Commission Implementing Regulation (EU) 2023/1694 of 10 August 2023 amending Regulations (EU) No 321/2013, (EU) No 1299/2014, (EU) No 1300/2014, (EU) No 1301/2014, (EU) No 1302/2014, (EU) No 1304/2014 and Implementing Regulation (EU) 2019/777 (Text with EEA relevance)

8.9.2023	EN	Official Journal of the European Union	L 222/88

THE EUROPEAN COMMISSION,

Having regard to the Treaty on the Functioning of the European Union,

Having regard to Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union ¹, and in particular Article 5(11) thereof,

Whereas:

• (1) Having regard to the role railways are called on to play in a decarbonised transport system, as envisaged by the European Green Deal and the Sustainable and Smart Mobility Strategy, and in the light of developments in that field, a revision of the current Technical Specifications for Interoperability (TSIs) is required, in the framework of the Digital Rail and Green Freight package.

• (2) Pursuant to Article 3(5), points (b) and (f) of Commission Delegated Decision (EU) 2017/1474 ² TSIs are to be reviewed in order to take into account the developments of the Union railway system and related research and innovation activities, and update references to standards. This TSI revision shall set the scene for the next TSI revision taking into account the outcomes of Europe’s Rail Joint Undertaking and in particular the System Pillar achievements.

• (3) Delegated Decision (EU) 2017/1474 sets out specific objectives for the drafting, adoption and review of TSIs of the rail system within the Union.

• (4) On 24 January 2020, in accordance with Article 19(1) of Regulation (EU) No 2016/796 of the European Parliament and of the Council ³, the Commission requested the European Union Agency for Railways (the 'Agency') to prepare recommendations implementing a selection of the specific objectives set out in Delegated Decision (EU) 2017/1474.

• (5) On 30 June 2022, the Agency issued Recommendation ERA 1175-1218 as regards the TSIs of the Union rail system covering Articles 3 to 11 of Delegated Decision (EU) 2017/1474.

• (6) It is appropriate for combined transport to be regulated through TSIs. Changes should accordingly be made, inter alia, to the Commission Implementing Regulation (EU) 2019/773 ⁴ (OPE TSI) and TSIs set out in the Annexes to Commission Regulation (EU) No 1299/2014 ⁵ (TSI INF) and Commission Regulation (EU) No 321/2013 ⁶ (TSI WAG) and in the content of the Annex to Commission Implementing Regulation (EU) 2019/777 ⁷ (RINF). This should enable a more harmonised application of the codification system and foster the development of combined transport; for that purpose ERA will further develop an Acceptable Mean Of Compliance in accordance with Article 2(33) of Directive (EU) 2016/797.

• (7) The Union-wide authorization of passenger coaches will be a major step in fostering interoperability of the European railway network. In pursuit of that objective, the Annex to Commission Regulation (EU) No 1302/2014 ⁸ (TSI LOC&PAS) should be amended, in particular by harmonizing requirements and testing methods in terms of the topic of electromagnetic compatibility and compatibility with train detection systems.

• (8) The TSIs LOC&PAS and INF should be amended with a view to harmonizing the specifications applicable to rolling stock and fixed installations, notably by closing open points as regards requirements on traffic loads and load carrying capacity of infrastructure, requirements for operations with more than two pantographs at the same time, and facilitating the retrofitting of trains with Energy Measuring Systems.

• (9) Furthermore, TSI LOC&PAS should be amended to clarify the definition of special vehicles including on-track machines, infrastructure inspection vehicles, emergency vehicles, environment vehicles and road-rail vehicles and clarify the applicability of the TSIs to those vehicles.

• (10) The Annex to Commission Regulation (EU) No 1304/2014 ⁹ (TSI NOI) should be amended to introduce a methodology to assess the acoustic performance of composite brake blocks at constituent level.

• (11) To enhance the level of rail safety and reliability, the TSIs WAG and LOC&PAS should be amended to incorporate a derailment detection function.

• (12) TSI WAG paves the way to the further digital automatic coupling (DAC) development, migration and implementation; its deployment will be a major step in modernising the European railway freight business.

• (13) Given that no specific new competence is required for the assessment of conformity of interoperability constituents or the verification of subsystems, there should be no change as regards the notified bodies for the purposes of Commission Regulations (EU) 321/2013, (EU) 1299/2014, (EU) 1300/2014 ¹⁰, (EU) 1301/2014 ¹¹, (EU) 1302/2014 and (EU) 1304/2014.

• (14) It should be clarified when to apply the TSIs INF and the Annex to Regulation (EU) No 1301/2014 (TSI ENE) in case of upgrade or renewal of existing subsystems and fixed installations, in order to ensure a gradual transition to a fully interoperable European railway system, in accordance with Article 4 of Directive (EU) 2016/797.

• (15) The Annex to Regulation (EU) No 1300/2014 (TSI PRM) should be amended to better define the basic parameters which facilitate access to railway services for persons with reduced mobility, including the introduction of the concept of interoperable wheelchair transportable by train. Further clarifications are required concerning ticket vending machines and provision of travel information in aural, visual and tactile form.

• (16) References to standards require regular updates. In order to facilitate future updates, all details about standards should be gathered in dedicated appendices to each TSI, which can then be amended without amending the TSI core text. Such approach enables the applicants to use modern IT tools which perform better for requirements capture. All TSIs on Fixed Installations and Rolling Stock should be amended accordingly.

• (17) The railway infrastructure parameters registered in the Register of Infrastructure (RINF) should also evolve, in particular by amending, the tables listing such parameters consistently with other amendments included in this Regulation and Commission Implementing Regulations (EU) 2023/1695 ¹² and (EU) 2023/1693 ¹³, by making the infrastructure manager the data provider replacing the national registration entity which may keep a coordination role, and by identifying future developments.

• (18) Therefore the following Regulations should be amended accordingly:

• (1) Regulation (EU) No 321/2013 (TSI WAG);

• (2) Regulation (EU) No 1299/2014 (TSI INF);

• (3) Regulation (EU) No 1300/2014(TSI PRM);

• (4) Regulation (EU) No 1301/2014 (TSI ENE);

• (5) Regulation (EU) No 1302/2014 (TSI LOC&PAS);

• (6) Regulation (EU) No 1304/2014 (TSI NOI);

• (7) Implementing Regulation (EU) 2019/777 (RINF).

• (19) The measures provided for in this Regulation are in accordance with the opinion of the Railway Safety and Interoperability Committee

HAS ADOPTED THIS REGULATION:

Article 1

Regulation (EU) No 321/2013 is amended as follows:

• (1) Article 4 is replaced as follows:

‘Article 4

Not used.’;

• (2) Article 9a is deleted;

• (3) the Annex is amended in accordance with Annex I to this Regulation.

