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)

TSI point(s)	TSI point(s) in the previous TSI	Explanation of the TSI change
4.2.2.1.1(1a)	No requirement	New requirement precising the correct position of the handle
4.2.2.2(8)	4.2.2.2(8)	More precise wording of the requirement
4.2.2.3.2(8) When a door is closed locally (by a passenger or crew), a door closing signal shall be given; it shall start following the operation of the control device and shall continue until the door is closed	No requirement	New requirement
4.2.2.3.2(11)	No requirement	New requirement
4.2.2.11.1(3) The technical documentation referred to in point 4.2.12 of the LOC&PAS TSI shall include information about the height and offset of the theoretical platform resulting in a vertical gap (δν-) of 160 mm and in a horizontal gap (δh) of 200 mm from the point situated in the central position of the nose of the rolling stock's lowest step on a straight level track.	No requirement	New requirement
5.3.2.6(1)	5.3.2.6(1)	Restriction of the possibilities given
5.3.2.8	5.3.2.8	New requirement in the specification referenced in Appendix A index [11]
6.2.3.3	No requirement	New requirement referring to a specific standard on contrast
7.3.2.6. Step position for vehicle access and egress) Specific Case Spain ‘P’	7.3.2.6. Step position for vehicle access and egress) Specific Case Spain ‘P’ for the 1 668 mm gauge network	New requirement applicable to 1 668 mm track gauge vehicles
Appendix G – door opening and closing signals	Appendix G – door opening and closing signals	Change of measuring method

Changes with a specific transition regime:

For TSI points listed in Table P.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 rolling stock in operation shall comply with the requirement of this TSI in accordance with the respective transition regime set out in Table P.2 from 28 September 2023.

Table P.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	rolling stock in operation
Not applicable	Not applicable	Not applicable	Not applicable	Not applicable	Not applicable	Not applicable

.

[^ntr*5-L_2023222EN.01017601-E0001]: Commission Implementing Regulation (EU) 2019/772 of 16 May 2019 amending Regulation (EU) No 1300/2014 as regards inventory of assets with a view to identifying barriers to accessibility, providing information to users and monitoring and evaluating progress on accessibility (OJ L 139I, 27.5.2019, p. 1)."

[^ntc*1-L_2023222EN.01014901-E0001]  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 (OJ L 138, 26.5.2016, p. 44).’;

[^ntc*2-L_2023222EN.01014901-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 139I 27.5.2019, p. 5).’;

[^ntc*3-L_2023222EN.01014901-E0003]  Regulation (EU) 2021/782 of the European Parliament and of the Council of 29 April 2021 on rail passengers’ rights and obligations (recast) (OJ L 172, 17.5.2021, p. 1).’;

[^ntc*4-L_2023222EN.01014901-E0005]  Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European Union (OJ L 356, 12.12.2014, p. 1).’;

[^ntc*5-L_2023222EN.01017601-E0001]  Commission Implementing Regulation (EU) 2019/772 of 16 May 2019 amending Regulation (EU) No 1300/2014 as regards inventory of assets with a view to identifying barriers to accessibility, providing information to users and monitoring and evaluating progress on accessibility (OJ L 139I, 27.5.2019, p. 1).’

ANNEX IV

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

• (1) in point 2.1(2), point (a) is replaced by the following:

• ‘(a) substations: connected on the primary side to the high-voltage grid, with transformation of the high-voltage to a voltage and/or conversion to a traction power supply system suitable for the trains. On the secondary side, substations are connected to the railway contact line system;’;

• (2) point 2.1.1 is replaced by the following:

‘2.1.1.   Traction power supply

	(1)	The objective of the traction power supply system is to supply every train with power in order to meet the planned timetable.

	(2)	Basic parameters for traction power supply system are set out in point 4.2.’;

• (3) in point 2.1.2, point (1) is replaced by the following:

• ‘(1) The objective is to ensure reliable and continuous power transfer from the traction power supply system to the rolling stock. The interaction between the overhead contact line and the pantograph is an important aspect of interoperability.’;

• (4) in Chapter 3, the Table, rows 4.2.4 and 4.2.5 are replaced by the following:

‘4.2.4	Traction power supply performance	—	—	—	—	1.5 2.2.3	—
4.2.5	Current at standstill	—	—	—	—	1.5 2.2.3	—’

• (5) point 4.2.1 is replaced by the following:

• ‘4.2.1. (not used)’;

• (6) point 4.2.2.1 is replaced by the following:

‘4.2.2.1.   Traction power supply system:

• (a) Voltage and frequency (4.2.3);

• (b) Parameters relating to traction power supply system performance (4.2.4);

• (c) Current at standstill (4.2.5);

• (d) Regenerative braking (4.2.6);

• (e) Electrical protection coordination arrangements (4.2.7);

• (f) Harmonics and dynamic effects for AC traction power supply systems (4.2.8).’;

• (7) point 4.2.3 is replaced by the following:

‘4.2.3.   Voltage and frequency

The nominal voltage and nominal frequency of the traction power supply system shall be one of the four systems:

• (a) AC 25 kV, 50 Hz;

• (b) AC 15 kV, 16,7 Hz;

• (c) DC 3 kV;

• (d) DC 1,5 kV.

For new lines with speed greater than 250 km/h, implementation rules are specified in point 7.1.1.’;

• (8) point 4.2.4 is replaced by the following:

‘4.2.4.   Traction power supply system performance

For newly built subsystems, or in the case the traction power supply system is changed (e.g. migration from DC to AC), the quality index for the subsystem shall comply with the specification referenced in Appendix E, Index [1] in order to enable trains to meet the design timetable.’;

• (9) point 4.2.5 is replaced by the following:

‘4.2.5.   Current at standstill

The OCL shall be designed to sustain at least the values of current at standstill per pantograph, in accordance with the specification referenced in Appendix E, Index [2].’;

• (10) in point 4.2.6, point (1) is replaced by the following:

• ‘(1) The traction power supply systems shall be designed to allow the use of regenerative braking according to the specification referenced in Appendix E, Index [1].’;

• (11) point 4.2.7 is replaced by the following:

‘4.2.7.   Electrical protection coordination arrangements

Electrical protection coordination design of the energy subsystem shall comply with the requirements detailed in the specification referenced in Appendix E, Index [1].’;

• (12) in point 4.2.8, point (2) is replaced by the following:

• ‘(2) In order to avoid instability and achieve electrical system compatibility, harmonic overvoltages shall be limited below critical values in accordance with the specification referenced in Appendix E, Index [1].’;

• (13) point 4.2.9 is amended as follows:

• (a) in point (1), ‘7.2.3’ is replaced by ‘7.1.2’;

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

• ‘(2) The contact wire height and the lateral deviation of the contact wire under the action of a crosswind are factors which govern the interoperability of the rail network.’;

• (14) in point 4.2.9.1, points (1), (2) and (3) are replaced by the following:

• ‘(1) The permissible data for contact wire height is given in Table 4.2.9.1.

