Legalize / European Union / Implementing Regulation

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)

Type Implementing Regulation

Publication 2023-09-08

State In force

Text As published

Department European Commission, MOVE

Source EUR-Lex

articles 8

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

Reform history JSON API

(5) For electric units, the pantograph gauge shall be verified by calculation according to the specification referenced in Appendix J-1, index [7] to ensure that the pantograph envelope complies with the mechanical kinematic pantograph gauge which in itself is determined according to Appendix D of Commission Regulation (EU) No. 1301/2014[^ntr*6-L_2023222EN.01019001-E0006] (‘TSI ENE’), and depends on the choice made for the pantograph head geometry: the two permitted possibilities are defined in point 4.2.8.2.9.2. The voltage of the power supply is considered in the infrastructure gauge in order to ensure the proper insulation distances between the pantograph and fixed installations.


	(5)	For electric units, the pantograph gauge shall be verified by calculation according to the specification referenced in Appendix J-1, index [7] to ensure that the pantograph envelope complies with the mechanical kinematic pantograph gauge which in itself is determined according to Appendix D of Commission Regulation (EU) No. 1301/2014[^ntr*6-L_2023222EN.01019001-E0006] (‘TSI ENE’), and depends on the choice made for the pantograph head geometry: the two permitted possibilities are defined in point 4.2.8.2.9.2. The voltage of the power supply is considered in the infrastructure gauge in order to ensure the proper insulation distances between the pantograph and fixed installations.

(6) The pantograph sway as specified in point 4.2.10 of TSI ENE and used for the mechanical kinematic gauge calculation shall be justified by calculations or measurements as set out in the specification referenced in Appendix J-1, index [7]. For units designed to be operated on track gauge of 1 520 mm system:


	(6)	The pantograph sway as specified in point 4.2.10 of TSI ENE and used for the mechanical kinematic gauge calculation shall be justified by calculations or measurements as set out in the specification referenced in Appendix J-1, index [7]. For units designed to be operated on track gauge of 1 520 mm system:

(7) The static profile of the vehicle shall be within the ‘T’ uniform vehicle gauge; the reference profile for infrastructure is the ‘S’ gauge. This profile is specified in Appendix B .


	(7)	The static profile of the vehicle shall be within the ‘T’ uniform vehicle gauge; the reference profile for infrastructure is the ‘S’ gauge. This profile is specified in Appendix B .

(8) For electric units the pantograph gauge shall be verified by calculation to ensure that the pantograph envelope complies with the mechanical static pantograph gauge which is defined in Appendix D of TSI ENE; the choice made for the pantograph head geometry shall be taken into account: the permitted possibilities are defined in point 4.2.8.2.9.2.


	(8)	For electric units the pantograph gauge shall be verified by calculation to ensure that the pantograph envelope complies with the mechanical static pantograph gauge which is defined in Appendix D of TSI ENE; the choice made for the pantograph head geometry shall be taken into account: the permitted possibilities are defined in point 4.2.8.2.9.2.

[^ntr*6-L_2023222EN.01019001-E0006]: Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘energy’ subsystem of the rail system in the Union (OJ L 356, 12.12.2014, p. 179).’;"

(24) point 4.2.3.2.1 is replaced by the following:

‘4.2.3.2.1. Axle load parameter

(1) The axle load in combination with the axle spacing, with the length of the unit and with the maximum allowed speed for the unit on the considered line is an interface parameter between the unit and the infrastructure. For the infrastructure target system specified in point 4.2.1 of the Commission Regulation (EU) No 1299/2014[^ntr*7-L_2023222EN.01019001-E0007] (‘TSI INF’), the axle load is a performance parameter and depends on the traffic code of the line.


	(1)	The axle load in combination with the axle spacing, with the length of the unit and with the maximum allowed speed for the unit on the considered line is an interface parameter between the unit and the infrastructure. For the infrastructure target system specified in point 4.2.1 of the Commission Regulation (EU) No 1299/2014[^ntr*7-L_2023222EN.01019001-E0007] (‘TSI INF’), the axle load is a performance parameter and depends on the traffic code of the line.

(2) The following characteristics to be used as an interface to the infrastructure shall be part of the general documentation produced when the unit is assessed and described in point 4.2.12.2: — the mass per axle (for each axle) for all load conditions (as defined and required to be part of the documentation in point 4.2.2.10); — the position of the axles along the unit (axle spacing); — the length of the unit; — the maximum design speed (as required to be part of the documentation in point 4.2.8.1.2); — The EN line category as the result of a categorisation of the unit according to the specification referenced in Appendix J-1, index [10].