Article 2

Regulation (EU) No 1299/2014 is amended as follows:

• (1) Article 6 is replaced as follows:

‘Article 6

Projects at an advanced stage of development

Article 7(2) of Directive (EU) 2016/797 applies.’

;

• (2) the Annex is amended in accordance with Annex II to this Regulation.

Article 3

Regulation (EU) No 1300/2014 is amended as follows:

• (1) Article 2 is modified as follows:

• (a) in paragraphs 1 and 5 ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’;

• (b) paragraph 2 is replaced as follows:

‘2.   The TSI shall apply to the network of the Union rail system as described in Annex I of Directive (EU) 2016/797 with the exclusion of cases referred to in Article 1(3) and (4) of Directive (EU) 2016/797.’

;

• (2) Article 4 is modified as follows:

• (a) in paragraph 1 ‘Article 17(2) of Directive 2008/57/EC’ is replaced by ‘Article 13(1) of Directive (EU) 2016/797’;

• (b) in paragraph 2 point (c), ‘Article 17, paragraph 3, of Directive 2008/57/EC’ is replaced by ‘Article 37 of Directive (EU) 2016/797’;

• (3) in Article 5, ‘Article 9(3) of Directive 2008/57/EC’ is replaced by ‘Article 7(2) of Directive (EU) 2016/797’;

• (4) in Article 6 paragraph 5, ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’;

• (5) In Article 7 paragraph 3, ‘Article 6 of Directive 2008/57/EC’ is replaced by ‘Article 5 of Directive (EU) 2016/797’;

• (6) Article 8 is modified as follows:

• (a) in paragraphs 6, ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’;

• (b) in paragraphs 7, ‘Article 6 of Directive 2008/57/EC’ is replaced by ‘Article 5 of Directive (EU) 2016/797’;

• (7) in Article 9 paragraph 4, ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’;

• (8) the Annex is amended in accordance with Annex III to this Regulation.

Article 4

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

• (1) the paragraph in Article 6 is replaced as follows:

‘Article 7(2) of Directive (EU) 2016/797 applies.’;

• (2) Article 9 is amended as follows:

• (1) in paragraphs 1 and 3 ‘Article 20 of Directive 2008/57/EC’ is replaced by ‘Article 18 of Directive (EU) 2016/797’;

• (2) in paragraph 2 ‘Article 29 of Directive 2008/57/EC’ is replaced by ‘Article 51 of Directive (EU) 2016/797’;

• (3) the Annex is amended in accordance with Annex IV to this Regulation.

Article 5

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

• (1) in Article 2(1), point (d), the term ‘mobile railway infrastructure construction and maintenance equipment’ is replaced by: ‘special vehicles, such as on-track machines (OTMs)’;

• (2) Article 8 is deleted;

• (3) Article 11 is amended as follows:

• (a) in paragraph 1, the second subparagraph is amended as follows:

• (i) the introductory phrase is replaced by the following:

‘They shall however continue to apply to:’;

• (ii) point (c) is deleted;

• (b) paragraphs 2 and 3 are deleted;

• (4) the Annex is amended in accordance with Annex V to this Regulation.

Article 6

The Annex to Regulation (EU) No 1304/2014 is replaced by the text in Annex VI to this Regulation.

Article 7

Implementing Regulation (EU) 2019/777 is amended as follows:

• (1) in Article 1, paragraph 2 is replaced as follows:

‘2.   Each Member State shall instruct its Infrastructure Managers to include the values of the parameters of its railway network in an electronic application which shall comply with the common specifications of this Regulation.’

;

• (2) Article 2 is modified as follows:

• (a) in paragraphs 4 and 5 ‘Member State’ is replaced by ‘infrastructure manager’;

• (b) paragraph 6 is replaced as follows:

‘6.   The Agency shall set up a group composed of representatives of the infrastructure managers which shall coordinate, monitor and support the implementation of this Regulation into the RINF Application. This group shall also support the future development of this Regulation. National registration entities designated under Article 5 shall have the right to participate in line with their tasks and scope of activities. As appropriate, the Agency shall invite experts and representative bodies.’

;

• (3) Articles 4 and 5 are replaced as follows:

‘Article 4

Data submission and update

1. Infrastructure managers shall directly submit data to the RINF Application, as soon as such data becomes available. The infrastructure managers shall ensure the accuracy, completeness, consistency and timeliness of the submitted data.

1. Infrastructure managers shall make available in RINF all information relating to new infrastructures to be placed in service, upgraded or renewed before their placing in service.

Article 5

National Registration Entity

Member State may designate a national registration entity to act as point of contact between the Agency and the infrastructure managers in the view of assisting and coordinating the infrastructure managers of their territory provided that this does not put at risk the availability of data in accordance with Article 4.’

;

• (4) Article 6 is replaced as follows:

‘Article 6

Future developments

1. The Agency shall update the RINF application by 15 December 2024 in order to:

• (a) Allow for a partial update of data corresponding to the modified parameter(s), in order to allow infrastructure managers to update the relevant modified information as soon as it becomes available;

• (b) Further adapt the routing calculation on the network with a micro level description;

• (c) Provide dedicated notification to railway undertakings regarding changes in the RINF Application in relation to the network(s) for which they have registered to be informed of and provide a system acknowledgement to the IM;

• (d) Provide the definition, modelling and implementation of validity dates in order to fulfil the use cases;

• (e) Align locations for infrastructure description with locations used in the Union for information exchange in telematics applications.

• (f) Integrate infrastructure description related to the nature of the infrastructure which is available to railway undertakings (part of the network statement[^ntr1-L_2023222EN.01008801-E0014]) and to the technical characteristics of the rail service facilities[^ntr2-L_2023222EN.01008801-E0015].

1. Further developments of the RINF application may create a data system feeding into all electronic information flows in respect of the Union rail network.

[^ntr*1-L_2023222EN.01008801-E0014]: Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area (OJ L 343, 14.12.2012, p. 32)."

[^ntr*2-L_2023222EN.01008801-E0015]: Commission Implementing Regulation (EU) 2017/2177 of 22 November 2017 on access to service facilities and rail-related services (OJ L 307, 23.11.2017, p. 1) (C/2017/7692).’;"

• (5) a new Article 7a is added:

‘Article 7a

ERA vocabulary

“ERA Vocabulary” means a Technical Document issued by the Agency pursuant to Article 4(8) of Directive (EU) 2016/797, establishing human and machine readable data definitions and presentations and linked quality and accuracy requirements for each data element (ontology) of the rail system.

The Agency shall ensure the ERA vocabulary is maintained to reflect regulatory and technical developments affecting the rail system.’

;

• (6) the Annex is amended in accordance with Annex VII to this Regulation.

Article 8

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

This Regulation shall be binding in its entirety and directly applicable in all Member States.

Done at Brussels, 10 August 2023.

