3.2.6, table 22 is replaced by the following table:

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

• (95) in section 7.3.2.6, below Table 22, the text ‘Specific case Spain (“P”)’ of clause 7.3.2.6 is replaced by ‘Specific case Spain for 1 668 mm track gauge (“P”)’;

• (96) a new section 7.3.2.6a is added after section 7.3.2.6:

‘7.3.2.6a   Minimum curve radius (4.2.3.6)

Specific case Ireland (“P”)

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

• (97) in section 7.3.2.10, the text ‘clause 7.4.2.8.1’ is replaced by ‘clause 7.4.2.9.1’;

• (98) section 7.3.2.11 is amended as follows:

• — The text ‘Specific case Estonia (“T”)’ is replaced by the text ‘Specific case Estonia (“T1”)’

• — The text ‘Specific case France (“T”)’ is replaced by the text ‘Specific case France (“T2”)’

• — The text ‘Specific case Latvia (“T”)’ is replaced by the text ‘Specific case Latvia (“T1”)’;

• (99) in section 7.3.2.11, the text ‘clause 7.4.2.3.1’ is replaced by ‘clause 7.4.2.4.1’;

• (100) in section 7.3.2.12, the text ‘(“T”)’ is replaced by the text ‘(“T1”)’;

• (101) section 7.3.2.14, is amended as follows:

• — The text ‘Specific case Croatia (“T”)’ is replaced by the text ‘Specific case Croatia (“T1”)’

• — The text ‘Specific case Finland (“T”)’ is replaced by the text ‘Specific case Finland (“T1”)’

• — The text ‘Specific case France (“T”)’ is replaced by the text ‘Specific case France (“T2”)’

• — The text ‘Specific case Italy (“T”)’ is replaced by the text ‘Specific case Italy (“T0”)’

• — The text ‘Specific case Portugal (“T”)’ is replaced by the text ‘Specific case Portugal (“T0”)’

• — The text ‘Specific case Slovenia (“T”)’ is replaced by the text ‘Specific case Slovenia (“T0”)’

• — The text ‘Specific case Sweden (“T”)’ is replaced by the text ‘Specific case Sweden (“T1”)’;

• (102) section 7.3.2.16, is amended as follows:

• — The text ‘Specific case France (“T”)’ is replaced by the text ‘Specific case France (“T2”)’

• — The text ‘Specific case Sweden (“T”)’ is replaced by the text ‘Specific case Sweden (“T1”)’;

• (103) in section 7.3.2.20, the text ‘Specific case Italy (“T”)’ is replaced by the text ‘Specific case Italy (“T0”)’;

• (104) in section 7.3.2.20, the following paragraph is added:

‘Review clause:

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

• (105) in section 7.3.2.21, the text ‘Specific case Channel Tunnel (“T”)’ is replaced by the text ‘Specific case Channel Tunnel (“P”)’;

• (106) a new section 7.3.2.27 is added below section 7.3.2.26 as follows:

‘7.3.2.27.   Rules to manage changes in both rolling stock and rolling stock type (7.1.2.2)

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

Any change to a vehicle swept envelope as defined in the national technical rules notified for the gauging process (for example as described in RIS-2773-RST) will be categorised as 15(1) (c) of Commission Implementing Regulation (EU) 2018/545, and will not be classified as 21(12)(a) of Directive (EU) 2016/797.’;

• (107) a new section 7.5.1.3 is added below section 7.5.1.2 as follows:

‘7.5.1.3.   Aerodynamic effects on ballasted tracks (clause 4.2.6.2.5)

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

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

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

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

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

• (108) a new section 7.5.2.2 is added below section 7.5.2.1 as follows:

‘7.5.2.2.   Conditions for having an authorization for placing on the market not limited to particular networks

In order to facilitate free circulation of locomotives and passenger coaches, conditions for having an authorization for placing on the market not limited to particular networks have been developed during the preparation of ERA recommendation ERA-REC-111-2015-REC of 17 December 2015.

These provisions should be further developed to adapt them to Directive (EU) 2016/797 and to take into account the cleaning up of national technical rules, with particular focus on passenger coaches.’;

• (109) a new section 7.5.2.3 is added below section 7.5.2.2 as follows:

‘7.5.2.3.   Rules for extension of area of use for existing rolling stock not covered by an EC declaration of verification

Pursuant to Article 54(2) and (3) of Directive (EU) 2016/797, vehicles authorised for placing in service prior to 15 June 2016 shall receive an authorization for placing on the market according to Article 21 of Directive (EU) 2016/797 in order to operate on one or more networks which are not yet covered by their authorisation. Such vehicles shall thus be conform to this TSI or benefit from a non-application of this TSI pursuant to Article 7(1) of Directive 2016/797/EC.

In order to facilitate the free movement of vehicles, provisions shall be developed to set out which level of flexibility could be granted to such vehicles as well as to vehicles which were not subject to authorization, as regards compliance with the TSI requirements while fulfilling the essential requirements, maintaining the appropriate safety level, and where reasonably practicable, improving it.’;

• (110) section 7.5.3.1 is amended as follows:

• (a) the reference to ‘Directive 2008/57/EC’ is replaced by the reference to ‘Directive (EU) 2016/797’;

• (b) The text ‘in accordance with article 17 of Directive 2008/57/EC or through the Infrastructure Register referred to in article 35 of the same Directive’ is replaced by the text ‘in accordance with article 14 of Directive (EU) 2016/797 or through the Infrastructure Register referred to in article 49 of the same Directive’;

• (111) in the list ‘APPENDICES’ following Chapter 7, the text ‘Appendix A: Buffer and draw gear’ is replaced by ‘Appendix A: Intentionally deleted’;

• (112) the text of Appendix A is replaced by ‘Intentionally deleted’;

• (113) section C.3 of Appendix C is replaced by the following:

‘C.3   Running dynamic behaviour

The running characteristics are permitted to be determined by running tests or by reference to a similar type approved machine as detailed in clause 4.2.3.4.2 of this TSI or by simulation.

The following additional deviations from the specification referenced in Annex J-1, index 16 apply:

— The test shall always be taken as the simplified method for this type of machines

— when running tests according to the specification referenced in Annex J-1, index 16 are done with wheel profile in new condition, these are valid for a maximum distance of 50 000 km. After 50 000 km it is necessary to:

— either re-profile the wheels;

— or calculate the equivalent conicity of the worn profile and check that it does not differ more than 50 % from the value of the test of the specification referenced in Annex J-1, index 16 (with a maximum difference of 0,05);

— or make a new test according to the specification referenced in Annex J-1, index 16 with worn wheel profile;

— in general, stationary tests to determine the parameters of characteristic running gear in accordance with to the specification referenced in Annex J-1, index 16, clause 5.3.1 are not necessary;

— if the required test speed cannot be obtained by the machine itself, the machine shall be hauled for the tests.

Running behaviour can be proven by simulation of the tests described in to the specification referenced in Annex J-1, index 16 (with the exceptions as specified above) when there is a validated model of representative track and operating conditions of the machine.