Table 4.2.9.1

Contact wire height

Description	v ≥ 250 [km/h]	v < 250 [km/h]
Nominal contact wire height [mm]	Between 5 080 and 5 300	Between 5 000 and 5 750
Minimum design contact wire height [mm]	5 080	In accordance with the specification referenced in Appendix E, Index [3] depending on the chosen gauge
Maximum design contact wire height [mm]	5 300	6 200 34

• (2) For the relation between the contact wire heights and pantograph working heights see the specification referenced in Appendix E, Index [3].

• (3) At level crossings, the contact wire height shall be specified by national rules or in the absence of national rules, in accordance with the specification referenced in Appendix E, Index [4].’;

• (15) point 4.2.9.2 is amended as follows:

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

• ‘(1) The maximum lateral deviation of the contact wire in relation to the track centre line under action of crosswind shall be in accordance with the specification referenced in Appendix E, Index [2].’;

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

• ‘(3) Track gauge system 1 520 mm:

For Member States applying the pantograph profile in accordance with point 4.2.8.2.9.2.3 of the LOC&PAS TSI the maximum lateral deviation of the contact wire in relation to the pantograph centre under action of a crosswind shall be 500 mm.’;

• (16) point 4.2.10 is replaced by the following:

‘4.2.10.   Pantograph gauge

	(1)	Track gauge system other than 1 520 mm: The mechanical kinematic pantograph gauge shall be specified using the method given in the specification referenced in Appendix E, Index [2] to this TSI and the pantograph profiles defined in LOC&PAS TSI, clauses 4.2.8.2.9.2.1 and 4.2.8.2.9.2.2.

	(2)	Track gauge system 1 520 mm: For Member States applying the pantograph profile in accordance with LOC&PAS TSI, clause 4.2.8.2.9.2.3, the static gauge available for pantograph is defined in Appendix D to this TSI.

	(3)	No part of the energy sub-system shall enter the pantograph gauge as stated in points (1) and (2), except for the contact wire and steady arm.’;

• (17) in point 4.2.11, points (2) and (3) are replaced by the following:

• ‘(2) The ranges of Fm for each of the traction power supply systems are defined in the specification referenced in Appendix E, Index [2].

• (3) The overhead contact lines shall be designed to be capable to sustain the upper design limit of Fm given in the specification referenced in Appendix E, Index [2].’;

• (18) in point 4.2.12, points (2) and (3) are replaced by the following:

• ‘(2) S0 is the simulated or measured uplift of the contact wire at a steady arm, with a minimum of two pantographs operating simultaneously with the upper limit of Fm at the OCL design speed. When the uplift of the steady arm is physically limited due to the overhead contact line design, it is permissible for the necessary space to be reduced to 1,5S0 (refer to the specification referenced in Appendix E, Index [3]).

• (3) Maximum force (Fmax) is usually within the range of Fm plus three standard deviations σmax; higher values may occur at particular locations and are given in the specification referenced in Appendix E, Index [3]. For rigid components such as section insulators in overhead contact line systems, the contact force can increase up to a maximum of 350 N.’;

• (19) point 4.2.13 is replaced by the following:

‘4.2.13.   Pantograph spacing for overhead contact line design

The overhead contact line shall be designed for trains with two pantographs operating simultaneously. The design spacing of the two pantograph heads, centre line to centre line, shall be equal or lower than values set out in the specification referenced in Appendix E, Index [2].’;

• (20) in point 4.2.14, point (3) is replaced by the following:

• ‘(3) Permissible materials for contact wires are copper and copper-alloy. The contact wire shall comply with the requirements of the specification referenced in Appendix E, Index [5].’;

• (21) point 4.2.15 is replaced by the following:

‘4.2.15.   Phase separation sections

4.2.15.1.   General

	(1)	The design of phase separation sections shall ensure that trains can move from one section to an adjacent one without bridging the two phases. Power exchange between the OCL and the unit shall be brought to zero, by switching off the on-board circuit breaker or other equivalent means, before entering the phase separation section. Adequate means (except for the short separation section) shall be provided to allow a train that is stopped within the phase separation section to be restarted.

	(2)	The overall length D of neutral sections is defined in the specification referenced in Appendix E, Index [2]. For the calculation of D clearances, the specification referenced in Appendix E, Index [3] and an uplift of S0 shall be taken into account.

4.2.15.2.   Lines with speed v ≥ 250 km/h

Two types of design of phase separation sections may be adopted:

• (a) a phase separation design where all the pantographs of the longest TSI compliant trains are within the neutral section. The overall length of the neutral section shall be at least 402 m.

For detailed requirements see the specification referenced in Appendix E, Index [2];

• (b) a shorter phase separation with three insulated overlaps as shown in the specification referenced in Appendix E, Index [2]. The overall length of the neutral section is less than 142 m including clearances and tolerances.

4.2.15.3.   Lines with speed v < 250 km/h

The design of separation sections shall normally adopt solutions as described in the specification referenced in Appendix E, Index [2]. Where an alternative solution is proposed, it shall be demonstrated that the alternative is at least as reliable.’;

• (22) point 4.2.16.1 is amended as follows:

• (a) in point (1), the first sentence is replaced by:

‘The design of system separation sections shall ensure that trains can move from one traction power supply system to an adjacent different traction power supply system without bridging the two systems.’;

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

• ‘(3) The overall length D of neutral sections is defined in the specification referenced in Appendix E, Index [2]. For the calculation of D clearances, the specification referenced in Appendix E, Index [3] and an uplift of S0 shall be taken into account.’;

• (23) point 4.2.16.2 is amended as follows:

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

• ‘(1) Power exchange between the OCL and the unit shall be brought to zero by switching off the on-board circuit breaker or other equivalent means, before entering the system separation section.’;

• (b) in point (2), points (b) and (c) are replaced by the following:

• ‘(b) provision shall be made in the energy subsystem to avoid bridging of both adjacent traction power supply systems should the opening of the on-board circuit breaker(s) fail;

• (c) variation in contact wire height along the entire separation section shall fulfil requirements set in the specification referenced in Appendix E, Index [3].’;

• (24) in point 4.2.16.3, point (2) is replaced by the following:

• ‘(2) If a system separation section is traversed with pantographs lowered, it shall be designed so as to avoid the electrical connection of the two traction power supply systems by an unintentionally raised pantograph.’;

• (25) in point 4.2.17, points (2) and (3) are replaced by the following:

• ‘(2) The on-ground energy Data Collecting System (DCS) shall receive, store and export CEBD without corrupting it, in accordance with the specification referenced in Appendix E, Index [6].

• (3) The on-ground energy DCS shall support all the data exchange requirements as defined in point 4.2.8.2.8.4 of the LOC&PAS TSI and requirements set out in the specification referenced in Appendix E, Index [7].’;

• (26) point 4.2.18 is replaced by the following:

‘4.2.18.   Protective provisions against electric shock

Electrical safety of the overhead contact line system and protection against electric shock shall be achieved by compliance with the specification referenced in Appendix E, Index [4] and, regarding AC voltage limits for the safety of persons and DC voltage limits, by compliance with the specification referenced in Appendix E, Index [4].’;

• (27) in point 4.3.2, the table is amended as follows:

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

‘Traction power supply performance	4.2.4	Max current from OCL Power factor	4.2.8.2.4 4.2.8.2.6
Current at standstill	4.2.5	Maximum current at standstill	4.2.8.2.5’

• (b) the sixth row is replaced by the following:

‘Harmonics and dynamic effects for AC traction power supply systems	4.2.8	Harmonics and dynamic effects for AC systems	4.2.8.2.7’

• (28) in point 4.3.4, points (2) and (3) are replaced by the following:

• ‘(2) The information is transmitted between the ETCS trackside and the ETCS on-board sub-systems as well as between the ETCS on-board and the vehicle power system.The transmission interface is specified in the CCS TSI and the LOC & PAS TSI.