For the Commission

The President

Ursula VON DER LEYEN

ANNEX I

The Annex to Regulation (EU) No 321/2013 is amended as follows:

• (1) point 1 is replaced by the following:

‘1.   INTRODUCTION

A Technical Specification for Interoperability (TSI) is a specification that covers a subsystem (or part of it) as defined in Article 2(11) of Directive (EU) 2016/797 in order:

— to ensure the interoperability of the rail system, and

— to meet the essential requirements.’;

• (2) point 1.2 is replaced by the following:

‘1.2.   Geographical scope

This Regulation applies to the Union rail system.’;

• (3) in point 1.3., the introductory phrase and point (a) are replaced by the following:

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

• (a) covers the ‘rolling stock-freight wagons’ subsystem;’;

• (4) in point 2.1, second paragraph, point (a) is replaced by the following:

• ‘(a) special vehicles;’;

• (5) Chapter 3 is amended as follows:

• (a) the introductory paragraph is replaced by the following:

‘Article 3(1) of Directive (EU) 2016/797 provides that the rail system, its subsystems and their interoperability constituents are to meet the relevant essential requirements. The essential requirements are set out in general terms in Annex III to that Directive. Table 1 of this Annex indicates the basic parameters specified in this TSI and their correspondence to the essential requirements as explained in Annex III to Directive (EU) 2016/797.’;

• (b) in Table 1, the following row 4.2.3.5.3 is inserted:

‘4.2.3.5.3	Derailment detection and prevention function	1.1.1 1.1.2				2.4.3’

• (6) point 4.1 is replaced by the following:

‘4.1.   Introduction

The rail system, to which Directive (EU) 2016/797 applies and of which freight wagons form a part, is an integrated system whose consistency shall be verified. This consistency shall be checked in particular with regard to the specifications of the rolling stock subsystem and the compatibility with the network (Section 4.2), its interfaces in relation to the other subsystems of the rail system in which it is integrated (Sections 4.2 and 4.3), as well as the initial operating and maintenance rules (Sections 4.4 and 4.5) as requested by Article 15(4) of Directive (EU) 2016/797.

The technical file, as set out in Article 15(4) of Directive (EU) 2016/797 and in point 2.4 of Annex IV to that Directive, shall contain in particular design related values concerning the compatibility with the network.’;

• (7) in point 4.2.1, the third paragraph is deleted;

• (8) point 4.2.2.2 is amended as follows:

• (a) the first paragraph is replaced by the following:

‘The structure of a unit body, any equipment attachments and lifting and jacking points shall be designed such that no cracks, no significant permanent deformation or ruptures occur under the load cases defined in the specification referenced in Appendix D Index [1].’;

• (b) the fourth paragraph is replaced by the following:

‘The lifting and jacking positions shall be marked on the unit. The marking shall comply with the specification referenced in Appendix D Index [2].’;

• (9) in point 4.2.2.3, the following paragraph is added:

‘Units intended to be used for combined transport and requiring a wagon compatibility code shall be equipped with devices for securing the Intermodal Loading Unit.’;

• (10) point 4.2.3.1 is amended as follows:

• (a) the second and third paragraphs are replaced by the following:

‘The compliance of a unit with the intended reference profile including the reference profile for the lower part shall be established by one of the methods set out in the specification referenced in Appendix D Index [4].

The kinematic method, as described in the specification referenced in Appendix D Index [4] shall be used to establish conformity, if any, between the reference profile established for the unit and the respective target reference profiles G1, GA, GB and GC including those used for the lower part GI1 and GI2.’;

• (b) the following paragraph is added:

‘Units intended to be used for combined transport shall be codified in accordance with the requirements of Appendix H and the specification referenced in Appendix D.2, index [B].’;

• (11) in point 4.2.3.2, the second paragraph is replaced by the following:

‘The permissible payload a unit may carry, for axle loads up to and including 25 t, shall be determined by application of the specification referenced in Appendix D Index [5].’;

• (12) point 4.2.3.3 is replaced by the following:

‘4.2.3.3.   Compatibility with train detection systems

If the unit is intended to be compatible with one or more of the following train detection systems, this compatibility shall be established in accordance with the provisions of the technical document referenced in Appendix D.2 Index [A]:

• (a) train detection systems based on track circuits (the electrical resistance of the wheelset can be assessed at IC level or at vehicle level);

• (b) train detection systems based on axle counters;

• (c) train detection systems based on loop equipment.

The related specific cases are defined in section 7.7 of the CCS TSI.’;

• (13) in point 4.2.3.4, the second and third paragraphs are replaced by the following:

‘If the unit is intended to be capable of being monitored by line side equipment on the 1 435 mm track gauge network the unit shall be compliant with the specification referenced in Appendix D Index [6] in order to ensure sufficient visibility.

For units intended to be operated on the networks with track gauges of 1 524 mm, 1 600 mm, 1 668 mm, the corresponding values in Table 2 referring to the parameters of the specification referenced in Appendix D Index [6] shall be applied.’;

• (14) in point 4.2.3.5.2, second paragraph, the first indent is replaced by the following:

• ‘— following the procedures set out in the specification referenced in Appendix D Index [7], or’;

• (15) the following point 4.2.3.5.3 is inserted:

‘4.2.3.5.3.   Derailment detection and prevention function

The derailment detection and prevention function is intended to prevent derailments or to mitigate the consequences of a derailment of the unit.

If a unit is fitted with the derailment detection and prevention function, the requirements below shall be met.

4.2.3.5.3.1.   General requirements

The function shall be able to detect either a derailment or conditions which are a precursor to derailment of the unit in accordance with one of the three sets of requirements set out in points 4.2.3.5.3.2, 4.2.3.5.3.3 and 4.2.3.5.3.4 below.

It is allowed to combine those requirements as follows:

4.2.3.5.3.2 and 4.2.3.5.3.3

4.2.3.5.3.2 and 4.2.3.5.3.4

4.2.3.5.3.2   Derailment prevention function (DPF)

The DPF shall send a signal to the driver’s cab of the locomotive hauling the train once a precursor to derailment is detected in the unit.

The signal enabling the DPF to be available at train level and its transmission between the unit, the locomotive and the other coupled unit(s) in a train shall be documented in the technical file.

4.2.3.5.3.3.   Derailment detection function (DDF)

The DDF shall send a signal to the driver’s cab of the locomotive hauling the train once the derailment is detected in the unit.

The signal enabling the DDF to be available at train level and its transmission between the unit, the locomotive and the other coupled unit(s) in a train shall be documented in the technical file.

4.2.3.5.3.4.   Derailment detection and actuation function (DDAF)

The DDAF shall automatically activate a brake application when the derailment is detected without possibility of overriding by the driver.

The risk of false derailment detections shall be limited to an acceptable level.

Therefore, the DDAF shall be subject to a risk assessment in accordance with Implementing Regulation (EU) No 402/2013.

It shall be possible to deactivate the DDAF directly on the unit when the unit is stopped. That deactivation will release and isolate the DDAF from the brake system.