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

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

• (114) Appendix H is replaced by the following:

‘Appendix H

Assessment of the rolling stock subsystem

H.1   Scope

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

H.2   Characteristics and modules

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

Table H.1

Assessment of the rolling stock subsystem

1	1	2	3	4	5
Characteristics to be assessed, as specified in clause 4.2 of this TSI	Characteristics to be assessed, as specified in clause 4.2 of this TSI	Design and development phase	Design and development phase	Production phase	Particular assessment procedure
Characteristics to be assessed, as specified in clause 4.2 of this TSI	Characteristics to be assessed, as specified in clause 4.2 of this TSI	Design review	Type Test	Routine Test	Particular assessment procedure
Element of the Rolling Stock sub-system	Clause				Clause
Structure and mechanical parts	4.2.2
Inner coupling	4.2.2.2.2	X	n.a.	n.a.	—
End coupling	4.2.2.2.3	X	n.a.	n.a.	—
IC automatic centre buffer coupler	5.3.1	X	X	X	—
IC manual end coupling	5.3.2	X	X	X	—
Rescue coupling	4.2.2.2.4	X	X	n.a.	—
IC rescue coupling	5.3.3	X	X	X
Staff access for coupling and uncoupling	4.2.2.2.5	X	X	n.a.	—
Gangways	4.2.2.3	X	X	n.a.	—
Strength of vehicle structure	4.2.2.4	X	X	n.a.	—
Passive safety	4.2.2.5	X	X	n.a.	—
Lifting and jacking	4.2.2.6	X	X	n.a.	—
Fixing of devices to carbody structure	4.2.2.7	X	n.a.	n.a.	—
Staff and freight access doors	4.2.2.8	X	X	n.a.	—
Mechanical characteristics of glass	4.2.2.9	X	n.a.	n.a.	—
Load conditions and weighted mass	4.2.2.10	X	X	X	6.2.3.1
Track interaction and gauging	4.2.3
Gauging	4.2.3.1	X	n.a.	n.a.	—
Wheel load	4.2.3.2.2	X	X	n.a	6.2.3.2
Rolling Stock characteristics for compatibility with train detection systems	4.2.3.3.1	X	X	X	—
Axle bearing condition monitoring	4.2.3.3.2	X	X	n.a.	—
Safety against derailment running on twisted track	4.2.3.4.1	X	X	n.a.	6.2.3.3
Running dynamic behaviour requirements	4.2.3.4.2 a)	X	X	n.a.	6.2.3.4
Active systems – safety requirement	4.2.3.4.2 b)	X	n.a.	n.a.	6.2.3.5
Limit values for running safety	4.2.3.4.2.1	X	X	n.a.	6.2.3.4
Track loading limit values	4.2.3.4.2.2	X	X	n.a.	6.2.3.4
Equivalent conicity	4.2.3.4.3	X	n.a.	n.a.	—
Design values for new wheel profiles	4.2.3.4.3.1	X	n.a.	n.a.	6.2.3.6
In-service values of wheelset equivalent conicity	4.2.3.4.3.2	X			—
Structural design of bogie frame	4.2.3.5.1	X	X.	n.a.	—
Mechanical and geometrical characteristics of wheelsets	4.2.3.5.2.1	X	X	X	6.2.3.7
Mechanical and geometrical characteristics of wheels	4.2.3.5.2.2	X	X	X	—
Wheels (IC)	5.3.2	X	X	X	6.1.3.1
Automatic variable gauge systems	4.2.3.5.3	X	X	X	6.2.3.7a
Automatic variable gauge systems (IC)	5.3.4a	X	X	X	6.1.3.1a
Minimum curve radius	4.2.3.6	X	n.a.	n.a.	—
Life guards	4.2.3.7	X	n.a.	n.a.	—
Braking	4.2.4
Functional requirements	4.2.4.2.1	X	X	n.a	—
Safety requirements	4.2.4.2.2	X	n.a	n.a	6.2.3.5
Type of brake system	4.2.4.3	X	X	n.a	—
Brake command	4.2.4.4
Emergency braking	4.2.4.4.1	X	X	X	—
Service braking	4.2.4.4.2	X	X	X	—
Direct braking command	4.2.4.4.3	X	X	X	—
Dynamic braking command	4.2.4.4.4	X	X	n.a	—
Parking braking command	4.2.4.4.5	X	X	X	—
Braking performance	4.2.4.5
General requirements	4.2.4.5.1	X	n.a	n.a	—
Emergency braking	4.2.4.5.2	X	X	X	6.2.3.8
Service braking	4.2.4.5.3	X	X	X	6.2.3.9
Calculations related to thermal capacity	4.2.4.5.4	X	n.a	n.a	—
Parking brake	4.2.4.5.5	X	n.a	n.a	—
Limit of wheel rail adhesion profile	4.2.4.6.1	X	n.a	n.a	—
Wheel slide protection system	4.2.4.6.2	X	X	n.a	6.2.3.10
Wheel slide protection system (IC)	5.3.5	X	X	X	6.1.3.2
Interface with traction — Braking systems linked to traction (electric, hydro-dynamic)	4.2.4.7	X	X	X	—
Braking system independent of adhesion conditions	4.2.4.8
General	4.2.4.8.1.	X	n.a	n.a	—
Magnetic track brake	4.2.4.8.2.	X	X	n.a	—
Eddy current track brake	4.2.4.8.3	X	X	n.a.	—
Brake state and fault indication	4.2.4.9	X	X	X	—
Brake requirements for rescue purposes	4.2.4.10	X	X	n.a	—
Passenger related items	4.2.5
Sanitary systems	4.2.5.1	X	n.a	n.a	6.2.3.11
Audible communication system	4.2.5.2	X	X	X	—
Passenger alarm	4.2.5.3	X	X	X	—
Passenger alarm – safety requir.	4.2.5.3	X	n.a	n.a	6.2.3.5
Communication devices for passengers	4.2.5.4	X	X	X	—
Exterior doors: access to and egress from Rolling Stock	4.2.5.5	X	X	X	—
Exterior doors – safety requir.	4.2.5.5	X	n.a	n.a	6.2.3.5
Exterior door system construction	4.2.5.6	X	n.a	n.a	—
inter-unit doors	4.2.5.7	X	X	n.a	—
Internal air quality	4.2.5.8	X	n.a	n.a	6.2.3.12
Body side windows	4.2.5.9	X			—
Environmental conditions and aerodynamic effects	4.2.6
Environmental conditions	4.2.6.1
Temperature	4.2.6.1.1	X	n.a. X (1)	n.a.	—
Snow, ice and hail	4.2.6.1.2	X	n.a. X (1)	n.a.	—
(1) Type test if and as defined by the Applicant.
Aerodynamic effects	4.2.6.2
Slipstream effects on passengers on platform and on workers trackside	4.2.6.2.1	X	X	n.a.	6.2.3.13
Head pressure pulse	4.2.6.2.2	X	X	n.a.	6.2.3.14
Maximum pressure variations in tunnels	4.2.6.2.3	X	X	n.a.	6.2.3.15
Cross wind	4.2.6.2.4	X	n.a	n.a.	6.2.3.16
External lights & visible and audible warning devices	4.2.7
External front and rear lights	4.2.7.1
Head lights IC	4.2.7.1.1 5.3.6	X	X	n.a	-6.1.3.3
Marker lights IC	4.2.7.1.2 5.3.7	X	X	n.a	-6.1. 3.4
Tail lights IC	4.2.7.1.3 5.3.8	X	X	n.a	-6.1.3.5
Lamp controls	4.2.7.1.4	X	X	n.a	—
Horn	4.2.7.2
General – warning sound IC	4.2.7.2.1 5.3.9	X	X	n.a	-6.1.3.6
Warning horn sound pressure levels	4.2.7.2.2 5.3.9	X	X	n.a	6.2.3.17 6.1.3.6
Protection	4.2.7.2.3	X	n.a	n.a	—
Control	4.2.7.2.4	X	X	n.a	—
Traction and electrical equipment	4.2.8
Traction performance	4.2.8.1
General	4.2.8.1.1
Requirements on performance	4.2.8.1.2	X	n.a	n.a	—
Power supply	4.2.8.2
General	4.2.8.2.1	X	n.a	n.a	—
Operation within range of voltages and frequencies	4.2.8.2.2	X	X	n.a	—
Regenerative brake with energy to the overhead contact line	4.2.8.2.3	X	X	n.a	—
Maximum power and current from the overhead contact line	4.2.8.2.4	X	X	n.a	6.2.3.18
Maximum current at standstill for DC systems	4.2.8.2.5	X	X	n.a	—
Power factor	4.2.8.2.6	X	X	n.a	6.2.3.19
System energy disturbances	4.2.8.2.7	X	X	n.a	—
Energy consumption measuring function	4.2.8.2.8	X	X	n.a	—
Requirements linked to pantograph	4.2.8.2.9	X	X	n.a	6.2.3.20 & 21
Pantograph (IC)	5.3.10	X	X	X	6.1.3.7
Contact strips (IC)	5.3.11	X	X	X	6.1.3.8
Electrical protection of the train IC Main circuit breaker	4.2.8.2.10 5.3.12	X	X	n.a	—
Diesel and other thermal traction system	4.2.8.3	—	—	—	Other Directive
Protection against electrical hazards	4.2.8.4	X	X	n.a	—
Cab and operation	4.2.9
Driver's Cab	4.2.9.1	X	n.a	n.a	—
General	4.2.9.1.1	X	n.a	n.a	—
Access and egress	4.2.9.1.2	X	n.a	n.a	—
Access and egress in operating conditions	4.2.9.1.2.1	X	n.a	n.a	—
Driver's cab emergency exit	4.2.9.1.2.2	X	n.a	n.a	—
External visibility	4.2.9.1.3	X	n.a	n.a	—
Front visibility	4.2.9.1.3.1	X	n.a	n.a	—
Rear and side view	4.2.9.1.3.2	X	n.a	n.a	—
Interior layout	4.2.9.1.4	X	n.a	n.a	—
Driver's seat IC	4.2.9.1.5 5.3.13	X X	n.a X	n.a X	—
Driver's desk- Ergonomics	4.2.9.1.6	X	n.a	n.a	—
Climate control and air quality	4.2.9.1.7	X	X	n.a	6.2.3.12
Internal lighting	4.2.9.1.8	X	X	n.a	—
Windscreen-Mechanical characteristics	4.2.9.2.1	X	X	n.a	6.2.3.22
Windscreen-Optical characteristics	4.2.9.2.2	X	X	n.a	6.2.3.22
Windscreen-Equipment	4.2.9.2.3	X	X	n.a	—
Driver machine interface	4.2.9.3
Driver's activity control function	4.2.9.3.1	X	X	X	—
Speed indication	4.2.9.3.2	—	—	—	—
Driver display unit and screens	4.2.9.3.3	X	X	n.a	—
Controls and indicators	4.2.9.3.4	X	X	n.a	—
Labelling	4.2.9.3.5	X	n.a	n.a	—
Radio remote control function by staff for shunting operation	4.2.9.3.6	X	X	n.a	—
Onboard tools and portable equipment	4.2.9.4	X	n.a	n.a	—
Storage facility for staff personal effects	4.2.9.5	X	n.a	n.a	—
Recording device	4.2.9.6	X	X	X	—
Fire safety and evacuation	4.2.10
General and categorisation	4.2.10.1	X	n.a	n.a	—
Measures to prevent fire	4.2.10.2	X	X	n.a	—
Measures to detect/control fire	4.2.10.3	X	X	n.a	—
Requirements related to emergencies	4.2.10.4	X	X	n.a	—
Requirements related to evacuation	4.2.10.5	X	X	n.a	—
Servicing	4.2.11
Cleaning of driver's cab windscreen	4.2.11.2	X	X	n.a	—
Connection to toilet discharge system IC	4.2.11.3 5.3.14	X	n.a	n.a	—
Water refilling equipment	4.2.11.4	X	n.a	n.a	—
Interface for water refilling IC	4.2.11.5 5.3.15	X	n.a	n.a	—
Special requirements for stabling of trains	4.2.11.6	X	X	n.a	—
Refuelling equipment	4.2.11.7	X	n.a	n.a	—
Train interior cleaning – power supply	4.2.11.8	X	n.a	n.a	—
Documentation for operation and maintenance	4.2.12
General	4.2.12.1	X	n.a	n.a	—
General documentation	4.2.12.2	X	n.a	n.a	—
Documentation related to maintenance	4.2.12.3	X	n.a	n.a	—
The maintenance design justification file	4.2.12.3.1	X	n.a	n.a	—
The Maintenance description file	4.2.12.3.2	X	n.a	n.a	—
Operating documentation	4.2.12.4	X	n.a	n.a	—
Lifting diagram and instructions	4.2.12.4	X	n.a	n.a	—
Rescue related descriptions	4.2.12.5	X	n.a	n.a	—