• (3) The relevant information to perform the switching off of the on-board circuit breaker, the change of maximum train current, the change of the traction power supply system and the pantograph management shall be transmitted via ETCS when the line is equipped with ETCS and those trackside functionalities are implemented.’;

• (29) in point 4.3.5, the table, the first row is replaced by the following:

‘Traction power supply performance	4.2.4	Train composition Preparation of the Route Book	4.2.2.5 4.2.1.2.2.1’

• (30) point 5.2.1.6 is replaced by the following:

‘5.2.1.6.   Current at standstill

The overhead contact line shall be designed for the requirements set out in point 4.2.5.’;

• (31) point 6.1.4.1 is amended as follows:

• (a) in point (1), point (d) is replaced by the following:

• ‘(d) The design of an overhead contact line shall be assessed with a simulation tool validated in accordance with the specification referenced in Appendix E, Index [8] and by measurement in accordance with the specification referenced in Appendix E, Index [9].

For OCL with a design speed up to and including 100 km/h, simulation and measurement of the dynamic behaviour are not required.’;

• (b) point (3), point (f) is replaced by the following:

• ‘(f) In order to be acceptable, the measured current collection quality shall be in accordance with point 4.2.12, for uplift, and either the mean contact force and standard deviation or percentage of arcing. The uplift of at least two steady arms shall be measured.’;

• (32) point 6.1.4.2 is replaced by the following:

‘6.1.4.2.   Assessment of current at standstill (DC systems only)

The conformity assessment for DC systems shall be carried out in accordance with the specification referenced in Appendix E, Index [2].’;

• (33) in point 6.1.5, the introductory phrase is replaced by the following:

‘In accordance with Article 9(2) of Directive (EU) 2016/797, the EC declaration of conformity shall be accompanied by statement setting out the condition of use:’;

• (34) point 6.2.4.1 is replaced by the following:

‘6.2.4.1.   Assessment of voltage and frequency

	(1)	The applicant shall declare in the technical file which nominal voltage is chosen for the traction power supply only in the following cases: (a) a new energy subsystem is built; (b) the traction power supply system is changed (e.g. migration from DC to AC).

	(2)	The selected traction power supply system shall be assessed by a document review in the design phase. An assessment is required only in the following cases: (a) a new sub-systems is built; (b) the traction power supply system is changed (e.g. migration from DC to AC).’;

• (35) the following point 6.2.4.1a is inserted:

‘6.2.4.1a.   Assessment of traction power supply performance

	(1)	The applicant shall declare: (a) a quality index as defined in the point 4.2.4 for the subsystem; (b) that the output of the design study complies with the specification referenced in Appendix E, Index [1].

	(2)	The assessment shall be carried out by verifying only the existence of the declaration.’;

• (36) point 6.2.4.2 is replaced by the following:

‘6.2.4.2.   Assessment of regenerative braking

	(1)	The assessment for AC traction power supply fixed installations shall be demonstrated in accordance with the specification referenced in Appendix E, Index [1].

	(2)	The assessment for DC traction power supply shall be demonstrated by a design review.’;

• (37) points 6.2.4.3 and 6.2.4.4 are replaced by the following:

‘6.2.4.3.   Assessment of electrical protection coordination arrangements

The assessment shall be demonstrated for design and operation of substations in accordance with the specification referenced in Appendix E, Index [1].

6.2.4.4.   Assessment of harmonics and dynamic effects for AC traction power supply systems

	(1)	A compatibility study shall be carried out in accordance with the specification referenced in Appendix E, Index [1].

	(2)	That study shall be carried out only in the case of introducing converters with active semi-conductors in the traction power supply system.

	(3)	The notified body shall assess if criteria of the specification referenced in Appendix E, Index [1] are fulfilled.’;

• (38) in point 6.2.4.5, point (2) is replaced by the following:

• ‘(2) Measurements of the interaction parameters shall be carried out in accordance with the specification referenced in Appendix E, Index [9].’;

• (39) in point 6.3.1(1), the introductory phrase is replaced by the following:

‘Until the list of interoperability constituents listed in Chapter 5 of this TSI is revised, a notified body is allowed to issue an EC certificate of verification for a subsystem, even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following criteria are complied with:’;

• (40) in Chapter 7, the first paragraph is deleted;

• (41) points 7.1 to 7.3 are replaced by the following:

‘7.1.   National implementation plan

• (a) Member States shall develop a national plan for the implementation of this TSI, considering the coherence of the entire rail system of the Union. That plan shall include all projects regarding new, renewal and upgrading of energy subsystem and shall ensure a gradual migration within a reasonable timescale onwards an interoperable target energy subsystem fully compliant with this TSI.

• (b) Member States shall ensure that an on-ground energy data collecting system capable to exchange compiled energy billing data in accordance with point 4.2.17 of this TSI is implemented.

7.1.1.   Implementation rules for voltage and frequency

New lines with speed greater than 250 km/h shall be supplied with one of the AC systems listed in point 4.2.3 (a) and (b).

7.1.2.   Implementation rules for OCL geometry

7.1.2.1.   Implementation rules for 1 435 mm track gauge system

The OCL shall be designed taking into account the following rules:

• (a) New energy subsystems with speed greater than 250 km/h shall accommodate both pantographs as specified in points 4.2.8.2.9.2.1 (1 600 mm) and 4.2.8.2.9.2.2 (1 950 mm) of the LOC & PAS TSI.

If this is not possible, the OCL shall be designed for use by at least a pantograph with the head geometry specified in point 4.2.8.2.9.2.1 (1 600 mm) of the LOC & PAS TSI.

• (b) Renewed or upgraded energy subsystems with speed greater than 250 km/h shall accommodate at least a pantograph with the head geometry specified in point 4.2.8.2.9.2.1 (1 600 mm) of the LOC & PAS TSI.

• (c) Other cases: the OCL shall be designed for use by at least one of the pantographs with the head geometry specified in points 4.2.8.2.9.2.1 (1 600 mm) or 4.2.8.2.9.2.2 (1 950 mm) of the LOC & PAS TSI.

7.1.2.2.   Track gauge systems different than 1 435 mm

The OCL shall be designed for use by at least one of the pantographs with the head geometry specified in point 4.2.8.2.9.2 of the LOC & PAS TSI.

7.2.   Application of this TSI to a new energy subsystem

	(1)	For a new energy subsystem, the application of this TSI shall be compulsory.

	(2)	A ‘new energy subsystem’ means an energy subsystem placed into service after 28 September 2023, which is created where no traction power supply and OCL previously existed. Any other energy subsystem shall be considered as an ‘existing energy subsystem’.

	(3)	The following cases are considered as upgrading and not as the placing into service of new energy subsystems: (a) the realignment of part of an existing route; (b) the creation of a bypass; (c) the addition of one or more tracks on an existing route, regardless of the distance between the original tracks and the additional tracks.