The DDAF shall indicate its status (activated/deactivated) and that status shall be visible from both sides of the unit. If this is not physically feasible, the DDAF shall indicate its status from at least one side and the other side of the wagon shall be marked in accordance with the specification referenced in Appendix D Index [2].’;

• (16) in point 4.2.3.6.1, the first paragraph is replaced by the following:

‘The integrity of the structure of a bogie frame, all attached equipment and body to bogie connection shall be demonstrated based on methods as set out in the specification referenced in Appendix D Index [9]’;

• (17) in point 4.2.3.6.2, Table 3 is replaced by the following:

‘Table 3

Limits of use of the geometric dimensions of wheelsets

Designation	Designation	Wheel diam. D [mm]	Minimum value [mm]	Maximum value [mm]
1 435 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	330 ≤ D ≤ 760	1 415	1 426
1 435 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	760 < D ≤ 840	1 412	1 426
1 435 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	D > 840	1 410	1 426
1 435 mm	Back-to-back distance (AR)	330 ≤ D ≤ 760	1 359	1 363
1 435 mm	Back-to-back distance (AR)	760 < D ≤ 840	1 358	1 363
1 435 mm	Back-to-back distance (AR)	D > 840	1 357	1 363
1 524 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	400 ≤ D < 840	1 492	1 514
1 524 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	D ≥ 840	1 487	1 514
1 524 mm	Back-to-back distance (AR)	400 ≤ D < 840	1 444	1 448
1 524 mm	Back-to-back distance (AR)	D ≥ 840	1 442	1 448
1 600 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	690 ≤ D ≤ 1 016	1 573	1 592
1 600 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right
1 600 mm	Back-to-back distance (AR)	690 ≤ D ≤ 1 016	1 521	1 526
1 600 mm	Back-to-back distance (AR)
1 668 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	330 ≤ D < 840	1 648 14	1 659
1 668 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	840 ≤ D ≤ 1 250	1 648 14	1 659
1 668 mm	Back-to-back distance (AR)	330 ≤ D < 840	1 592	1 596
1 668 mm	Back-to-back distance (AR)	840 ≤ D ≤ 1 250	1 590	1 596

• (18) in point 4.2.4.3.2.1, the second and third paragraphs are replaced by the following:

‘The brake performance of a unit shall be calculated in accordance with one of the specifications referenced in Appendix D, either Index [16], Index [37], Index [58] or Index [17].

The calculation shall be validated by tests. Brake performance calculation in accordance with the specification referenced in Appendix D Index [17] shall be validated as set out in the same specification or in the specification referenced in Appendix D, Index [58].’;

• (19) point 4.2.4.3.2.2 is amended as follows:

• (a) the second paragraph is replaced by the following:

‘If the unit is equipped with a parking brake, the following requirements shall be met:

— the immobilisation shall remain until intentionally released,

— where it is not possible to identify the state of the parking brake directly, an indicator showing the state shall be provided on both sides on the outside of the vehicle,

— the minimum parking brake force, considering no wind, shall be determined by calculations as defined in the specification referenced in Appendix D Index [16].’;

• (b) the following paragraph is added:

‘Where relevant, the calculations shall determine:

— the minimum parking brake force for an unloaded wagon,

— the maximum parking brake force for a fully loaded wagon,

— the breakover loading mass, i.e. the minimum loading condition for the maximum parking brake force,

— the parking brake of a unit shall be designed considering a wheel/rail (steel/steel) adhesion factor not higher than 0,12.’;

• (20) in point 4.2.5, the eighth paragraph is replaced by the following:

‘The unit shall meet the requirements of this TSI without degradation for snow, ice and hail conditions as defined in the specification referenced in Appendix D Index [18], which correspond to the nominal range.’;

• (21) in point 4.2.6.2.1, the second paragraph is replaced by the following:

‘Units shall be bonded in accordance with the provisions as described in the specification referenced in Appendix D Index [27].’;

• (22) in point 4.2.6.2.2, the second paragraph is replaced by the following:

‘The unit shall be designed so that direct contact is prevented following the provisions set out in the specification referenced in Appendix D Index [27].’;

• (23) in point 4.2.6.3, the second sentence is replaced by the following:

‘The dimensions and clearance of these attachment devices shall be as described in the specification referenced in Appendix D Index [28].’;

• (24) in point 4.3.1, Table 5 is amended as follows:

• (a) the heading of the first column is replaced by the following:

‘Reference in TSI WAG’

• (b) the heading of the second column is replaced by the following:

‘Reference in TSI INF’;

• (c) the last row is deleted;

• (25) in point 4.3.2, Table 6 is amended as follows:

• (a) the heading of the first column is replaced by the following:

‘Reference in TSI WAG’

• (b) the heading of the second column is replaced by the following:

‘Reference in TSI OPE’;

• (c) the last row is deleted;

• (26) in point 4.3.3, Table 7, is amended as follows:

• (a) the heading of the first column is replaced by the following:

‘Reference in TSI WAG’;

• (b) the second column is replaced by the following:

‘Reference in TSI CCS
— 4.2.10: Compatibility with trackside train detection systems: vehicle design — 4.2.11: Electromagnetic compatibility between rolling stock and Control-Command and Signalling trackside equipment
— 4.2.10: Compatibility with trackside train detection systems: vehicle design — 4.2.11: Electromagnetic compatibility between rolling stock and Control-Command and Signalling trackside equipment
— 4.2.10: Compatibility with trackside train detection systems: vehicle design’

• (27) in point 4.4, in the last paragraph, the following sentence is deleted:

‘The Notified Body shall verify only that the documentation on operation is provided.’

• (28) in point 4.5, in the third paragraph, the following sentence is deleted:

‘The Notified Body shall verify only that the documentation on maintenance is provided.’

• (29) in point 4.5.1, the introductory phrase is replaced by the following:

‘The general documentation comprises:’;

• (30) in point 4.5.2, the third sentence of the introductory paragraph is replaced by the following:

‘The maintenance design justification file comprises:’;

• (31) point 4.8, the first paragraph, is amended as follows:

• (a) the twentieth indent is deleted;

• (b) the following indents are added:

• — ‘Minimum brake force and, where relevant, maximum brake force and breakover loading mass for the parking brake (if applicable)

• — Number of axles where the parking brake is applied

• — Presence of one or more of the following functions: DDF, DPF, DDAF.

• — Description of the signal informing of a derailment or a precursor to a derailment and its transmission for units fitted with DDF or DPF.’;

• (32) point 6.1.2.1 is replaced by the following:

‘6.1.2.1   Running gear

The demonstration of conformity for running dynamic behaviour is set out in the specification referenced in Appendix D Index [8].

Units equipped with an established running gear as described in that specification are presumed to be in conformity with the relevant requirement provided that the running gears are operated within their established area of use.