• (115) Appendix I is replaced by the following:

‘Appendix I

Aspects for which the technical specification is not available

(open points)

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

Element of the Rolling Stock sub-system	Clause of this TSI	Technical aspect not covered by this TSI	Comments
Compatibility with train detection systems	4.2.3.3.1	See specification referenced in Annex J-2, index 1.	Open points also identified in the TSI CCS.
Running dynamic behaviour for 1 520 mm track gauge system	4.2.3.4.2 4.2.3.4.3	Running dynamic behaviour. Equivalent conicity.	Normative documents referred to in the TSI are based on experience gained on the 1 435 mm system.
Braking system independent of adhesion conditions	4.2.4.8.3	Eddy current track brake	Equipment not mandatory. Electromagnetic compatibility with concerned network.
Aerodynamic effect on ballasted track for RST of design speed > 250 km/h	4.2.6.2.5	Limit value and conformity assessment in order to limit risks induced by the projection of ballast	On-going work within CEN. Open point also in TSI INF.

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

Element of the Rolling Stock sub-system	Clause of this TSI	Technical aspect not covered by this TSI	Comments
Fire Containment and Control Systems	4.2.10.3.4	Conformity assessment of FCCS other than full partitions.	Assessment procedure of efficiency for controlling fire and smoke developed by CEN according to a request for standard issued by ERA.

• (116) Appendix J is replaced by the following:

‘Appendix J

Technical specifications referred to in this TSI

J.1   Standards or normative documents

	TSI	TSI	Normative document	Normative document
Index No	Characteristics to be assessed	Point	Document No	Mandatory points
1	Inner coupling for articulated units	4.2.2.2.2	EN 12663-1:2010+A1:2014	6.5.3, 6.7.5
2	End coupling – manual UIC type – pipes interface	4.2.2.2.3	EN 15807:2011	relevant cl.18
3	End coupling – manual UIC type – end cocks	4.2.2.2.3	EN 14601:2005+ A1:2010	relevant cl.18
4	End coupling – manual UIC type – lateral location of brake pipe and cocks	4.2.2.2.3	UIC 648:Sept 2001	relevant cl.18
5	Rescue coupling — interface with recovery unit	4.2.2.2.4	UIC 648:Sept 2001	relevant cl.18
6	Staff access for coupling and uncoupling – space for shunting staff	4.2.2.2.5	EN 16839:2017	4
7	Strength of vehicle structure – general	4.2.2.4	EN 12663-1:2010+A1:2014	relevant cl.18
7	Strength of vehicle structure – categorisation of rolling stock	4.2.2.4	EN 12663-1:2010+A1:2014	5.2
7	Strength of vehicle structure – method of verification	4.2.2.4	EN 12663-1:2010+A1:2014	9.2
7	Strength of vehicle structure – alternative requirements for OTMs	Appendix C Section C.1	EN 12663-1:2010+A1:2014	6.1 to 6.5
8	Passive safety – general	4.2.2.5	FprEN 15227:2017	relevant cl.18 Except Annex A
8	Passive safety – categorisation	4.2.2.5	FprEN 15227:2017	5-table 1
8	Passive safety – scenarios	4.2.2.5	FprEN 15227:2017	5-table 3, 6.
8	Passive safety – obstacle deflector	4.2.2.5	FprEN 15227:2017	6.5
9	Lifting and jacking — geometry of permanent and removable points	4.2.2.6	EN 16404:2016	5.2, 5.3
10	Lifting and jacking — marking	4.2.2.6	EN 15877-2:2013	4.5.17
11	Lifting and jacking — strength method of verification	4.2.2.6	EN 12663-1:2010+A1:2014	6.3.2, 6.3.3, 9.2
12	Fixing of devices to carbody structure	4.2.2.7	EN 12663-1:2010+A1:2014	6.5.2
13	Load conditions and weighed mass – load conditions hypothesis of load conditions	4.2.2.10	EN 15663:2009 /AC:2010	2.1 relevant cl.18
14	Gauging – method, reference contours	4.2.3.1	EN 15273-2:2013+A1:2016	relevant cl.18
14	Gauging – method, reference contours verification of eddy current track brakes verification of pantograph gauge	4.2.4.8.3(3)	EN 15273-2:2013+A1:2016	A.3.12
14	Gauging – method, reference contours verification of eddy current track brakes verification of pantograph gauge	4.2.3.1	EN 15273-2:2013+A1:2016	relevant cl.18
15	Axle bearing condition monitoring – zone visible to track side equipment	4.2.3.3.2.2	EN 15437-1:2009	5.1, 5.2
16	Running dynamic behaviour	4.2.3.4.2 Appendix C	EN 14363:2016	relevant cl.18
17	Running dynamic behaviour – limit values for running safety	4.2.3.4.2.1	EN 14363:2016	7.5
18	NOT USED	NOT USED	NOT USED	NOT USED
19	Running dynamic behaviour – track loading limit values	4.2.3.4.2.2	EN 14363: 2016	7.5
20	Structural design of the bogie frame	4.2.3.5.1	EN 13749:2011	6.2, Annex C
21	Structural design of the bogie frame – body to bogie connection	4.2.3.5.1	EN 12663-1:2010+A1:2014	relevant cl.18
22	Braking – type of brake system, UIC brake system	4.2.4.3 6.2.7a	EN 14198:2016	5.4
23	Braking performance – calculation – general	4.2.4.5.1	EN 14531-1:2005 or EN 14531-6:2009	relevant cl.18
24	Braking performance – friction coefficient	4.2.4.5.1	EN 14531-1:2005	5.3.1.4
25	Emergency braking performance – response time/delay time	4.2.4.5.2	EN 14531-1:2005	5.3.3
25	Emergency braking performance –brake weight percentage	4.2.4.5.2	EN 14531-1:2005	5.12
26	Emergency braking performance – calculation	4.2.4.5.2	EN 14531-1:2005 or EN 14531-6:2009	relevant cl.18
27	Emergency braking performance – friction coefficient	4.2.4.5.2	EN 14531-1:2005	5.3.1.4
28	Service braking performance – calculation	4.2.4.5.3	EN 14531-1:2005 or EN 14531-6:2009	relevant cl.18
29	Parking brake performance – calculation	4.2.4.5.5	EN 14531-1:2005 or EN 14531-6:2009	relevant cl.18
30	Wheel slide protection system – design	4.2.4.6.2	EN 15595:2009+A1:2011	4
30	Wheel slide protection system – verification method	4.2.4.6.2	EN 15595:2009+A1:2011	5, 6
30	Wheel slide protection system – wheel rotation monitoring system	4.2.4.6.2	EN 15595:2009+A1:2011	4.2.4.3
31	Magnetic track brake	4.2.4.8.2	EN 16207:2014	Annex C
32	Door obstacle detection – sensitivity	4.2.5.5.3	EN 14752:2015	5.2.1.4.1
32	Door obstacle detection – maximum force	4.2.5.5.3	EN 14752:2015	5.2.1.4.2.2
33	Door emergency opening – manual force to open the door	4.2.5.5.9	EN 14752:2015	5.5.1.5
34	Environmental conditions – temperature	4.2.6.1.1	EN 50125-1:2014	4.3
35	Environmental conditions – snow, ice and hail conditions	4.2.6.1.2	EN 50125-1:2014	4.7
36	Environmental conditions – obstacle deflector	4.2.6.1.2	EN 15227:2008 +A1:2011	relevant cl.18
37	Aerodynamic effects –crosswind method of verification	4.2.6.2.4.	EN 14067-6:2010	5
38	Head lights – colour full-beam headlamp luminous intensity alignment	4.2.7.1.1	EN 15153-1:2013+A1:2016	5.3.3 5.3.5
38	Head lights – dimmed headlamp luminous intensity	4.2.7.1.1	EN 15153-1:2013+A1:2016	5.3.4 table 2 first line
38	Head lights – full-beam headlamp luminous intensity	4.2.7.1.1	EN 15153-1:2013+A1:2016	5.3.4 table 2 first line
38	Head lights – alignment	4.2.7.1.1	EN 15153-1:2013+A1:2016	5.3.5
39	Marker lights – colour	4.2.7.1.2	EN 15153-1:2013+A1:2016	5.4.3.1 table 4
39	Marker lights – spectral radiation distribution	4.2.7.1.2	EN 15153-1:2013+A1:2016	5.4.3.2
39	Marker lights – luminous intensity	4.2.7.1.2	EN 15153-1:2013+A1:2016	5.4.4 table 6
40	Tail lights – colour	4.2.7.1.3	EN 15153-1:2013+A1:2016	5.5.3 table 7
40	Tail lights – luminous intensity	4.2.7.1.3	EN 15153-1:2013+A1:2016	5.5.4 table 8
41	Warning horn sound pressure levels	4.2.7.2.2	EN 15153-2:2013	5.2.2
42	Regenerative brake with energy to the overhead contact line	4.2.8.2.3	EN 50388:2012 and EN 50388:2012/AC:2013	12.1.1
43	Maximum power and current from the overhead contact line – automatic regulation of current	4.2.8.2.4	EN 50388:2012 and EN 50388:2012/AC:2013	7.2
44	Power factor – verification method	4.2.8.2.6	EN 50388:2012 and EN 50388:2012/AC:2013	6
45	System energy disturbances for AC systems – harmonics and dynamic effects	4.2.8.2.7	EN 50388:2012 and EN 50388:2012/AC:2013	10.1
45	System energy disturbances for AC systems – compatibility study	4.2.8.2.7	EN 50388:2012 and EN 50388:2012/AC:2013	10.3 Table 5 Annex D 10.4
46	Working range in height of pantograph (IC level) – characteristics	4.2.8.2.9.1.2	EN 50206-1:2010	4.2, 6.2.3
47	Pantograph head geometry	4.2.8.2.9.2	EN 50367:2012 and EN 50367:2012/AC:2013	5.3.2.2
48	Pantograph head geometry – type 1 600 mm	4.2.8.2.9.2.1	EN 50367:2012 and EN 50367:2012/AC:2013	Annex A.2 Figure A.6
49	Pantograph head geometry – type 1 950 mm	4.2.8.2.9.2.2	EN 50367:2012 and EN 50367:2012/AC:2013	Annex A.2 Figure A.7
50	Pantograph current capacity (IC level)	4.2.8.2.9.3	EN 50206-1:2010	6.13.2
51	Pantograph lowering (RST level) – time to lower the pantograph	4.2.8.2.9.10	EN 50206-1:2010	4.7
51	Pantograph lowering (RST level) – ADD	4.2.8.2.9.10	EN 50206-1:2010	4.8
52	Pantograph lowering (RST level) – dynamic insulating distance	4.2.8.2.9.10	EN 50119:2009 and EN 50119:2009/A1:2013	Table 2
53	Electrical protection of the train – coordination of protection	4.2.8.2.10	EN 50388:2012 and EN 50388:2012/AC:2013	11
54	Protection against electrical hazard	4.2.8.4	EN 50153:2014	relevant cl.18
55	Windscreen – mechanical characteristics	4.2.9.2.1	EN 15152:2007	4.2.7, 4.2.9
56	Windscreen –angle between primary and secondary images	4.2.9.2.2	EN 15152:2007	4.2.2
56	Windscreen – optical distortion	4.2.9.2.2	EN 15152:2007	4.2.3
56	Windscreen – haze	4.2.9.2.2	EN 15152:2007	4.2.4
56	Windscreen – luminous transmittance	4.2.9.2.2	EN 15152:2007	4.2.5