7.3.   Application of this TSI to an existing energy subsystem

7.3.1.   Performance criteria of the subsystem

In addition to the cases referred to in point 7.2.(3), ‘upgrading’ is a major modification work of an existing energy subsystem resulting in an increase of the line speed of more than 30km/h.

7.3.2.   Application of the TSI

The conformity with this TSI is mandatory for a subsystem or part(s) of it which are upgraded or renewed. Due to the characteristics of the inherited railway system, compliance of existing energy subsystem with this TSI may be achieved through a gradual improvement of interoperability:

• (1) For the upgraded energy subsystem, the application of this TSI shall be compulsory and applied to the upgraded subsystem within the geographical coverage of the upgrading. The geographical coverage of the upgrading shall be defined based on locations on tracks and metric references and shall result in the compliance of all basic parameters of the energy subsystem associated with the tracks that are subject to the upgrading of the energy subsystem.

The addition of one or more rails supporting a further track gauge is also considered as upgrade when the performance criteria of the subsystem is triggered as described in point 7.3.1.

• (2) In the event of a change other than an upgrading of the energy subsystem, the application of this TSI for each of the basic parameters (referred to in point 4.2.2) affected by the change shall be compulsory when the change requires carrying out a new ‘EC’ verification procedure in accordance with Commission Implementing Regulation (EU) 2019/250[^ntr*1-L_2023222EN.01017801-E0002]. Provisions defined in Articles 6 and 7 of Implementing Regulation (EU) 2019/250 shall apply.

• (3) In the event of a change other than an upgrading of the energy subsystem and for those basic parameters that are not affected by the change, or when the change does not require a new ‘EC’ verification, the demonstration of the level of compliance with this TSI is voluntary.

• (4) In case of ‘major substitution, as defined in Article 2(15) of Directive (EU) 2016/797 of the European Parliament and of the Council[^ntr*2-L_2023222EN.01017801-E0003], in the framework of a ‘renewal’, non TSI-compliant elements of the subsystem or part(s) of it shall systematically be replaced with TSI-compliant ones.

• (5) ‘Substitution in the framework of maintenance’ means any replacement of components by parts of identical function and performance in the framework of maintenance, as defined in Article 2(17) of Directive (EU) 2016/797. It shall be made in accordance with the requirements of this TSI, whenever reasonably and economically feasible and it does not require an ‘EC’ verification.

• (6) For the existing energy subsystem, in the event of a change other than an upgrading, for the maximum lateral deviation of the OCL, it is permitted to deviate from the requirement in point 4.2.9.2. as long as the Infrastructure Manager has provided evidence that TSI compliant rolling stock with a TSI compliant pantograph (as described in point 7.1.2.1 of this TSI) has already operated under the same OCL design installed in the network without occurring any incident.

7.3.3.   Existing lines that are not subject to a renewal or upgrading project

Where an infrastructure manager wishes to demonstrate the level of compliance of an existing line with the basic parameters of this TSI, it shall apply the procedure described in in Commission Recommendation 2014/881/EU[^ntr*3-L_2023222EN.01017801-E0004].

7.3.4   Route compatibility checks before the use of authorised vehicles

The ‘route compatibility check’ procedure to be applied and the parameters of the energy subsystem to be used are laid down in point 4.2.2.5 and Appendix D.1 of the TSI OPE.

[^ntr*1-L_2023222EN.01017801-E0002]: Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the templates for ‘EC’ declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the ‘EC’ verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 42, 13.2.2019, p. 9)."

[^ntr*2-L_2023222EN.01017801-E0003]: 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 (OJ L 138, 26.5.2016, p. 44)."

[^ntr*3-L_2023222EN.01017801-E0004]: Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure for demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 356, 12.12.2014, p. 520).’;"

• (42) point 7.4.1 is amended as follows:

• (a) point (1) is deleted;

• (b) First sentence of point (2) is replaced as follows:

‘The following specific cases may be applied on particular networks. The specific cases are classified as:’;

• (43) point 7.4.2.2.1 is replaced by the following:

• ‘7.4.2.2.1. (not used)’;

• (44) point 7.4.2.6 is replaced by the following:

• ‘7.4.2.6. (not used)’;

• (45) point 7.4.2.7.1 is replaced by the following:

• ‘7.4.2.7.1. (not used)’;

• (46) point 7.4.2.8 is replaced by the following:

• ‘7.4.2.8. (not used)’;

• (47) point 7.4.2.9 is replaced by the following:

• ‘7.4.2.9. (not used)’;

• (48) in Appendix A, Table A.1, row ‘Current at standstill — 5.2.1.6’, fourth column, ‘X’ is replaced by ‘X (only for DC systems)’;

• (49) in Appendix B, Table B.1, first column, the second and third rows are replaced by the following:

‘Traction power supply performance — 4.2.4
DC systems only: Current at standstill — 4.2.5’

• (50) Appendix C is replaced by the following:

‘Appendix C

(not used)

;

• (51) Appendix D is amended as follows:

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

‘Appendix D

Specification of the static pantograph gauge (track gauge system 1 520 mm)

;

• (b) point D.1 is deleted;

• (c) the title of point D.2 is deleted;

• (52) Appendix E is replaced by the following:

‘Appendix E

List of referenced standards

Index	Characteristics to be assessed	TSI Point	Mandatory standard Point
[1]	EN 50388-1:2022 Railway Applications - Fixed installations and rolling stock - Technical criteria for the coordination between electric traction power supply systems and rolling stock to achieve interoperability - Part 1: General	EN 50388-1:2022 Railway Applications - Fixed installations and rolling stock - Technical criteria for the coordination between electric traction power supply systems and rolling stock to achieve interoperability - Part 1: General	EN 50388-1:2022 Railway Applications - Fixed installations and rolling stock - Technical criteria for the coordination between electric traction power supply systems and rolling stock to achieve interoperability - Part 1: General
[1.1]	Traction power supply performance	4.2.4	8.2
[1.2]	Regenerative braking	4.2.6	12.2.2
[1.3]	Electrical protection coordination arrangements	4.2.7	11.2 and 11.3 point 2 and 3
[1.4]	Harmonics and dynamic effects for AC traction power supply systems	4.2.8 (2)	10.3 – Table 6
[1.5]	Assessment of traction power supply performance	6.2.4.1a	8.4
[1.6]	Assessment of regenerative braking	6.2.4.2 (1)	15.6.2
[1.7]	Assessment of electrical protection coordination arrangements	6.2.4.3	15.5.1.2 and 15.5.2.1
[1.8]	Assessment of harmonics and dynamic effects for AC traction power supply systems	6.2.4.4 (1)	10.3
[1.9]	Assessment of harmonics and dynamic effects for AC traction power supply systems	6.2.4.4 (3)	10.3
[2]	EN 50367: 2020+A1:2022 Railway Applications - Fixed installations and rolling stock - Criteria to achieve technical compatibility between pantographs and overhead contact line	EN 50367: 2020+A1:2022 Railway Applications - Fixed installations and rolling stock - Criteria to achieve technical compatibility between pantographs and overhead contact line	EN 50367: 2020+A1:2022 Railway Applications - Fixed installations and rolling stock - Criteria to achieve technical compatibility between pantographs and overhead contact line
[2.1]	Current at standstill	4.2.5	7.2, Table 5
[2.2]	Maximum lateral deviation	4.2.9.2 (1)	5.2.5
[2.3]	Mechanical kinematic pantograph gauge	4.2.10 (1)	5.2.2
[2.4]	Mean contact force	4.2.11 (2) and (3)	Table 6
[2.5]	Pantograph spacing for overhead contact line design	4.2.13	8.2.2, Table 9
[2.6]	Phase separation sections - General - length D of neutral section	4.2.15.1 (2)	4
[2.7]	Lines with speed v ≥ 250 km/h	4.2.15.2 (a)	Annex A.1.2
[2.8]	Lines with speed v ≥ 250 km/h	4.2.15.2 (b)	Annex A.1.4
[2.9]	Lines with speed v < 250 km/h	4.2.15.3	Annex A.1
[2.10]	System separation sections - General - length D of neutral section	4.2.16.1 (3)	4
[2.11]	Assessment of current at standstill (DC systems only)	6.1.4.2	Annex A.3
[3]	EN 50119:2020 Railway Applications - Fixed installations – Electric traction overhead contact lines	EN 50119:2020 Railway Applications - Fixed installations – Electric traction overhead contact lines	EN 50119:2020 Railway Applications - Fixed installations – Electric traction overhead contact lines
[3.1]	Minimum design contact wire height	4.2.9.1 (1)	5.10.4
[3.2]	Maximum design contact wire height	4.2.9.1 (1) (note (1))	figure 3
[3.3]	Relation with pantograph working height	4.2.9.1 (2)	figure 3
[3.4]	Dynamic behaviour and quality of current collection	4.2.12 (2)	5.10.2
[3.5]	Dynamic behaviour and quality of current collection	4.2.12 (3)	5.2.5.2, Table 4
[3.6]	Phase separation sections - calculation of D, clearances	4.2.15.1 (2)	5.1.3
[3.7]	System separation sections – General - calculation of D, clearances	4.2.16.1 (3)	5.1.3
[3.8]	System separation sections - pantographs raised	4.2.16.2 (2)	5.10.3
[4]	EN 50122-1:2022 Railway Applications - Fixed installations – Electrical safety, earthing and the return circuit – Part 1: Protective provisions against electric shock	EN 50122-1:2022 Railway Applications - Fixed installations – Electrical safety, earthing and the return circuit – Part 1: Protective provisions against electric shock	EN 50122-1:2022 Railway Applications - Fixed installations – Electrical safety, earthing and the return circuit – Part 1: Protective provisions against electric shock
[4.1]	Contact wire height	4.2.9.1 (3)	5.2.5 and 5.2.7
[4.2]	Protective provisions against electric shock	4.2.18	5.1 and in public areas: — 5.2.1, 5.2.2, or — 5.3.1, 5.3.2, 5.3.3, 5.3.4
[4.3]	AC voltage limits	4.2.18	9.2.2.2, 9.2.2.4
[4.4]	DC voltage limits	4.2.18	9.3.2.2, 9.3.2.4
[5]	EN 50149:2012 Railway Applications - Fixed installations – Electric traction – Copper and copper alloy grooved contact wire	EN 50149:2012 Railway Applications - Fixed installations – Electric traction – Copper and copper alloy grooved contact wire	EN 50149:2012 Railway Applications - Fixed installations – Electric traction – Copper and copper alloy grooved contact wire
[5.1]	Contact wire material	4.2.14 (3)	4.2 (excluding the reference to annex B of the standard), 4.3 and 4.6 to 4.8
[6]	EN 50463-3:2017 Railway Applications – Energy measurement on board trains – Part 3: Data handling	EN 50463-3:2017 Railway Applications – Energy measurement on board trains – Part 3: Data handling	EN 50463-3:2017 Railway Applications – Energy measurement on board trains – Part 3: Data handling
[6.1]	On-ground energy data collecting system	4.2.17 (2)	4.12
[7]	EN 50463-4:2017 Railway Applications – Energy measurement on board trains – Part 4: Communication	EN 50463-4:2017 Railway Applications – Energy measurement on board trains – Part 4: Communication	EN 50463-4:2017 Railway Applications – Energy measurement on board trains – Part 4: Communication
[7.1]	On-ground energy data collecting system	4.2.17 (3)	4.3.6 and 4.3.7
[8]	EN 50318:2018+A1:2022 Railway Applications – current collection systems – Validation of simulation of the dynamic interaction between pantograph and overhead contact line	EN 50318:2018+A1:2022 Railway Applications – current collection systems – Validation of simulation of the dynamic interaction between pantograph and overhead contact line	EN 50318:2018+A1:2022 Railway Applications – current collection systems – Validation of simulation of the dynamic interaction between pantograph and overhead contact line
[8.1]	Assessment of dynamic behaviour and quality of current collection – Simulation tool	6.1.4.1 (1)	5, 6, 7, 8 , 9, 10, 11
[9]	EN 50317:2012+A1:2022 Railway Applications – current collection systems – Requirements for and validation of measurements of the dynamic interaction between pantograph and overhead contact line	EN 50317:2012+A1:2022 Railway Applications – current collection systems – Requirements for and validation of measurements of the dynamic interaction between pantograph and overhead contact line	EN 50317:2012+A1:2022 Railway Applications – current collection systems – Requirements for and validation of measurements of the dynamic interaction between pantograph and overhead contact line
[9.1]	Assessment of dynamic behaviour and quality of current collection - Measurement	6.1.4.1 (1)	5, 6, 7, 8, 9
[9.2]	Assessment of dynamic behaviour and quality of current collection (integration into a subsystem)	6.2.4.5 (2)	5, 6, 7, 8, 9

• (53) in Appendix G, Table G.1, the rows ‘Mean useful voltage train’ and ‘Mean useful voltage zone’ are deleted.

[^ntc*1-L_2023222EN.01017801-E0002]  Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the templates for ‘EC’ declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the ‘EC’ verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 42, 13.2.2019, p. 9).

[^ntc*2-L_2023222EN.01017801-E0003]  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 (OJ L 138, 26.5.2016, p. 44).

[^ntc*3-L_2023222EN.01017801-E0004]  Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure for demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 356, 12.12.2014, p. 520).’;’

ANNEX V

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

• (1) Unless indicated otherwise in points (2) to (165), the term ‘clause’ or ‘Clause’ is replaced by the term ‘point’;

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

‘1.   INTRODUCTION

A Technical Specification for Interoperability (TSI) is a specification that covers a subsystem, or part thereof, as defined in Article 2(11) of Directive (EU) 2016/797 of the European Parliament and of the Council[^ntr*1-L_2023222EN.01019001-E0001].

[^ntr*1-L_2023222EN.01019001-E0001]: 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 (OJ L 138, 26.5.2016, p. 44).’;"

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

‘1.2.   Geographical scope

This TSI applies to the Union rail system.’;

• (4) point 1.3 is replaced by the following:

‘1.3.   Content of the TSI

In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI covers the ‘rolling stock - Locomotives and passenger rolling stock’ subsystem.’;

• (5) point 2.1 is replaced as follows:

‘2.1.   The rolling stock subsystem as part of the Union's rail system

The Union's rail system has been broken down into subsystems as set out in Annex II to Directive (EU) 2016/797.