The minimum axle load and maximum axle load during operation of a wagon equipped with an established running gear shall be compliant with the loading conditions between tare and loaded specified for the established running gear, as in the specification referenced in Appendix D Index [8].

In case the minimum axle load is not achieved by the mass of the vehicle in tare condition, conditions for use can be applied to the wagon requiring to operate it always with a minimum payload or a ballast (for example with an empty loading device), to be compliant with the parameters of the specification referenced in Appendix D Index [8].

In such case, the parameter ‘Mass of wagon in tare conditions’ used for dispensation of on track tests can be substituted by ‘Minimum axle load’. This shall be reported in the Technical File as a condition for use.

The assessment of the bogie frame strength shall be based on the specification referenced in Appendix D Index [9].’;

• (33) point 6.1.2.2 is replace by the following:

‘6.1.2.2.   Wheelset

The demonstration of conformity for the mechanical behaviour of the wheelset assembly shall be carried out in accordance with the specification referenced in Appendix D Index [10], which defines limit values for the axial assembly force and the associated verification test.’;

• (34) in point 6.1.2.3(a), the first, second and third paragraphs are replaced by the following:

‘Forged and rolled wheels: The mechanical characteristics shall be proven following the procedure described in the specification referenced in Appendix D Index [11].

If the wheel is intended to be used with brake blocks acting on the wheel running surface, the wheel shall be thermo mechanically proven by taking into account the maximum braking energy foreseen. A type test, as described in the specification referenced in Appendix D Index [11], shall be performed in order to check that the lateral displacement of the rim during braking and the residual stress are within the specified tolerance limits.

The decision criteria of residual stresses for forged and rolled wheels are set out in the same specification’;

• (35) in point 6.1.2.4, the first and second paragraphs are replaced by the following:

‘In addition to the requirement for the assembly above, the demonstration of conformity of the mechanical resistance and fatigue characteristics of the axle shall be based on the specification referenced in Appendix D, Index [12].

That specification includes the decision criteria for the permissible stress. A verification procedure shall exist to ensure at the production phase that no defects may adversely affect safety due to any change in the mechanical characteristics of the axles. The tensile strength of the material in the axle, the resistance to impact, the surface integrity, the material characteristics and the material cleanliness shall be verified. The verification procedure shall specify the batch sampling used for each characteristic to be verified.’;

• (36) in point 6.2.2.1, the first paragraph is replaced by the following:

‘The demonstration of conformity shall be in accordance with one of the specifications referenced in Appendix D, either Index [3] or Index [1].’;

• (37) point 6.2.2.2 is replaced by the following:

‘6.2.2.2.   Safety against derailment running on twisted track

The demonstration of conformity shall be carried out in accordance with the specification referenced in Appendix D Index [7].’;

• (38) point 6.2.2.3 is amended as follows:

• (a) the first paragraph is replaced by the following:

‘The demonstration of conformity shall be carried out in accordance with the specification referenced in Appendix D Index [7].’;

• (b) in the second paragraph, the introductory phrase is replaced by the following:

‘For units operated on the 1 668 mm track gauge network, the evaluation of the estimated value for the guiding force normalized to the radius Rm = 350 m in accordance with that specification, shall be calculated in accordance with the following formula:’;

• (c) the fifth paragraph is replaced by the following:

‘The combination of the highest equivalent conicity and speed for which the unit meets the stability criterion in the specification referenced in Appendix D Index [7] shall be recorded in the report.’;

• (39) in point 6.2.2.4, the first paragraph is replaced by the following:

‘The demonstration of conformity for mechanical resistance and fatigue characteristics of the rolling bearing shall be in accordance with the specification referenced in Appendix D Index [13].’;

• (40) point 6.2.2.5 is replaced by the following:

‘6.2.2.5.   Running gear for manual change of wheelsets

Changeover between 1 435 mm and 1 668 mm track gauges

The technical solutions described in the specification referenced in Appendix D Index [14] for axle units and for bogie units are deemed to be compliant with the requirements in point 4.2.3.6.7.

Changeover between 1 435 mm and 1 524 mm track gauges

The technical solution described in the specification referenced in Appendix D Index [15] is deemed to be compliant with the requirements in point 4.2.3.6.7.’;

• (41) in point 6.2.2.8.1, the first sentence is replaced by the following:

‘Barriers shall be tested in accordance with the specification referenced in Appendix D Index [19].’;

• (42) point 6.2.2.8.2 is amended as follows:

• (a) the first and second paragraphs are replaced by the following:

‘Testing of the materials ignitability and flame spread properties shall be performed in accordance with the specification referenced in Appendix D Index [20] for which the limit value shall be CFE ≥ 18 kW/m2.

For rubber parts of bogies, the testing shall be performed in accordance with the specification referenced in Appendix D Index [23] for which the limit value shall be MARHE ≤ 90 kW/m2 under the test conditions set out in the specification referenced in Appendix D Index [22].’;

• (b) in the third paragraph, the sixth indent is replaced by the following:

• ‘– materials that meet the requirements of category C-s3, d2 or higher in accordance with the specification referenced in Appendix D Index [21].’;

• (43) point 6.2.2.8.3 is replaced by the following:

‘6.2.2.8.3   Cables

The electrical cables shall be selected and installed in accordance with the specification referenced in Appendix D Indexes [24] and [25].’;

• (44) point 6.2.2.8.4 is replaced by the following:

‘6.2.2.8.4   Flammable liquids

The measures taken shall be in accordance with the specification referenced in Appendix D Index [26].’;

• (45) point 7.1 is replaced by the following:

‘7.1   Authorisation for placing on the market

	(1)	This TSI is applicable to the subsystem ‘rolling stock — freight wagons’ within the scope set out in its points 1.1, 1.2 and 2.1, which are placed on the market after the date of application of this TSI, except where point 7.1.1 ‘Application to ongoing projects’ applies.

	(2)	This TSI is also applicable on a voluntary basis to: — units referred to in point 2.1(a) in running mode, in case they correspond to a ‘unit’ as defined in this TSI, and — units as defined in point 2.1(c), in case they are in empty configuration. In case the applicant chooses to apply this TSI, the corresponding EC declaration of verification shall be recognised as such by Member States.

	(3)	Compliance with this Annex in its version applicable before 28 September 2023 is deemed equivalent to compliance with this TSI, except for changes listed in Appendix A.’;

• (46) point 7.1.1 is replaced by the following:

‘7.1.1.   Application to ongoing projects

	(1)	The application of this TSI applicable from 28 September 2023 is not mandatory for projects that, on that date, are in phase A or phase B as defined in points 7.2.3.1.1 and 7.2.3.1.2 of the ‘previous TSI’ (i.e. this Regulation, as amended by Commission Implementing Regulation (EU) 2020/387[^ntr*1-L_2023222EN.01009401-E0002]).