	(2)	The following characteristics to be used as an interface to the infrastructure shall be part of the general documentation produced when the unit is assessed and described in point 4.2.12.2: — the mass per axle (for each axle) for all load conditions (as defined and required to be part of the documentation in point 4.2.2.10); — the position of the axles along the unit (axle spacing); — the length of the unit; — the maximum design speed (as required to be part of the documentation in point 4.2.8.1.2); — The EN line category as the result of a categorisation of the unit according to the specification referenced in Appendix J-1, index [10].

(2a) For self-propelling thermal or electric passenger trains and for passenger coaches and other related cars, the EN line category shall always be documented, indicating the standard value of payload in standing areas in kg per m², as defined in the specification referenced in Appendix J-1, index [10].


	(2a)	For self-propelling thermal or electric passenger trains and for passenger coaches and other related cars, the EN line category shall always be documented, indicating the standard value of payload in standing areas in kg per m², as defined in the specification referenced in Appendix J-1, index [10].

(2b) If a particular value of payload in standing areas is used to determine the load condition "design mass under exceptional payload", in accordance with points 4.2.2.10 (1) and (2), a second EN line category shall be documented using this particular value of payload in standing areas.


	(2b)	If a particular value of payload in standing areas is used to determine the load condition "design mass under exceptional payload", in accordance with points 4.2.2.10 (1) and (2), a second EN line category shall be documented using this particular value of payload in standing areas.

(2c) For all of these units, any EN line category shall be documented indicating the payload used in standing areas, as described in the specification referenced in Appendix J-1, index [10].


	(2c)	For all of these units, any EN line category shall be documented indicating the payload used in standing areas, as described in the specification referenced in Appendix J-1, index [10].

(3) Use of the axle load information at operational level for compatibility check between rolling stock and infrastructure (outside the scope of this TSI): The axle load of each individual axle of the unit to be used as interface parameter to the infrastructure must be defined by the railway undertaking as required in point 4.2.2.5 of the Commission Implementing Regulation (EU) 2019/773[^ntr*8-L_2023222EN.01019001-E0008] (‘TSI OPE’), considering the expected load for the intended service (not defined when the unit is assessed). The axle load in load condition ‘design mass under exceptional payload’ represents the maximum possible value of the axle load mentioned above. The maximum load considered for the design of the brake system defined in point 4.2.4.5.2 has also to be considered.


	(3)	Use of the axle load information at operational level for compatibility check between rolling stock and infrastructure (outside the scope of this TSI): The axle load of each individual axle of the unit to be used as interface parameter to the infrastructure must be defined by the railway undertaking as required in point 4.2.2.5 of the Commission Implementing Regulation (EU) 2019/773[^ntr*8-L_2023222EN.01019001-E0008] (‘TSI OPE’), considering the expected load for the intended service (not defined when the unit is assessed). The axle load in load condition ‘design mass under exceptional payload’ represents the maximum possible value of the axle load mentioned above. The maximum load considered for the design of the brake system defined in point 4.2.4.5.2 has also to be considered.

[^ntr*7-L_2023222EN.01019001-E0007]: 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)."

[^ntr*8-L_2023222EN.01019001-E0008]: 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 (OJ L 139I , 27.5.2019, p. 5).’;"

(25) point 4.2.3.3.1 is replaced by the following:

‘4.2.3.3.1. ‘Rolling Stock characteristics for the compatibility with train detection systems

(1) The set of rolling stock characteristics for compatibility with train detection target systems are given in points 4.2.3.3.1.1, 4.2.3.3.1.2 and 4.2.3.3.1.3. Reference is made to points of the specification referenced in Appendix J-2, index [A] (also referenced in Appendix A, Table A.2, index 77 of TSI CCS[^ntr*9-L_2023222EN.01019001-E0009]). The related specific cases are defined in point 7.7 of TSI CCS.


	(1)	The set of rolling stock characteristics for compatibility with train detection target systems are given in points 4.2.3.3.1.1, 4.2.3.3.1.2 and 4.2.3.3.1.3. Reference is made to points of the specification referenced in Appendix J-2, index [A] (also referenced in Appendix A, Table A.2, index 77 of TSI CCS[^ntr*9-L_2023222EN.01019001-E0009]). The related specific cases are defined in point 7.7 of TSI CCS.