The Locomotives and passenger rolling stock subsystem has interfaces with other subsystems of the Union rail system. Those interfaces are considered within the frame of an integrated system, compliant with all the relevant TSIs.

In addition to the rolling stock subsystem, other TSIs describe specific aspects of the railway system and concern several subsystems.

The requirements concerning the rolling stock subsystem expressed in the Commission Regulation (EU) No 1300/2014[^ntr2-L_2023222EN.01019001-E0002] (‘TSI PRM’) and the Commission Regulation (EU) No 1304/2014[^ntr3-L_2023222EN.01019001-E0003] (‘TSI NOI’) are not repeated in this TSI. They apply to “Locomotives and passenger rolling stock” subsystem in accordance with their respective scope and implementation rules.

[^ntr*2-L_2023222EN.01019001-E0002]: 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 Text with EEA relevance (OJ L 356, 12.12.2014, p. 110)."

[^ntr*3-L_2023222EN.01019001-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 Text with EEA relevance (OJ L 356, 12.12.2014, p. 421).’;"

• (6) in point 2.2.1, point (g) is replaced by the following:

• ‘(g) “Multiple operation” is an operational formation consisting of more than one unit, including:

• — trainsets designed in such a way that several of them (of the type under assessment) are capable of being coupled together to operate as a single train controlled from 1 driver's cab;

• — locomotives designed in such a way that several of them (of the type under assessment) are capable of being included in a single train controlled from one driver's cab.’;

• (7) in point 2.2.2.(A)(2) the title is replaced by the following:

‘Self-propelling thermal or electric trainsets’;

• (8) in point 2.2.2., points (B) and (C) are replaced by the following:

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

Such vehicles are out of the scope of this TSI. They are covered by Commission Regulation (EU) No 321/2013[^ntr*4-L_2023222EN.01019001-E0004] (‘TSI WAG’).

• (C) Special vehicles

Special vehicles, such as On-Track Machines (OTMs), are categorised in the EVR Commission Implementing Decision (EU) 2018/1614[^ntr*5-L_2023222EN.01019001-E0005]. They can be grouped into the following subsets:

• (i) On track Machines (OTMs) are vehicles specially designed for construction and maintenance of the track and infrastructure.

• (ii) Infrastructure Inspection Vehicles (IIVs) are vehicles utilised to monitor the condition of the infrastructure.

• (iii) Environment vehicles are vehicles designed for clearance of the track from environmental conditions such as snow clearance machines.

• (iv) Emergency vehicles are vehicles designed for a specific emergency use such as evacuation, firefighting, and recovery of trains (including the breakdown cranes).

• (v) Road-Rail vehicles are self-propelled machines able to move on rails and on the ground.

Special vehicles can be used in one or more of the following modes: working mode, travelling mode and running mode, as self-propelled or as hauled vehicles.

[^ntr*4-L_2023222EN.01019001-E0004]: Commission Regulation (EU) No 321/2013 of 13 March 2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system in the European Union and repealing Decision 2006/861/EC (OJ L 104, 12.4.2013, p. 1)."

[^ntr*5-L_2023222EN.01019001-E0005]: Commission Implementing Decision (EU) 2018/1614 of 25 October 2018 laying down specifications for the vehicle registers referred to in Article 47 of Directive (EU) 2016/797 of the European Parliament and of the Council and amending and repealing Commission Decision 2007/756/EC, C/2018/6929 (OJ L 268, 26.10.2018, p. 53).’;"

• (9) letters (B) and (C) point 2.3.1 are replaced by the following:

• ‘(B) Freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries are not in the scope of this TSI but covered by the TSI WAG even when they are included in a passenger train (the train composition is in this case an operational issue).

Vehicles intended to carry road motor vehicles even where persons are on on-board the carried road motor vehicles are not in the scope of this TSI.

• (C) Special vehicle

Special Vehicles are in the scope of this TSI and shall demonstrate compliance with the requirement of this TSI when in running mode and when:

• (1) running on its own rail wheels (in running mode self-propelled or hauled), and

• (2) designed and intended to be detected by a track-based train detection system for traffic management.

Specific requirements laid down in chapter 4 and Appendix C for OTMs are also applicable to Infrastructure Inspection Vehicles unless they are designed to be integrated into a fixed passenger train formation; in this case they shall be considered as non-passenger carrying vehicles as defined in point (A) (3).

Excluded from the scope of this TSI are road-rail vehicles.’;

• (10) point 3.1 is replaced by the following:

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

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

Rolling stock elements corresponding to essential requirements

Note: only those points in point 4.2, which contain requirements, are listed.