	(2)	Without prejudice to Appendix A, Table A.2, the application of the requirements of Chapters 4, 5, 6 to projects referred in point (1) is possible on a voluntary basis.

	(3)	If the applicant chooses not to apply this TSI version to an ongoing project, the version of this TSI applicable at the beginning of phase A as referred to in point (1) remains applicable.

[^ntr*1-L_2023222EN.01009401-E0002]: Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulations (EU) No 321/2013, (EU) No 1302/2014 and (EU) 2016/919 as regards the extension of the area of use and transition phases (OJ L 73, 10.3.2020, p. 6-18).’;"

• (47) point 7.1.2, the third paragraph, is amended as follows:

• (a) the following points (d1) and (d2) are inserted after point (d):

• ‘(d1) If the unit has electronic equipment on board emitting interference current via the rail, the ‘influencing unit’ (as defined in the technical document referenced in Appendix D.2 Index [A]) of which the unit is planned to be part shall be compliant with specific cases for track circuits notified under Article 13 of CCS TSI by applying the harmonised vehicle test methods and vehicle impedance referred in the technical document referenced in Appendix D.2 Index [A]. Compliance of the unit can be demonstrated based on the technical document referred in Article 13 of CCS TSI and is checked by the Notified Body as part of EC verification.

• (d2) If the unit has electrical or electronic equipment on board emitting interference electromagnetic fields:

— close to the wheel sensor of an axle counter, or

— induced by the return current via the rail if applicable.

The ‘influencing unit’ (as defined in the technical document referenced in Appendix D.2 Index [A]) of which the unit is planned to be part shall be compliant with specific cases for axle counters notified under Article 13 of CCS TSI. Compliance of the unit shall be demonstrated by applying the harmonised vehicle test methods referred in the technical document referenced in appendix D.2 index [A] or alternatively based on the technical document referred in Article 13 of CCS TSI. It is checked by the Notified Body as part of EC verification.’;

• (b) point (e) is replaced by the following:

• ‘(e) The unit must be equipped with the manual coupling system in accordance with the prescriptions set out in Appendix C, Section 1, including the fulfilment of Section 8 or with any semi-automatic or automatic coupling system.’;

• (c) point (g) is replaced by the following:

• ‘(g) The unit must be marked with all applicable markings in accordance with the specification referenced in Appendix D Index [2].’;

• (d) point (h) is replaced by the following:

• ‘(h) The minimum and, where relevant maximum parking brake force, the number of wheelsets (N) and the number of wheelsets on which the parking brake is applied (n) shall be marked as set out in Figure 1:

Figure 1

Marking of the parking brake force

Image omitted; see official source	Image omitted; see official source’

• (48) in point 7.2.1, the fifth paragraph is replaced by the following:

‘Non-certified ICs: Components which correspond to an IC in Chapter 5 but are not holding a certificate of conformity and which are produced before the expiry of the transitional period referred to in Article 8’;

• (49) in point 7.2.2, the heading is replaced by the following:

• ‘7.2.2. Changes to a unit in operation or to an existing unit type’;

• (50) in point 7.2.2.1, the second paragraph, the first sentence is replaced by the following:

‘This point 7.2.2 applies in case of any change(s) to a unit in operation or to an existing unit type, including renewal or upgrade.’;

• (51) point 7.2.2.2 is amended as follows:

• (a) the second paragraph is replaced by the following:

‘Without prejudice to point 7.2.2.3, compliance with the requirements of this TSI or Commission Regulation (EU) No 1304/2014[^ntr*2-L_2023222EN.01009401-E0003] (‘TSI NOI’) (see point 7.2 of TSI NOI) shall only be needed for the basic parameters in this TSI which may be affected by the change(s).

[^ntr*2-L_2023222EN.01009401-E0003]: 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).’;"

• (b) in Table 11a, the following row 4.2.3.5.3 is inserted:

‘4.2.3.5.3 Derailment detection and prevention function	Presence and type of derailment detection and prevention function(s)	Fitting/removing of prevention/detection function	N/A’

• (c) the twelfth and thirteenth paragraphs are replaced by the following:

‘In order to establish the EC type or design examination certificate, the notified body selected by the entity managing the change may 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,

— 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 TSIs referred to in the certification framework defined in point 7.2.3.1.1.

In case the validity period of the EC type or design examination certificate for the original type is limited to 10 years (due to the application of the former Phase A/B concept), the validity period of the EC type or design examination certificate for the modified type, type variant or type version shall be limited to 14 years after the date of appointment of a notified body by the applicant for the initial rolling stock type (beginning of phase A of the original EC type or design examination certificate).’;

• (52) in point 7.2.2.3, the heading and the first paragraph are replaced by the following:

‘7.2.2.3.   Particular rules for units in operation not covered by an EC declaration of verification with a first authorisation for placing in service before 1 January 2015

The following rules apply, in addition to point 7.2.2.2, to units in operation 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.’;

• (53) point 7.2.2.4 is amended as follows:

• (a) the heading is replaced by the following:

• ‘7.2.2.4. Rules for the extension of the area of use for units in operation having an authorisation in accordance with Directive 2008/57/EC or in operation before 19 July 2010’;

• (b) in point (4), point (a) is replaced by the following:

• ‘(a) specific cases relating to any part of the extended area of use, listed in this TSI, TSI NOI and CCS TSI;’;

• (54) point 7.2.3.1 is replaced by the following:

‘7.2.3.1.   Rolling stock subsystem

This point 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 an EC type or design verification procedure in accordance with section 6.2 of this TSI. It also applies to the EC type or design verification procedure in accordance with the TSI NOI, which refers to this TSI for its scope of application to freight units.

The TSI assessment basis for an EC type or design examination is defined in columns ‘Design review’ and ‘Type test’ of Appendix F of this TSI and of Appendix C of the TSI NOI.’;

• (55) points 7.2.3.1.1 and 7.2.3.1.2 are replaced by the following:

‘7.2.3.1.1.   Definitions

(1) Initial assessment framework

The initial assessment framework is the set of TSIs (this TSI and the TSI NOI) applicable at the beginning of the design phase when the notified body is contracted by the applicant.

(2) Certification framework

The certification framework is the set of TSIs (this TSI and the TSI NOI) applicable at the time of issuing the EC type or design examination certificate. It is the initial assessment framework amended with the revisions of TSIs that came into force during the design phase.

(3) Design phase

The design phase is the period starting once a notified body, which is responsible for EC verification, is contracted by the applicant and ending when the EC type or design examination certificate is issued.

A design phase can cover a type and one or several type variant(s) and type version(s). For all type variant(s) and type version(s), the design phase is considered as starting at the same time as for the main type.

(4) Production phase

The production phase is the period during which units may be placed on the market on the basis of an EC declaration of verification referring to a valid EC type or design examination certificate.