(2) The set of characteristics the rolling stock is compatible with shall be recorded in the technical documentation described in point 4.2.12.


	(2)	The set of characteristics the rolling stock is compatible with shall be recorded in the technical documentation described in point 4.2.12.

[^ntr*9-L_2023222EN.01019001-E0009]: Commission Implementing Regulation (EU) 2023/1695 of 10 August 2023 on the technical specification for interoperability relating to the control-command and signalling subsystems of the rail system in the European Union and repealing Regulation (EU) 2016/919 (JO L 222, 8.9.2023, p. 380).’;"

(26) point 4.2.3.3.1.1 is replaced by the following:

‘4.2.3.3.1.1. Rolling stock characteristics for compatibility with train detection system based on track circuits

The specification referenced in Appendix J-2 index [A] specifies the characteristics relative to:

(i) Vehicle geometry

(1) The maximum distance between following axles;

(2) The maximum distance between front/ rear end of train and first/last axle;

(3) The minimum distance between first and last axle;

(ii) Vehicle design

(4) The minimum axle load in all load conditions;

(5) The electrical resistance between the running surfaces of the opposite wheels of a wheelset and the method to measure it;

(6) For electric units equipped with a pantograph, the minimum vehicle impedance;

(7) The use of shunting assisting devices;

(iii) Isolating emissions

(8) The use of sanding equipment;

In case where an automatic sanding function is provided, it shall be possible for the driver to suspend its use on particular points of the track identified in operating rules as non-compatible with sanding;

(9) The use of composite brake blocks;

(10) If the vehicle is equipped, the requirements applicable to flange lubricators;

(iv) EMC

(11) The requirements related to conducted interference.’;

(27) point 4.2.3.3.1.2 is replaced by the following:

‘4.2.3.3.1.2. Rolling stock characteristics for compatibility with train detection system based on axle counters

The specification referenced in Appendix J-2 index [A] specifies the characteristics relative to:

(i) Vehicle geometry

(1) The maximum distance between following axles;

(2) The minimum distance between following axles ;

(3) At the end of a unit intended to be coupled, the minimum distance between front/ rear end of train and first/last axle (equal to half of the value specified)

(4) The maximum distance between front/ rear end of train and first/last axle;

(ii) Wheel geometry

(5) Wheel geometry;

(iii) Vehicle design

(6) Metal and inductive-components-free space between wheels;

(7) The characteristics of the wheel material;

(iv) EMC

(8) The requirements related to electromagnetic fields;

(9) The use of magnetic or eddy current track brakes.’;

(28) point 4.2.3.3.1.3 is replaced by the following:

‘4.2.3.3.1.3. Rolling stock characteristics for compatibility with loop equipment

The specification referenced in Appendix J-2 index [A] specifies the characteristics relative to:

Vehicle design

(1) The vehicle metal construction.’;

(29) in point 4.2.3.3.2.1, points (3) and (4) are replaced by the following:

‘(3) The detection system shall be located entirely on board the unit and diagnosis messages shall be made available on board.

(4) The diagnosis messages delivered shall be described and taken into account in the operating documentation described in point 4.2.12.4 and in the maintenance documentation described in point 4.2.12.3.’;

(30) in point 4.2.3.3.2.2, in points (1) and (2a), ‘index 15’ is replaced by ‘index [8].’;

(31) in point 4.2.3.4.1, the second paragraph is replaced by the following:

‘This conformity assessment procedure is applicable for axle loads in the range of those mentioned in the point 4.2.1 of TSI INF and in the specification referenced in Appendix J-1, index [9].’;

(32) point 4.2.3.4.2 is amended as follows:

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

‘(a) Technical requirements

(1) The unit shall run safely and produce an acceptable level of track loading when operated within the limits defined by the combination(s) of speed and cant deficiency under the conditions set out in the specification referenced in Appendix J-1, index [9]. This shall be assessed by verifying that limit values specified below in points 4.2.3.4.2.1 and 4.2.3.4.2.2 are respected; the conformity assessment procedure is described in point 6.2.3.4.


	(1)	The unit shall run safely and produce an acceptable level of track loading when operated within the limits defined by the combination(s) of speed and cant deficiency under the conditions set out in the specification referenced in Appendix J-1, index [9]. This shall be assessed by verifying that limit values specified below in points 4.2.3.4.2.1 and 4.2.3.4.2.2 are respected; the conformity assessment procedure is described in point 6.2.3.4.