56	Windscreen – chromaticity	4.2.9.2.2	EN 15152:2007	4.2.6
57	Recording device – functional requirements	4.2.9.6	EN/IEC 62625-1:2013	4.2.1, 4.2.2, 4.2.3, 4.2.4
57	Recording device – recording performance	4.2.9.6	EN/IEC 62625-1:2013	4.3.1.2.2
57	Recording device – integrity	4.2.9.6	EN/IEC 62625-1:2013	4.3.1.4
57	Recording device – data integrity safeguard	4.2.9.6	EN/IEC 62625-1:2013	4.3.1.5
57	Recording device – level of protection	4.2.9.6	EN/IEC 62625-1:2013	4.3.1.7
58	Measures to prevent fire – material requirements	4.2.10.2.1	EN 45545-2:2013+A1:2015	relevant cl.18
59	Specific measures for flammable liquids	4.2.10.2.2	EN 45545-2:2013+A1:2015	Table 5
60	Fire spreading protection measures for passenger rolling stock – partition test	4.2.10.3.4	EN 1363-1:2012	relevant cl.18
61	Fire spreading protection measures for passenger rolling stock – partition test	4.2.10.3.5	EN 1363-1:2012	relevant cl.18
62	Emergency lighting – lighting level	4.2.10.4.1	EN 13272:2012	5.3
63	Running capability	4.2.10.4.4	EN 50553:2012 and EN 50553:2012/AC:2013	relevant cl.18
64	Interface for water filling	4.2.11.5	EN 16362:2013	4.1.2 figure 1
65	Special requirements for stabling of trains – local external auxiliary power supply	4.2.11.6	EN/IEC 60309-2:1999 and amendments EN 60309-2:1999/A11:2004, A1: 2007 and A2:2012	relevant cl.18
66	Automatic centre buffer coupler – type 10	5.3.1	EN 16019:2014	relevant cl.18
67	Manual end coupling – UIC type	5.3.2	EN 15551:2017	relevant cl.18
68	Manual end coupling – UIC type	5.3.2	EN 15566:2016	relevant cl.18
69	Rescue coupler	5.3.3	EN 15020:2006 +A1:2010	relevant cl.18
70	Main circuit breaker – coordination of protection	5.3.12	EN 50388:2012 and EN 50388:2012/AC:2013	11
71	Wheels – verification method decision criteria	6.1.3.1	EN 13979-1:2003+A2:2011	7.2.1, 7.2.2 7.2.3
71	Wheels – verification method Further verification method	6.1.3.1	EN 13979-1:2003+A2:2011	7.3
71	Wheels – verification method Thermomechanical behaviour	6.1.3.1	EN 13979-1:2003+A2:2011	6
72	Wheel slide protection – method of verification	6.1.3.2	EN 15595:2009+A1:2011	5
72	Wheel slide protection – test programme	6.1.3.2	EN 15595:2009+A1:2011	only 6.2.3 of 6.2
73	Head lamps – colour	6.1.3.3	EN 15153-1:2013+A1:2016	6.3
73	Head lamps – luminous intensity	6.1.3.3	EN 15153-1:2013+A1:2016	6.4
74	Marker lamps – colour	6.1.3.4	EN 15153-1:2013+A1:2016	6.3
74	Marker lamps – luminous intensity	6.1.3.4	EN 15153-1:2013+A1:2016	6.4
75	Tail lamps – colour	6.1.3.5	EN 15153-1:2013+A1:2016	6.3
75	Tail lamps – luminous intensity	6.1.3.5	EN 15153-1:2013+A1:2016	6.4
76	Horn – sounding	6.1.3.6	EN 15153-2:2013	6
76	Horn – sound pressure level	6.1.3.6	EN 15153-2:2013	6
77	Pantograph – static contact force	6.1.3.7	EN 50367:2012 and EN 50367:2012/AC:2013	7.2
78	Pantograph — limit value	6.1.3.7	EN 50119:2009 and EN 50119:2009/A1:2013	5.1.2
79	Pantograph – verification method	6.1.3.7	EN 50206-1:2010	6.3.1
80	Pantograph – dynamic behaviour	6.1.3.7	EN 50318:2002	relevant cl.18
81	Pantograph – interaction characteristics	6.1.3.7	EN 50317:2012 and EN 50317:2012/AC:2012	relevant cl.18
82	Contact strips – verification method	6.1.3.8	EN 50405:2015	7.2, 7.3 7.4, 7.6 7.7
83	Safety against derailment running on twisted track	6.2.3.3	EN 14363:2016	4, 5, 6.1
84	Running dynamic behaviour – method of verification assessment of criteria conditions of assessment	6.2.3.4	EN 14363:2016	4, 5, 7
85	Equivalent conicity – rail section definitions	6.2.3.6	EN 13674-1:2011	relevant cl.18
86	Equivalent conicity – wheel profile definitions	6.2.3.6	EN 13715:2006+A1:2010	relevant cl.18
87	Wheelset – assembly	6.2.3.7	EN 13260:2009+A1:2010	3.2.1
88	Wheelset – axles, method of verification	6.2.3.7	EN 13103:2009+A1:2010 +A2:2012	4, 5, 6
88	Wheelset – axles, decision criteria	6.2.3.7	EN 13103:2009+A1:2010 +A2:2012	7
89	Wheelset – axles, method of verification	6.2.3.7	EN 13104:2009 +A1:2010	4, 5, 6
89	Wheelset – axles, decision criteria	6.2.3.7	EN 13104:2009 +A1:2010	7
90	Axle boxes/bearings	6.2.3.7	EN 12082:2007+A1:2010	6
91	Emergency braking performance	6.2.3.8	EN 14531-1:2005	5.11.3
92	Service braking performance	6.2.3.9	EN 14531-1:2005	5.11.3
93	Wheel slide protection, method of verification of performance	6.2.3.10	EN 15595:2009+A1:2011	6.4
94	Slipstream effect – full scale tests	6.2.3.13	EN 14067-4:2013	6.2.2.1
94	Slipstream effect – simplified assessment	6.2.3.13	EN 14067-4:2013	4.2.4 and table 7
95	Head pressure pulse – method of verification	6.2.3.14	EN 14067-4:2013	6.1.2.1
95	Head pressure pulse – CFD	6.2.3.14	EN 14067-4:2013	6.1.2.4
95	Head pressure pulse – moving model	6.2.3.14	EN 14067-4:2013	6.1.2.2
95	Head pressure pulse – simplified assessment method	6.2.3.14	EN 14067-4:2013	4.1.4 and table 4
96	Maximum pressure variations — distance xp between the entrance portal and the measuring position, the definitions of ΔpFr, ΔpN, ΔpT, the minimum tunnel length	6.2.3.15	EN 14067-5:2006 +A1:2010	relevant cl.18
97	Horn – sound pressure level	6.2.3.17	EN 15153-2:2013+A1:2016	5
98	Maximum power and current from the overhead contact line – method of verification	6.2.3.18	EN 50388:2012 and EN 50388:2012/AC:2013	15.3
99	Power factor — method of verification	6.2.3.19	EN 50388:2012 and EN 50388:2012/AC:2013	15.2
100	Current collection dynamic behaviour – dynamic tests	6.2.3.20	EN 50317:2012 and EN 50317:2012/AC:2012	relevant cl.18
101	Windscreen – characteristics	6.2.3.22	EN 15152:2007	6.2.1 to 6.2.7
102	Structural strength	Appendix C Section C.1	EN 12663-2:2010	5.2.1 to 5.2.4
103	NOT USED	NOT USED	NOT USED	NOT USED
104	NOT USED	NOT USED	NOT USED	NOT USED
105	NOT USED	NOT USED	NOT USED	NOT USED
106	NOT USED	NOT USED	NOT USED	NOT USED
107	Design values for new wheel profiles – evaluation of the equivalent conicity	6.2.3.6	EN 14363:2016	Annexes O and P
108	Slipstream effects – Requirements	4.2.6.2.1	EN 14067-4:2013	4.2.2.1, 4.2.2.2, 4.2.2.3 and 4.2.2.4
109	Head pressure pulse – Requirements	4.2.6.2.2	EN 14067-4:2013	4.1.2
110	End coupling – Compatibility between units –manual UIC type	4.2.2.2.3	EN 16839:2017	5, 6 7, 8
111	“Single pole” power supply line	4.2.11.6	CLC/TS 50534:2010	Annex A
112	Communication protocols	4.2.12.2	IEC 61375-1:2012	relevant cl.18
113	Gangways-Flange intercommunication connections	6.2.7a	EN 16286-1:2013	Annexes A and B
114	Physical interface between units for the signal transmission	6.2.7a	UIC 558, January 1996	Plate 2
115	Marking: length over buffers and electric power supply	6.2.7a	EN 15877-2:2013	4.5.5.1 4.5.6.3
116	On-board location function-Requirements	4.2.8.2.8.1	EN 50463-3:2017	4.4
117	Energy measurement function – accuracy for active energy measurement:	4.2.8.2.8.2	EN 50463-2:2017	4.2.3.1 and 4.2.3.4
117	Energy measurement function – Class designations	4.2.8.2.8.2	EN 50463-2:2017	4.3.3.4, 4.3.4.3 and 4.4.4.2
117	Energy measurement function — Assessment	6.2.3.19b	EN 50463-2:2017	5.4.3.4.1, 5.4.3.4.2, 5.4.4.3.1, Table 3, 5.4.3.4.3.1 and 5.4.4.3.2.1
118	Energy measurement function: consumption point identification — Definition	4.2.8.2.8.3	EN 50463-1:2017	4.2.5.2
119	Interface protocols between on-board energy measurement system (EMS) and on-ground data collection system (DCS) - Requirements	4.2.8.2.8.4	EN 50463-4:2017	4.3.3.1, 4.3.3.3, 4.3.4, 4.3.5, 4.3.6 and 4.3.7
120	Energy measurement function: mean temperature coefficient of each device — Assessment methodology	6.2.3.19b	EN 50463-2:2017	5.4.3.4.3.2 and 5.4.4.3.2.2
121	The compiling and handling of data within the data handing system-Assessment methodology	6.2.3.19b	EN 50463-3:2017	5.4.8.3, 5.4.8.5 and 5.4.8.6
122	On-board energy measurement system-Tests	6.2.3.19b	EN 50463-5:2017	5.3.3 and 5.5.4