(5) Unit in operation

A unit is in operation when it is registered with ‘Valid’ registration code ‘00’, in the National Vehicle Register in accordance with Decision 2007/756/EC or in the European Vehicle Register in accordance with Implementing Decision (EU) 2018/1614 and maintained in a safe state of running in accordance with Implementing Regulation (EU) 2019/779.

7.2.3.1.2.   Rules related to the EC type or design examination certificate

	(1)	The notified body shall issue the EC type or design examination certificate referring to the certification framework.

	(2)	When a revision of this TSI or of the TSI NOI comes into force during the design phase, the notified body shall issue the EC type or design examination certificate in accordance with the following rules: — For changes in the TSIs that are not referenced in Appendix A, conformity with the initial assessment framework leads to conformity to the certification framework. The Notified Body shall issue the EC type or design examination certificate referring to the certification framework without additional assessment. — For changes in the TSIs that are referenced in Appendix A, their application is mandatory in accordance with the transition regime laid down in that Appendix. During the transition period, the Notified Body may issue the EC type or design examination certificate referring to the certification framework without additional assessment. The Notified Body shall list in the EC type or design examination certificate all the points assessed in accordance with the initial assessment framework.

	(3)	When several revisions of this TSI or of the TSI NOI come into force during the design phase, point (2) shall apply to all revisions successively

	(4)	It is always permissible (but not mandatory) to use a most recent version of any TSI, either totally or for particular sections, unless explicitly otherwise specified in the revision of those TSIs; in case of application limited to particular sections, the applicant has to justify and document that applicable requirements remain consistent, and that has to be approved by the notified body.’;

• (56) the following point 7.2.3.1.3 is inserted:

‘7.2.3.1.3.   Validity of the EC type or design examination certificate

	(1)	When a revision of this TSI or of the TSI NOI comes into force, the EC type or design examination certificate for the subsystem remains valid unless it is required to be revised in accordance with the specific transition regime of a TSI change.

	(2)	Only the changes to the TSIs with a specific transition regime can apply to units in production phase or to units in operation.’;

• (57) point 7.2.3.2 is replaced by the following:

‘7.2.3.2.   Interoperability constituents

	(1)	This point concerns interoperability constituents which are subject to type examination or design examination or to suitability for use.

	(2)	The type or design examination or suitability for use remains valid even if a revision of this TSI or of the TSI NOI comes into force, unless explicitly otherwise specified in the revision of those TSIs. During this time, new constituents of the same type are permitted to be placed on the market without a new type assessment.’;

• (58) in point 7.3.1, the first paragraph is replaced by the following:

‘The specific cases, as listed in point 7.3.2, 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.

— “T2” cases: “temporary” cases, where the target system shall be reached by 31 December 2035.’;

• (59) point 7.3.2.2 is amended as follows:

• (a) ‘EN 15437-1:2009’ is replaced by ‘EN 15437-1:2009+A1:2022’

• (b) in point (a) the first sentence is replaced by the following:

‘(“T2”) Units intended to operate on the Swedish railway network shall be compliant with the target and prohibitive zones as set out in Table 12.’

• (c) the following point (b) is added:

• ‘(b) Specific case France (‘T0’)

This specific case is applicable to all units intended to operate on the French railway network.

Points 5.1 and 5.2 of standard EN 15437-1:2009+A1:2022 apply with the following specificities. The notations are the ones used in picture 3 of the standard.

WTA	=	70 mm
YTA	=	1 092,5 mm
LTA	=	Vmax x 0,56 (Vmax being the maximal line speed at the level of the Hot Axle Box Detector (HABD), expressed in km/h).

Units mutually recognised in accordance with point 7.1.2 and units equipped with on-board axle bearing condition monitoring equipment are exempted from this specific case. The exemption of units in accordance with point 7.1.2 is not applicable when using other conformity assessment methods in accordance with point 6.1.2.4a.’;

• (60) in point 7.3.2.4, the heading ‘Specific case UK for Great Britain’ and the following two paragraphs are deleted;

• (61) point 7.3.2.5 is replaced by the following:

‘7.3.2.5   Brake safety requirements (point 4.2.4.2)

Specific case Finland

For freight wagon intended to operate only on 1 524 mm network, the safety requirement defined in point 4.2.4.2 is deemed fulfilled if the unit complies with conditions defined in point 9 of Appendix C with the following modifications:

• (1) (point 9(d) of Appendix C) the braking performance shall be determined on the basis of the minimum distance of 1 200 m between signals on the Finnish network. The minimum percentage of braked weight is 55 % for 100 km/h and 85 % for 120 km/h;

• (2) (point 9(l) of Appendix C) if the brake system requires an interoperability constituent ‘friction element for wheel tread brakes’, the interoperability constituent shall comply with the requirements of point 6.1.2.5 or be made of cast iron.’;

• (62) point 7.3.2.7 is deleted;

• (63) point 7.6 is deleted;

• (64) Appendix A is replaced by the following:

‘Appendix A

Changes of requirements and transition regimes

For other TSI points than these listed in Table A.1 and Table A.2, compliance with the ‘previous TSI’ (i.e. this Regulation, as amended by Commission Implementing Regulation (EU) 2020/387[^ntr*3-L_2023222EN.01010701-E0001] imply compliance with this TSI applicable from 28 September 2023.

Changes with a generic transition regime of 7 years:

For TSI points listed in Table A.1, compliance with the previous TSI does not imply compliance with the version of this TSI applicable from 28 September 2023.

Projects already in design phase on 28 September 2023 shall comply with the requirement of this TSI from 28 September 2030.

Projects in production phase and units in operation are not affected by the TSI requirements listed in Table A.1

Table A.1

transition regime of 7 years

TSI point(s)	TSI point(s) in previous TSI	Explanation of the TSI change
4.2.2.3 Second paragraph	New requirement	Inclusion of a requirement on the securing devices
4.2.3.5.3 Derailment detection and prevention function	No point	Inclusion of requirements for the derailment detection and prevention function
4.2.4.3.2.1 Service brake	4.2.4.3.2.1 Service brake	Evolution of the specification referenced in Appendix D.1, Indexes [16] and [17]
4.2.4.3.2.2 Parking brake	4.2.4.3.2.2 Parking brake	Evolution of the specification referenced in Appendix D.1 Index [17]
4.2.4.3.2.2 Parking brake	4.2.4.3.2.2 Parking brake	Change in the calculation of the parking brake parameters
6.2.2.8.1 Testing of barriers	6.2.2.8.1 Testing of barriers	Evolution of the specification referenced in Appendix D.1 Index [19]
7.1.2 (h) Marking of the parking brake	7.1.2 (h) Marking of the parking brake	Change in the required marking
Point 9 of Appendix C	Point 9 of Appendix C	Evolution of the specification referenced in Appendix D.1, Indexes [38], [39], [46], [48], [49], [58]
Points referring to Appendix H and Appendix D.2 index [B]	New requirement	Inclusion of requirements on the codification of units intended to be used in combined transport
Points referring to Appendix D.2 index [A] except to point 3.2.2	Points referring to ERA/ERTMS/033281 V4except to point 3.2.2	ERA/ERTMS/033281 V5 replaces ERA/ERTMS/033281 V4, main changes concern frequency management for interference current limits and closure of open points

Changes with a specific transition regime:

For TSI points listed in Table A.2, compliance with the previous TSI does not imply compliance with this TSI applicable from 28 September 2023.