(2) The limit values and conformity assessment mentioned in point 3 are applicable for axle loads in the range of those mentioned in the point 4.2.1 of the TSI INF and in the specification referenced in Appendix J-1, index [9]. They are not applicable to vehicles designed for higher axle load, as harmonised track loading limit values are not defined; such cases may be covered by national rules or by the procedure for innovative solution described in article 10 and Chapter 6.


	(2)	The limit values and conformity assessment mentioned in point 3 are applicable for axle loads in the range of those mentioned in the point 4.2.1 of the TSI INF and in the specification referenced in Appendix J-1, index [9]. They are not applicable to vehicles designed for higher axle load, as harmonised track loading limit values are not defined; such cases may be covered by national rules or by the procedure for innovative solution described in article 10 and Chapter 6.

(3) The running dynamic behaviour test report (including limits of use and track loading parameters) shall be stated in the technical documentation described in point 4.2.12. Track loading parameters (including the additional ones Ymax, Bmax and the Bqst where relevant) to be recorded are defined in the specification referenced in Appendix J-1, index [9].’;


	(3)	The running dynamic behaviour test report (including limits of use and track loading parameters) shall be stated in the technical documentation described in point 4.2.12. Track loading parameters (including the additional ones Ymax, Bmax and the Bqst where relevant) to be recorded are defined in the specification referenced in Appendix J-1, index [9].’;

(b) in point (b) (6) 2, the word ‘contour’ is replaced by ‘profile’;

‘(d) Additional requirements regarding interface with ETCS onboard

(8) Requirements applicable to units with regards to their interface with ETCS onboard and related to train interface function ‘status of the tilting system’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].’;


	(8)	Requirements applicable to units with regards to their interface with ETCS onboard and related to train interface function ‘status of the tilting system’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].’;

(33) in point 4.2.3.4.2.1 (1) ‘index 17’ is replaced by ‘index [9]’;

(34) in point 4.2.3.4.2.2. (1) ‘index 19’ is replaced by ‘index [9]’;

(35) in point 4.2.3.4.3.2, point (1) is replaced by the following:

‘(1) The combined equivalent conicities the vehicle is designed for, as verified by the demonstration of conformity of the running dynamic behaviour specified in point 6.2.3.4, shall be specified for in-service conditions in the maintenance documentation as set out in point 4.2.12.3.2, taking into account the contributions of wheel and rail profiles.’;

(36) in points 4.2.3.5.1 (1) and (3) ‘index 20’ is replaced by ‘index [11]’;

(37) in point 4.2.3.5.1 (2) ‘index 21’ is replaced by ‘index [1]’;

(38) in point 4.2.3.5.2.1, point (3) is replaced by the following:

‘(3) The characteristics of the end of axle (interface between wheel and running gear) shall ensure the transmission of forces and torque.

The conformity assessment procedure shall be in accordance with point 6.2.3.7 (7).’;

(39) in point 4.2.3.5.2.1, in Table 1, ‘Back to back’ is replaced by ‘Back-to-back’;

(40) point 4.2.3.7 is replaced by the following:

‘4.2.3.7. Life guards

(1) This requirement applies to units fitted with a driving cab.


	(1)	This requirement applies to units fitted with a driving cab.

(2) The wheels shall be protected against damages caused by minor items on the rails by lifeguards in front of the wheels of the leading axle.


	(2)	The wheels shall be protected against damages caused by minor items on the rails by lifeguards in front of the wheels of the leading axle.

(3) Life guards shall comply with the requirements of the specification referenced in Appendix J-1, index [3].’;


	(3)	Life guards shall comply with the requirements of the specification referenced in Appendix J-1, index [3].’;

(41) point 4.2.4.3 is replaced by the following:

‘4.2.4.3. Type of brake system

(1) Units designed and assessed to be operated in general operation (various formations of vehicles from different origins; train formation not defined at design phase) on other track gauge systems than the 1 520 mm system shall be fitted with a brake system with a brake pipe compatible with the UIC brake system. To this end, the specification referenced in Appendix J-1, index [12] specifies the principles to be applied. This requirement is set to ensure technical compatibility of the brake function between vehicles of various origins in a train.


	(1)	Units designed and assessed to be operated in general operation (various formations of vehicles from different origins; train formation not defined at design phase) on other track gauge systems than the 1 520 mm system shall be fitted with a brake system with a brake pipe compatible with the UIC brake system. To this end, the specification referenced in Appendix J-1, index [12] specifies the principles to be applied. This requirement is set to ensure technical compatibility of the brake function between vehicles of various origins in a train.