J.2   Technical documents (available on ERA website)

	TSI	TSI	ERA technical document	ERA technical document
Index No	Characteristics to be assessed	Point	Mandatory ref Document No	Points
1	Interface between control-command signalling trackside and other subsystems	4.2.3.3.1	ERA/ERTMS/033281 rev 4.0	3.1 & 3.2
2	Friction elements for wheel tread brake for freight wagons	7.1.4.2	ERA/TD/2013-02/INT v.3.0	All

[^ntc*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).’;

[^ntc*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).’;

[^ntc*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).’;

[^ntc*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).

[^ntc*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).

[^ntc*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).’;

[^ntc*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).’;’

• — Rolling stock assessed according to EN 14363:2016

• — Rolling stock assessed according to EN 14363:2005 (amended or not amended by ERA/TD/2012-17/INT) or UIC 518:2009 with the result, that there is no restriction to one rail inclination

• — Rolling stock assessed according to EN 14363:2005 (amended or not amended by ERA/TD/2012-17/INT) or UIC 518:2009 with the result, that there is a restriction to one rail inclination and a new assessment of the wheel-rail-contact test conditions based on real wheel- and rail profiles and measured track gauge show compliance with the requirements on wheel-rail-contact conditions of EN 14363:2016.

ANNEX V

The Annex to Regulation (EU) No 1303/2014 is amended as follows:

• (1) in Sections 1.1, 3, 4.1, 4.4 and 6.2.5 the references to ‘Directive 2008/57/EC’ are replaced by references to ‘Directive (EU) 2016/797’;

• (2) in section 1.1.1(a), ‘European Union rail network’ is replaced by ‘network of the Union rail system’;

• (3) in section 1.1.3.1 ‘European Union rail’ is replaced by ‘network of the Union rail’;

• (4) section 1.1.4 is modified as follows:

‘1.1.4   Risk scope

1.1.4.1.   Risks covered by this TSI

• (a) This TSI covers only specific risks to the safety of passengers and on-board staff in tunnels for the subsystems above.

• (b) Where a risk analysis comes to the conclusion that other tunnel incidents might be of relevance, specific measures to deal with these scenarios shall be defined.

1.1.4.2.   Risks not covered by this TSI

• (a) Risks not covered by this TSI are as follows:

• (1) Health and safety of staff involved in maintenance of the fixed installations in tunnels.

• (2) Financial loss due to damage to structures and trains, and consequently the losses resulting from non-availability of the tunnel for repairs.

• (3) Trespass into the tunnel through the tunnel portals.

• (4) Terrorism, as a deliberate and premeditated act, which is designed to cause wanton destruction, injury and loss of life.

• (5) Risks for people in the neighbourhood of a tunnel where collapse of the structure could have catastrophic consequences.’;

• (5) section 1.2 is replaced as follows:

‘1.2   Geographical scope

The geographical scope of this TSI is the network of the Union rail system as described in Annex I of Directive (EU) 2016/797 with the exclusion of the cases referred to in Articles 1(3) and 1(4) of Directive (EU) 2016/797’;

• (6) ‘fire fighting point(s)’ is replaced by ‘evacuation and rescue point(s)’ in sections 1.1.1(b), 2.2.1(b), 2.4(c), 4.2.1.7, 4.2.3, 4.4.1(c), 4.4.2(a), 4.4.6;

• (7) in point (b) of Section 2.2.3, the text ‘panic and to’ is deleted;

• (8) in point (c) (1) of Section 2.3, the text ‘inside the tunnel’ is deleted;

• (9) point (f) of Section 2.3 is replaced as follows:

• ‘(f) If the expectations of the emergency response services expressed in emergency plans go beyond the assumptions described above, the need for additional measures or tunnel equipment can be considered.’;

• (10) in Section 2.4, a definition (b1) ‘Final place of safety’ is added as follows:

• ‘(b1) Final place of safety: the final place of safety is the place where passengers and staff will no longer be impacted by the effects of the initial incident (e.g. smoke opacity and toxicity, temperature). It is the termination point of the evacuation.’;

• (11) point 2.4(c) is replaced as follows:

• ‘(c) Evacuation and rescue point: an evacuation and rescue point is a defined location, inside or outside the tunnel, where fire fighting equipment can be used by the emergency response services and where passengers and staff can evacuate from a train.’;

• (12) a definition (g) ‘CSM on risk assessment’ is added as follows:

• ‘(g) CSM on risk assessment: this term is used to designate the Annex I of the 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 (OJ L 121, 3.5.2013, p. 8).’;

• (13) section 3 is replaced as follows:

‘3.   ESSENTIAL REQUIREMENTS

• (a) The following table indicates basic parameters of this TSI and their correspondence to the essential requirements as set out and numbered in Annex III to Directive (EU) 2016/797.

• (b) For meeting the essential requirements, the corresponding parameters of sections 4.2.1, 4.2.2 and 4.2.3 shall apply.

3.1   Infrastructure and energy subsystems

• (a) In order to meet the essential requirement “Safety” applying to the Infrastructure and Energy subsystems, the CSM on risk assessment may be applied as an alternative to the corresponding parameters of sections 4.2.1 and 4.2.2.

• (b) Accordingly, for the risks identified in point 1.1.4 and the scenarios listed in point 2.2, the risk can be assessed by:

• (1) a comparison with a reference system;

• (2) an explicit risk estimation and evaluation.