Ref. point	Element of the rolling stock sub-system	Safety	Reliability-Availability	Health	Environmental protection	Technical compatibility	Accessibility
4.2.2.2.2	Inner coupling	1.1.3 2.4.1
4.2.2.2.3	End coupling	1.1.3 2.4.1
4.2.2.2.4	Rescue coupling		2.4.2			2.5.3
4.2.2.2.5	Staff access for coupling and uncoupling	1.1.5		2.5.1		2.5.3
4.2.2.3	Gangways	1.1.5
4.2.2.4	Strength of vehicle structure	1.1.3 2.4.1
4.2.2.5	Passive safety	2.4.1
4.2.2.6	Lifting and jacking					2.5.3
4.2.2.7	Fixing of devices to carbody structure	1.1.3
4.2.2.8	Staff and freight access doors	1.1.5 2.4.1
4.2.2.9	Mechanical characteristics of glass	2.4.1
4.2.2.10	Load conditions and weighted mass	1.1.3
4.2.3.1	Gauging					2.4.3
4.2.3.2.1	Axle load parameter					2.4.3
4.2.3.2.2	Wheel load	1.1.3
4.2.3.3.1	Rolling stock characteristics for compatibility with train detection systems	1.1.1				2.4.3 2.3.2
4.2.3.3.2	Axle bearing condition monitoring	1.1.1	1.2
4.2.3.4.1	Safety against derailment running on twisted track	1.1.1 1.1.2				2.4.3
4.2.3.4.2	Running dynamic behaviour	1.1.1 1.1.2				2.4.3 2.3.2
4.2.3.4.2.1	Limit values for running safety	1.1.1 1.1.2				2.4.3
4.2.3.4.2.2	Track loading limit values					2.4.3
4.2.3.4.3	Equivalent conicity	1.1.1 1.1.2				2.4.3
4.2.3.4.3.1	Design values for new wheel profiles	1.1.1 1.1.2				2.4.3
4.2.3.4.3.2	In-service values of wheelset equivalent conicity	1.1.2	1.2			2.4.3
4.2.3.5.1	Structural design of bogie frame	1.1.1 1.1.2
4.2.3.5.2.1	Mechanical and geometrical characteristics of wheelsets	1.1.1 1.1.2				2.4.3
4.2.3.5.2.2	Mechanical and geometrical characteristics of wheels	1.1.1 1.1.2
4.2.3.5.3	Automatic variable gauge systems	1.1.1 1.1.2, 1.1.3	1.2			1.5
4.2.3.6	Minimum curve radius	1.1.1 1.1.2				2.4.3
4.2.3.7	Life guards	1.1.1
4.2.4.2.1	Braking — Functional requirements	1.1.1 2.4.1	2.4.2			1.5
4.2.4.2.2	Braking — Safety requirements	1.1.1	1.2 2.4.2
4.2.4.3	Type of brake system					2.4.3 2.3.2
4.2.4.4.1	Emergency braking command	2.4.1				2.4.3 2.3.2
4.2.4.4.2	Service braking command					2.4.3 2.3.2
4.2.4.4.3	Direct braking command					2.4.3
4.2.4.4.4	Dynamic braking command	1.1.3				2.3.2
4.2.4.4.5	Parking braking command					2.4.3
4.2.4.5.1	Braking performance -General requirements	1.1.1 2.4.1	2.4.2			1.5
4.2.4.5.2	Emergency braking	1.1.2 2.4.1				2.4.3 2.3.2
4.2.4.5.3	Service braking					2.4.3 2.3.2
4.2.4.5.4	Calculations related to thermal capacity	2.4.1				2.4.3
4.2.4.5.5	Parking brake	2.4.1				2.4.3
4.2.4.6.1	Limit of wheel rail adhesion profile	2.4.1	1.2 2.4.2
4.2.4.6.2	Wheel slide protection system	2.4.1	1.2 2.4.2
4.2.4.7	Dynamic brake — Braking systems linked to traction system	2.4.1	1.2 2.4.2
4.2.4.8.1.	Braking system independent of adhesion conditions – General	2.4.1	1.2 2.4.2
4.2.4.8.2.	Magnetic track brake					2.4.3 2.3.2
4.2.4.8.3	Eddy current track brake					2.4.3 2.3.2
4.2.4.9	Brake state and fault indication	1.1.1	1.2 2.4.2
4.2.4.10	Brake requirements for rescue purposes		2.4.2
4.2.5.1	Sanitary systems				1.4.1
4.2.5.2	Audible communication system	2.4.1
4.2.5.3	Passenger alarm	2.4.1
4.2.5.4	Communication devices for passengers	2.4.1
4.2.5.5	Exterior doors: access to and egress from Rolling stock	2.4.1				2.3.2
4.2.5.6	Exterior doors: system construction	1.1.3 2.4.1
4.2.5.7	inter-unit doors	1.1.5
4.2.5.8	Internal air quality			1.3.2
4.2.5.9	body side windows	1.1.5
4.2.6.1	Environmental conditions		2.4.2
4.2.6.2.1	Slipstream effects on passengers on platform and on workers at track side	1.1.1		1.3.1
4.2.6.2.2	Head pressure pulse					2.4.3
4.2.6.2.3	Maximum pressure variations in tunnels					2.4.3
4.2.6.2.4	Crosswind	1.1.1
4.2.6.2.5	Aerodynamic effect on ballasted track	1.1.1				2.4.3
4.2.7.1.1	Head lights					2.4.3 2.3.2
4.2.7.1.2	Marker lights	1.1.1				2.4.3
4.2.7.1.3	Tail lights	1.1.1				2.4.3
4.2.7.1.4	Lamp controls					2.4.3
4.2.7.2.1	Horn – General	1.1.1				2.4.3 2.6.3
4.2.7.2.2	Warning horn sound pressure levels	1.1.1		1.3.1
4.2.7.2.3	Protection					2.4.3
4.2.7.2.4	Horn control	1.1.1				2.4.3
4.2.8.1	Traction performance					2.4.3 2.6.3 2.3.2
4.2.8.2 4.2.8.2.1 to 4.2.8.2.9	Power supply					1.5 2.4.3 2.3.2
4.2.8.2.10	Electrical protection of the train	2.4.1
4.2.8.4	Protection against electrical hazards	2.4.1
4.2.9.1.1	Driver's cab – General	—	—	—	—	—
4.2.9.1.2	Access and egress	1.1.5				2.4.3
4.2.9.1.3	External visibility	1.1.1				2.4.3 2.3.2
4.2.9.1.4	Interior layout	1.1.5
4.2.9.1.5	Driver's seat			1.3.1
4.2.9.1.6	Driver's desk- Ergonomics	1.1.5		1.3.1		2.3.2
4.2.9.1.7	Climate control and air quality			1.3.1
4.2.9.1.8	Internal lighting					2.6.3
4.2.9.2.1	Windscreen — Mechanical characteristics	2.4.1
4.2.9.2.2	Windscreen — Optical characteristics					2.4.3 2.3.2
4.2.9.2.3	Windscreen – Equipment					2.4.3
4.2.9.3.1	Driver’s activity control function	1.1.1				2.6.3
4.2.9.3.2	Speed indication	1.1.5
4.2.9.3.3	Driver display unit and screens	1.1.5
4.2.9.3.4	Controls and indicators	1.1.5
4.2.9.3.5	Labelling					2.6.3
4.2.9.3.6	Radio remote control function by staff for shunting operation	1.1.1				2.3.2
4.2.9.3.7	Derailment detection and prevention signal processing	1.1.1 1.1.2
4.2.9.3.7a	On-board derailment detection and prevention function	1.1.1 1.1.2
4.2.9.3.8	Requirements for management of ETCS modes	1.1.1				1.5 2.3.2
4.2.9.3.9	Traction status					2.3.2
4.2.9.4	On-board tools and portable equipment	2.4.1				2.4.3 2.6.3
4.2.9.5	Storage facility for staff personal effects	—	—	—	—	—
4.2.9.6	Recording device					2.4.4 2.3.2
4.2.10.2	Fire safety – Measures to prevent fire	1.1.4		1.3.2	1.4.2
4.2.10.3	Measures to detect/control fire	1.1.4
4.2.10.4	Requirements related to emergency situations	2.4.1				2.3.2
4.2.10.5	Requirements related to evacuation	2.4.1
4.2.11.2	Train exterior cleaning					1.5
4.2.11.3	Connection to toilet discharge system					1.5
4.2.11.5	Interface for water refilling					1.5
4.2.11.6	Special requirements for stabling of trains					1.5
4.2.11.7	Refuelling equipment					1.5
4.2.11.8	Train interior cleaning – power supply					2.5.3
4.2.12.2	General documentation					1.5
4.2.12.3	Documentation related to maintenance	1.1.1				2.5.1 2.5.2 2.6.1 2.6.2
4.2.12.4	Operating documentation	1.1.1				2.4.2 2.6.1 2.6.2
4.2.12.5	Lifting diagram and instructions					2.5.3
4.2.12.6	Rescue related descriptions		2.4.2			2.5.3
4.2.13	Interface requirements with Automated Train Operation					1.5 2.3.2 2.4.3’

• (11) point 3.2 is replaced by the following:

‘3.2.   Essential requirements not covered by this TSI

Some of the essential requirements classified as “general requirements” or “requirements specific to each subsystem” in Annex III to Directive (EU) 2016/797 that have an impact on the rolling stock subsystem are covered in a limited way by the scope of this TSI.’;

• (12) in point 4.1.1, point (4) is replaced by the following:

• ‘(4) Some of the rolling stock characteristics that are mandated to be recorded in the “European register of authorised types of vehicles” (according to the relevant Commission Decision) are described in point 7.1.2 (see Table 17a). Additionally, those characteristics are required to be provided in the rolling stock technical documentation described in point 4.2.12.’;

• (13) in point 4.1.3, point (3), the last two indents are replaced by:

• ‘- Special Vehicles (see point 2.2.2, letter C)’;

• (14) point 4.2.1.2 is replaced by the following:

‘4.2.1.2.   Open points

Open points in accordance with Article 4(6) of Directive (EU) 2016/797 are listed in Appendix I.’;

• (15) in point 4.2.2.2.3, point (b), point (b-2), points (1) and (2) are replaced by the following:

• ‘(1) The buffers and the screw coupling shall be installed according to the specification referenced in Appendix J-1, index [2].