Projects already in design phase on 28 September 2023, projects in production phase, and units in operation shall comply with the requirement of this TSI in accordance with the respective transition regime set out in Table A.2 starting from 28 September 2023.

Table A.2

Specific transition regime

TSI point(s)	TSI points(s) in previous TSI	Explanation on TSI change	Transition regime	Transition regime	Transition regime	Transition regime
TSI point(s)	TSI points(s) in previous TSI	Explanation on TSI change	Design phase not started	Design phase started	Production phase	units in operation
Points referring to point 3.2.2 Appendix D.2 Index [A]	Points referring to point 3.2.2 of ERA/ERTMS/033281 V4	ERA/ERTMS/033281 V5 replaces ERA/ERTMS/033281 V4	Transition regime is defined in Table B1 in Appendix B to the CCS TSI	Transition regime is defined in Table B1 in Appendix B to the CCS TSI	Transition regime is defined in Table B1 in Appendix B to the CCS TSI	Transition regime is defined in Table B1 in Appendix B to the CCS TSI

;

[^ntr*3-L_2023222EN.01010701-E0001]: Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulation (EU) No 321/2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system (OJ L 73 10.3.2020, p. 6)."

• (65) Appendix C is amended as follows:

• (a) in the section ‘Additional optional conditions’, ‘C.18’ is replaced by ‘C.20’;

• (b) point 1 is replaced by the following:

‘1.   Manual coupling system

The manual coupling system shall comply with the following requirements:

— The screw coupling system excluding the draw hook, and the draw hook itself, shall respectively comply with the requirements related to freight wagons defined in Appendix D Index [31]

— The wagon shall comply with the requirements related to freight wagons defined in Appendix D Index [59]

— The buffer shall comply with the requirements related to freight wagons defined in Appendix D Index [32]

Where a combined automatic and screw coupler is fitted, it is permissible for the auto coupler head to infringe the space for shunting staff on the left hand side when it is stowed and the screw coupler is in use. In this case the marking defined in the specification referenced in Appendix D Index [2] is mandatory.

In order to provide this full compatibility, it is permitted to have a different value of the distance between buffer centrelines, 1 790 mm (Finland) and 1 850 mm (Portugal and Spain) taking into account the specification referenced in Appendix D Index [32]’;

• (c) point 2 is replaced by the following:

‘2.   UIC footsteps and handrails

The unit shall be equipped with footsteps and handrails in accordance with the specification referenced in Appendix D Index [28] and with clearances in accordance with the same specification’;

• (d) point 3 is replaced by the following:

‘3.   Ability to be hump shunted

In addition to the requirements of point 4.2.2.2 the unit shall be assessed in accordance with the specification referenced in Appendix D Index [1] and classified in Category F I in accordance with the same specification with the following exception: for units designed to carry motor vehicles or combined transport units without long stroke shock absorbers the Category F-II may be used. The requirements concerning the buffing tests in the same specification apply.’;

• (e) in point 7, the following points (c) and (d) are added:

• ‘(c) If the unit has electronic equipment on board emitting interference current via the rail, the ‘influencing unit’ (as defined in the technical document referenced in Appendix D.2 Index [A]) of which the unit is planned to be part shall be compliant with specific cases for track circuits notified under Article 13 of CCS TSI by applying the harmonised vehicle test methods and vehicle impedance referred in the technical document referenced in Appendix D.2 Index [A]. Compliance of the unit can be demonstrated based on the technical document referred in Article 13 of CCS TSI and is checked by the Notified Body as part of EC verification.

• (d) If the unit has electrical or electronic equipment on board emitting interference electromagnetic fields:

— close to the wheel sensor of an axle counter, or

— induced by the return current via the rail if applicable.

The ‘influencing unit’ (as defined in the technical document referenced in Appendix D.2 Index [A]) of which the unit is planned to be part shall be compliant with specific cases for axle counters notified under Article 13 of CCS TSI by applying the harmonised vehicle test methods referred in the technical document referenced in Appendix D.2 Index [A]. Compliance of the unit can be demonstrated based on the technical document referred in Article 13 of CCS TSI and is checked by the Notified Body as part of EC verification.’;

• (f) point 8 is replaced by the following:

‘8.   Tests concerning longitudinal compressive forces

The verification of safe running under longitudinal compressive forces shall be in accordance with the specification referenced in Appendix D Index [33].’;

• (g) point 9 is amended as follows:

• (i) point (c) is replaced by the following:

‘Every unit shall be fitted with a brake system having at least brake modes G and P. The brake modes G and P shall be assessed in accordance with the specification referenced in Appendix D Index [36].’;

• (ii) in point (e), the second sentence is replaced by the following:

‘The brake application time of the P brake mode in accordance with the specification referenced in Appendix D Index [36] are also valid for further brake modes.’;

• (iii) in point (f), the second sentence is replaced by the following:

‘Details for standardised air reservoirs are set out in the specifications referenced in Appendix D Index [40] and Index [41].’;

• (iv) in point (h), the first sentence is replaced by the following:

‘The distributor and distributor isolating device shall be in accordance with the specification referenced in Appendix D Index [34].’;

• (v) point (i) is amended as follows:

• — point (i) is replaced by the following:

• ‘(i) The interface of the brake pipe shall be in accordance with the specification referenced in Appendix D Index [42].’;

• — point (iv) is replaced by the following:

• ‘(iv) The end cocks shall be in accordance with the specification referenced in Appendix D Index [43].’;

• (vi) points (j) and (k) are replaced by the following:

• ‘(j) The brake mode switching device shall be in accordance with the specification referenced in Appendix D Index [44].

• (k) Brake block holders shall be in accordance with the specification referenced in Appendix D Index [45].’;

• (vii) point (l) is replaced by the following:

‘If the brake system requires a ‘friction element for wheel tread brakes’ interoperability constituent, the interoperability constituent shall, in addition to the requirements of point 6.1.2.5, comply with the specification referenced in Appendix D Index [46] or Index [47].’;

• (viii) in point (m), the first and second sentences are replaced by the following:

‘Slack adjusters shall be in accordance with the specification referenced in Appendix D Index [48]. The assessment of conformity shall be carried out in accordance with the same specification’;

• (ix) point (n) is replaced by the following:

• ‘(n) If the unit is equipped with a wheel slide protection system (WSP) it shall be in accordance with the specification referenced in Appendix D Index [49].

Table C.3

Minimum braking performance for brake modes G and P