• (c) For meeting the essential requirements other than “Safety”, the corresponding parameters of sections 4.2.1 and 4.2.2 shall apply.

Element of the infrastructure sub-system	Ref. Clause	Safety	Reliability Availability	Health	Environmental protection	Technical compatibility	Accessibility
Prevent unauthorised access to emergency exits and technical rooms	4.2.1.1.	2.1.1
Fire resistance of tunnel structures	4.2.1.2.	1.1.4 2.1.1
Fire reaction of building material	4.2.1.3.	1.1.4 2.1.1		1.3.2	1.4.2
Fire detection	4.2.1.4.	1.1.4 2.1.1
Evacuation facilities	4.2.1.5.	1.1.5 2.1.1
Escape walkways	4.2.1.6.	2.1.1
Evacuation and rescue points	4.2.1.7 except (b)	2.1.1
Evacuation and rescue points	4.2.1.7 (b)					1.5
Emergency communication	4.2.1.8.	2.1.1
Electricity supply for emergency response services	4.2.1.9	2.1.1
Reliability of electrical systems	4.2.1.10	2.1.1
Sectioning of contact line	4.2.2.1.	2.2.1
Earthing of contact line	4.2.2.2.	2.2.1

3.2   Rolling stock subsystem

• (a) For meeting the essential requirements, the corresponding parameters of section 4.2.3 shall apply.

Element of the rolling stock sub-system	Ref. Clause	Safety	Reliability Availability	Health	Environmental protection	Technical compatibility	Accessibility
Measures to prevent fire	4.2.3.1	1.1.4 2.4.1		1.3.2	1.4.2
Measures to detect and control fire	4.2.3.2	1.1.4 2.4.1
Requirements related to emergencies	4.2.3.3	2.4.1	2.4.2			1.5 2.4.3
Requirements related to evacuation	4.2.3.4	2.4.1’

• (14) in section 4.1, ‘European Union rail system’ is replaced by ‘Union rail system’;

• (15) section 4.2.1.2(b) is deleted;

• (16) section 4.2.1.3 is replaced as follows:

‘4.2.1.3   Fire reaction of building material

This specification applies to all tunnels.

• (a) This specification applies to construction products and building elements inside tunnels. These products shall fulfil the requirements of Commission Regulation (EU) 2016/364[^ntr*1-LI2019139EN.01022901-E0001]:

• (1) Tunnel building material shall fulfil the requirements of classification A2.

• (2) Non-structural panels and other equipment shall fulfil the requirements of classification B.

• (3) Exposed cables shall have the characteristics of low flammability, low fire spread, low toxicity and low smoke density. These requirements are fulfilled when the cables fulfil at least the requirements of classification B2ca, s1a, a1.

If the classification is lower than B2ca, s1a, a1, the class of cables may be determined by the infrastructure manager after a risk assessment, taking into account the characteristics of the tunnel and the intended operational regime. For the avoidance of doubt, different classifications of cable may be used for different installations within the same tunnel provided that the requirements of this point are met.

• (b) Materials that would not contribute significantly to a fire load shall be listed. They are allowed to not comply with the above.

[^ntr*1-LI2019139EN.01022901-E0001]: Commission Delegated Regulation (EU) 2016/364 of 1 July 2015 on the classification of the reaction to fire performance of construction products pursuant to Regulation (EU) No 305/2011 of the European Parliament and of the Council (OJ L 68, 15.3.2016, p. 4).’;"

• (17) section 4.2.1.4 is replaced as follows:

‘4.2.1.4.   Fire detection in technical rooms

This specification applies to all tunnels of more than 1 km in length.

• (a) Fire in technical rooms shall be detected in order to alert the infrastructure manager.’;

• (18) section 4.2.1.5.2(b3) is deleted;

• (19) in section 4.2.1.5.4, the terms ‘on escape routes’ and ‘as low as possible,’ are deleted and point (c) is replaced as follows:

• ‘(c) Autonomy and reliability: an alternative electricity supply shall be available for an appropriate period of time after failure of the main supply. The time required shall be consistent with the evacuation scenarios and reported in the Emergency Plan.’;

• (20) in section 4.2.1.5.5, point (f), the term ‘cross-passage’ is replaced by ‘cross-passages’;

• (21) in section 4.2.1.6 point (a), the term ‘top’ is replaced by ‘bottom’;

• (22) section 4.2.1.7 is modified as follows:

• (a) in point (a)(1) the terms ‘length of the train’ are replaced by the terms ‘length of the passenger train’;

• (b) in point (a)(2) the terms ‘safe space’ are replaced by ‘open air area’ and the terms ‘along a safe space’ are deleted;

• (23) table in 4.2.1.7 is replaced as follows:

‘Rolling stock category according to paragraph 4.2.3	Maximum distance from the portals to an evacuation and rescue point and between evacuation and rescue points
Category A	5 km
Category B	20 km’

• (24) in point 4 of point (c) of section 4.2.1.7 is replaced as follows:

• ‘(4) It shall be possible to switch off and earth the contact line, either locally or remotely’;

• (25) a new section 4.2.1.9 is added with the following text:

‘4.2.1.9   Electricity supply for emergency response services

This specification applies to all tunnels of more than 1 km length.

The electricity supply system in the tunnel shall be suitable for the emergency response services equipment in accordance with the emergency plan for the tunnel. Some national emergency response services groups may be self-sufficient in relation to electricity supply. In this case, the option of not providing electricity supply facilities for the use of such groups may be appropriate. Such a decision, however, must be described in the emergency plan.’;

• (26) a new section 4.2.1.10 is added with the following text:

‘4.2.1.10   Reliability of electrical systems

This specification applies to all tunnels of more than 1 km length.

• (a) Electrical systems identified by the Infrastructure Manager as vital to the safety of passengers in the tunnel shall be kept in use as long as necessary according to the evacuation scenarios considered in the emergency plan.

• (b) Autonomy and reliability: an alternative electricity supply shall be available for an appropriate period of time after failure of the main supply. The time required shall be consistent with the evacuation scenarios considered and included in the emergency plan.’;

• (27) a new section 4.2.1.11 is added with the following text:

‘4.2.1.11.   Communication and lighting at switching locations

This specification applies to all tunnels of more than 1 km in length.

• (a) When the contact line is divided into sections that can be locally switched, a means of communication and lighting shall be provided at the switching location.’;

• (28) section 4.2.2.1 is replaced as follows:

‘4.2.2.1.   Sectioning of contact line

This specification applies to all tunnels of more than 1 km length.

• (a) The traction power supply system in tunnels may be divided into sections.

• (b) In such case, it shall be possible to switch off each section of the contact line, either locally or remotely.’;

• (29) in section 4.2.2.2, the term ‘Overhead line or conductor rail earthing’ is replaced by ‘Earthing of contact line’. The point c and the term ‘operations’ in point b are deleted;

• (30) section 4.2.2.3 is deleted;

• (31) section 4.2.2.4 is deleted;

• (32) section 4.2.2.5. is deleted;

• (33) in the table in section 4.3.1 the reference to clause ‘4.2.2.4(a)’ is replaced by a reference to clause ‘4.2.1.3’;

• (34) in the table in section 4.3.2 the terms ‘specific elements for train crew and auxiliary staff’ and ‘4.6.3.2.3’ are deleted;

• (35) in section 4.4, the terms ‘Article 18(3)’ are replaced by ‘Article 15(4)’ and ‘Annex VI’ is replaced by ‘Annex IV’;

• (36) section 4.4.2 is replaced as follows:

‘4.4.2.   Tunnel emergency plan

These rules apply to tunnels of more than 1 km in length

• (a) An emergency plan shall be developed under the direction of the Infrastructure Manager(s), in cooperation with the emergency response services and the relevant authorities for each tunnel. Station managers shall be equally involved if one or more stations are used as a safe area or an evacuation and rescue point. In case the emergency plan concerns an existing tunnel, Railway Undertakings already operating in the tunnel must be consulted. In case the emergency plan concerns a new tunnel, Railway Undertakings planning to operate in the tunnel may be consulted.