• (2) The dimensions and layout of brake pipes and hoses, couplings and cocks shall meet the requirements set out in the same specification.’;

• (16) In point 4.2.2.2.4, point(3)(a), the second indent is replaced by the following:

• ‘- Lateral location of brake pipes and cocks according to the specification referenced in Appendix J-1, index [2],’.;

• (17) point 4.2.2.2.5 (2) is replaced as follows:

‘To comply with this requirement, units fitted with manual coupling systems of UIC type as per point 4.2.2.2.3(b) shall comply with the following requirements (the ‘Bern rectangle’):

— On units equipped with screw couplers and side buffers, the space for staff operation shall be in accordance to the specification referenced in Appendix J-1, index [2].

— Where a combined automatic and screw coupler is fitted it is permissible for the auto coupler head to infringe the Berne rectangle on the left-hand side when it is stowed and the screw coupler is in use.

There shall be a handrail under each buffer. The handrails shall withstand a force of 1,5 kN.’;

• (18) point 4.2.2.4, points (3), (4) and (5) are replaced by the following:

• ‘(3) The static and dynamic strength (fatigue) of vehicle bodies is relevant to ensure the safety required for the occupants and the structural integrity of the vehicles in train and in shunting operations. Therefore, the structure of each vehicle shall comply with the requirements of the specification referenced in Appendix J-1, index [1] where the rolling stock categories to be taken into account shall correspond to category L for locomotives and power head units and to categories PI or PII for all other types of vehicle within the scope of this TSI.

• (4) Proof of the strength of the vehicle body may be demonstrated by calculations and/or by testing, according to the conditions set up in the specification referenced in Appendix J-1, index [1].

• (5) In case of a unit designed for higher compressive force than those of the categories (required in point (3) as a minimum) in the specification referenced in Appendix J-1, index [1], this specification does not cover the proposed technical solution; it is then permissible to use for compressive force other normative documents that are publicly available.

In that case it shall be verified by the notified body that the alternative normative documents form part of a technically consistent set of rules applicable to the design, construction and testing of the vehicle structure.

The value of compressive force shall be recorded in the technical documentation defined in clause 4.2.12.’;

• (19) point 4.2.2.5. is replaced by the following:

‘4.2.2.5.   Passive safety

	(1)	The requirements specified in this point apply to all units, except to units not intended to carry passengers or staff during operation and except to OTMs.

	(2)	For units designed to be operated on the 1 520 mm system, the requirements on passive safety described in this point are of voluntary application. If the Applicant chooses to apply the requirements on passive safety described in this point, this shall be recognised by Member States. Member States may also require application of those requirements.

	(3)	For locomotives designed to be operated on the 1 524 mm system, the requirements on passive safety described in this point are of voluntary application. If the Applicant chooses to apply the requirements on passive safety described in this point, this shall be recognised by Member States.

	(4)	Units which cannot operate up to the collision speeds specified under any of the collision scenarios below are exempted from the provisions related to that collision scenario.

	(5)	Passive safety is aimed at complementing active safety when all other measures have failed. For this purpose, the mechanical structure of vehicles shall provide protection of the occupants in the event of a collision by providing means of: — limiting deceleration; — maintaining survival space and structural integrity of the occupied areas; — reducing the risk of overriding; — reducing the risk of derailment; — limiting the consequences of hitting a track obstruction. To meet these functional requirements, units shall comply with the detailed requirements specified in the specification referenced in Appendix J-1, index [3] related to crashworthiness design category C-I. The following four reference collision scenarios shall be considered: — scenario 1: A front end impact between two identical units, — scenario 2: A front end impact with a freight wagon, — scenario 3: An impact of the unit with a large road vehicle on a level crossing, — scenario 4: An impact of the unit into a low obstacle (e.g. car on a level crossing, animal, rock, etc.).

	(6)	The scenarios in point (5) are described in the specification referenced in Appendix J-1, index [3].

	(7)	The requirements of the specification referenced in Appendix J-1, index [3] shall be applied in relation to the above given reference collision scenarios.

	(8)	To limit the consequences of hitting a track obstruction, the leading ends of locomotives, power heads, driving coaches and trainsets shall be equipped with an obstacle deflector. The requirements with which obstacle deflectors shall comply are defined in the specification referenced in Appendix J-1, index [3].’;

• (20) in point 4.2.2.6, points (7), (8) and (9) are replaced by the following:

• ‘(7) The geometry of jacking/lifting points shall be compliant with the specification referenced in Appendix J-1, index [4].

• (8) Marking of lifting points shall be made by signs compliant with the specification referenced in Appendix J-1, index [5].

• (9) The structure shall be designed with consideration of the loads specified in the specification referenced in Appendix J-1, index [1]; proof of the strength of the vehicle body may be demonstrated by calculations or by testing, according to the conditions set up in the same specification.

Alternative normative documents that are publicly available may be used under the same conditions as defined in clause 4.2.2.4 above.’;

• (21) in point 4.2.2.7.(3), ‘index 12’ is replaced by ‘index [1]’;

• (22) point 4.2.2.10 is amended as follows:

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

• ‘(1) The following load conditions defined in the specification referenced in Appendix J-1, index [6], shall be determined:

• (i) design mass under exceptional payload;

• (ii) design mass under normal payload;

• (iii) design mass in working order;

• (iv) operational mass under normal payload;

• (v) operational mass in working order.’;

• (b) in point (2), ‘index 13’ is replaced by ‘index [6]’;

• (23) point 4.2.3.1 is replaced by the following:

‘4.2.3.1.   Gauging

	(1)	This point concerns the rules for calculation and verification intended for sizing the rolling stock to run on one or several infrastructures without interference risk. For units designed to be operated on other track gauge(s) than 1 520 mm system:

	(2)	The applicant shall select the intended reference profile including the reference profile for the lower parts. This reference profile shall be recorded in the technical documentation defined in point 4.2.12.

	(3)	The compliance of a unit with this intended reference profile shall be established by one of the methods set out in the specification referenced in Appendix J-1, index [7].

	(4)	In case the unit is declared as compliant with one or several of the reference profiles G1, GA, GB, GC or DE3, including those related to the lower part GI1, GI2 or GI3, as set out in the specification referenced in Appendix J-1, index [7], compliance shall be established by the kinematic method as set out in the specification referenced in Appendix J-1, index [7]. The compliance to those reference profile(s) shall be recorded in the technical documentation defined in point 4.2.12.