• (b) The emergency plan shall be consistent with the self-rescue, evacuation, fire-fighting and rescue facilities available.

• (c) Detailed tunnel-specific incident scenarios adapted to the local tunnel conditions shall be developed for the emergency plan.

• (d) Once developed, the emergency plan shall be communicated to Railway Undertakings intending to use the tunnel.’;

• (37) section 4.4.4. is modified as follows:

‘4.4.4.   Switching off and Earthing procedures

These rules apply to all tunnels.

• (a) In the case it is required to switch off the traction power supply system the infrastructure manager shall make sure that relevant sections of the contact line have been switched off, and inform the emergency response services before they enter the tunnel or a section of the tunnel.

• (b) It is the responsibility of the infrastructure manager to switch off the traction power supply.

• (c) Procedures and responsibilities for earthing of the contact line shall be defined between the Infrastructure Manager and the emergency response services, and reported in the emergency plan. Provision shall be made for switching off the section in which the incident has taken place.’;

• (38) in Section 4.4.6.(a) the text ‘in the Register of Infrastructure defined in clause 4.8.1 and’ is deleted;

• (39) in Section 4.4.6.(c) the text ‘panic and’ is deleted;

• (40) section 4.8 is deleted;

• (41) section 6.2.5(a) is modified as follows:

• (a) ‘Article 18(3)’ is replaced by ‘Article 15(4)’;

• (b) ‘a notified body’ is replaced by ‘the applicant’;

• (42) Section 6.2.6 is replaced as follows:

‘6.2.6.   Assessment of conformity to the Safety requirements applying to the Infrastructure and Energy subsystems

• (a) This clause applies when a comparison with a reference system or an explicit risk estimation is used to meet the essential requirement “Safety” applying to the Infrastructure and Energy subsystems.

• (b) In such case, the applicant shall:

• (1) determine the risk acceptance principle, the methodology for the risk assessment, the safety requirements to be fulfilled by the system and the demonstration that they are fulfilled;

• (2) determine the risk acceptance levels with the relevant national authority/authorities;

• (3) designate the independent assessment body as defined in the CSM on risk assessment. This assessment body can be the notified body selected for the Infrastructure or Energy subsystem if recognised or accredited as per Section 7 of the CSM on risk assessment.

• (c) A safety assessment report shall be provided in compliance with the requirements defined in the CSM on risk assessment.

• (d) The EC certificate issued by the notified body shall explicitly mention the risk acceptance principle used for meeting the “Safety” requirement of this TSI. It shall also mention the methodology applied for the risk assessment and the risk acceptance levels.’;

• (43) section 6.2.7 is modified as follows:

in section 6.2.7.1., the complete text is replaced by ‘not used’;

section 6.2.7.2. (a)(2) is deleted;

in section 6.2.7.3. (a), the term ‘4.2.1.3 (c)’ is replaced by ‘4.2.1.3 (b)’;

section 6.2.7.4. (b) is deleted;

section 6.2.7.5. is replaced by the following text:

‘6.2.7.5.   Emergency lighting in upgraded/renewed tunnels

In case of upgraded/renewed tunnels as required by clause 7.2.2.1, the assessment consists in the verification of the existence of the lighting. It is not necessary to apply detailed requirements.’;

in section 6.2.7.6, the term ‘installations’ is replaced by ‘systems’ and the reference to clause ‘4.2.2.5’ is replaced by a reference to clause ‘4.2.1.10.’;

• (44) section 7(b) is modified as follows:

the text ‘suitable for safe integration in accordance with Section 15(1) of Directive 2008/57/EC with all non-TSI compliant tunnels within the geographical scope of this TSI.’ is replaced by ‘technically compatible with all non-TSI compliant tunnels within the geographical scope of this TSI in accordance with Article 21(3) of Directive (EU) 2016/797.’;

• (45) section 7.1.1.(b) is modified as follows:

‘In the latter case Article 24 and 25 of Directive 2008/57/EC apply.’ is deleted;

• (46) Section 7.2.2 is replaced as follows:

‘7.2.2.   Upgrade and renewal measures for tunnels

In case of the upgrade or renewal of a tunnel, according to Article 15(7) and Annex IV of Directive (EU) 2016/797, the notified body issues certificates of verification for those parts of the subsystem composing the tunnel under the scope of the upgrade or renewal.

7.2.2.1.   Upgrade or renewal of a tunnel

• (a) A tunnel is considered to be upgraded or renewed in the context of this TSI when any major modification or substitution work are carried out on a subsystem (or part of it) composing the tunnel.

• (b) Assemblies and components that are not included in the scope of a particular upgrade or renewal programme do not have to be made compliant at the time of such a programme.

• (c) When upgrading or renewal works are carried out, the following parameters apply if they are in the scope of work:

• 4.2.1.1. Prevent unauthorised access to emergency exits and technical rooms

• 4.2.1.3. Fire reaction of building material

• 4.2.1.4. Fire detection in technical rooms

• 4.2.1.5.4 Emergency lighting: where provided, it is not necessary to apply detailed requirements

• 4.2.1.5.5 Escape signage

• 4.2.1.8. Emergency communication.

• (d) The tunnel emergency plan shall be revised.

7.2.2.2.   Extension of a tunnel

• (a) A tunnel is considered to be extended in the context of this TSI when its geometry is affected (e.g. extension in length, connection to another tunnel).

• (b) When a tunnel extension is carried out, then the following measures shall be implemented for assemblies and components included in the extension. For their application, the tunnel length to consider is the total tunnel length after extension:

• 4.2.1.1. Prevent unauthorised access to emergency exits and technical rooms

• 4.2.1.2. Fire resistance of tunnel structures

• 4.2.1.3. Fire reaction of building material

• 4.2.1.4. Fire detection in technical rooms

• 4.2.1.5.4 Emergency lighting

• 4.2.1.5.5 Escape signage

• 4.2.1.6. Escape walkways

• 4.2.1.8. Emergency communication

• 4.2.1.9. Electricity supply for emergency response services

• 4.2.1.10. Reliability of electrical systems

• 4.2.1.11 Communication and lighting at switching locations

• 4.2.2.1. Sectioning of contact line

• 4.2.2.2. Earthing of contact line.

• (c) The CSM on risk assessment shall be implemented as described in point 6.2.6 for defining the relevance of applying other measures of clause 4.2.1.5 and the measures of clause 4.2.1.7 to the complete tunnel resulting from the extension.

• (d) When applicable, the tunnel emergency plan shall be revised.’;

• (47) section 7.3.1 is replaced by the following:

‘7.3.1.   General

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

	(2)	These specific cases are classified as: — “P” cases: “permanent” cases. — “T0”: “temporary” cases of indefinite duration, where the target system shall be reached by a date still to be determined. — “T1” cases: “temporary” cases, where the target system shall be reached by 31 December 2025. — “T2” cases: “temporary” cases, where the target system shall be reached by 31 December 2035. All specific cases and their relevant dates shall be re-examined in the course of future revisions of the TSI with a view to limiting their technical and geographical scope based on an assessment of their impact on safety, interoperability, cross border services, TEN-T corridors, and the practical and economic impacts of retaining or eliminating them. Special account shall be given to availability of EU funding. Specific cases shall be limited to the route or network where they are strictly necessary and taken account of through route compatibility procedures.

	(3)	Any specific case applicable to rolling stock within the scope of this TSI in detailed in the LOC&PAS TSI.

7.3.2.   Operational rules related to trains running in tunnels (clause 4.4.6)

7.3.2.1   Specific case Italy (“T0”)

Additional prescriptions for rolling stock intended to be operated in non TSI compliant tunnels in Italy are detailed in the LOC&PAS TSI, clause 7.3.2.20.