(2) There is no requirement on the type of brake system for units (trainsets or vehicles) assessed in fixed or predefined formation.


	(2)	There is no requirement on the type of brake system for units (trainsets or vehicles) assessed in fixed or predefined formation.

(3) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘brake pressure’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].


	(3)	Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘brake pressure’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].

(4) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake status Electro Pneumatic (EP) brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].’;


	(4)	Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake status Electro Pneumatic (EP) brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].’;

(42) point 4.2.4.4.1 (3) is replaced by the following:

‘(3) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘emergency brake command’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].’;

(43) in Point 4.2.4.4.2 the following point (5) is added:

‘(5) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘service brake command’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B].’;

(44) in point 4.2.4.4.4 the following points (4) and (5) are added after the note in point (3):

‘(4) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibition area – Trackside orders: regenerative brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of regenerative brake inhibition by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

(5) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibit – STM Orders: regenerative brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of regenerative brake inhibition by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.’;

(45) in point 4.2.4.5.1, points (1) and (2) are replaced by the following:

‘(1) The unit (trainset or vehicle) braking performance (deceleration = F(speed) and equivalent response time) shall be determined by calculation as defined in the specification referenced in Appendix J-1, either index [13] or index [14], considering a level track.

Each calculation shall be performed for wheel diameters corresponding to new, half-worn and worn wheels, and shall include the calculation of the required wheel/rail adhesion level (see point 4.2.4.6.1).

(2) The friction coefficients used by friction brake equipment and considered in the calculation shall be justified (see the specification referenced in Appendix J-1, index [13]).’;

(46) point 4.2.4.5.2 is replaced as follows:

‘4.2.4.5.2. Emergency braking

Response time:

(1) For units assessed in fixed formation(s) or predefined formation(s), the equivalent response time and the delay time evaluated on the total emergency braking force developed in case of the emergency brake command shall be lower than the following values: — Equivalent response time: — 3 seconds for units of maximum design speed higher or equal to 250 km/h — 5 seconds for other units — Delay time: 2 seconds ‘Equivalent response time’ and ‘Delay time’ shall be evaluated based on the total brake force, or based on pressure in brake cylinders in case of pneumatic brake system, according to the definition of the specification referenced in Appendix J-1, index [13].


	(1)	For units assessed in fixed formation(s) or predefined formation(s), the equivalent response time and the delay time evaluated on the total emergency braking force developed in case of the emergency brake command shall be lower than the following values: — Equivalent response time: — 3 seconds for units of maximum design speed higher or equal to 250 km/h — 5 seconds for other units — Delay time: 2 seconds ‘Equivalent response time’ and ‘Delay time’ shall be evaluated based on the total brake force, or based on pressure in brake cylinders in case of pneumatic brake system, according to the definition of the specification referenced in Appendix J-1, index [13].

(2) For units designed and assessed for general operation, the response time shall be as specified for the UIC brake system (see also point 4.2.4.3: the brake system shall be compatible with the UIC brake system).


	(2)	For units designed and assessed for general operation, the response time shall be as specified for the UIC brake system (see also point 4.2.4.3: the brake system shall be compatible with the UIC brake system).

Calculation of the deceleration:

(3) For all units, the emergency braking performance calculation shall be performed in accordance with the specification referenced in Appendix J-1, either index [13] or index [14]; the deceleration profile and stopping distances at the following initial speeds (if lower than the maximum design speed of the unit) shall be determined: 30 km/h; 100 km/h; 120 km/h; 140 km/h; 160 km/h; 200 km/h; 230 km/h; 300 km/h; maximum design speed of the unit.


	(3)	For all units, the emergency braking performance calculation shall be performed in accordance with the specification referenced in Appendix J-1, either index [13] or index [14]; the deceleration profile and stopping distances at the following initial speeds (if lower than the maximum design speed of the unit) shall be determined: 30 km/h; 100 km/h; 120 km/h; 140 km/h; 160 km/h; 200 km/h; 230 km/h; 300 km/h; maximum design speed of the unit.

(4) For units designed and assessed for general operation, the brake weight percentage (lambda) shall also be determined. The specification referenced in Appendix J-1, index [65], specifies how other parameters (brake weight percentage (lambda), braked mass) can be derived from the calculation of the deceleration or from the stopping distance of the unit.


	(4)	For units designed and assessed for general operation, the brake weight percentage (lambda) shall also be determined. The specification referenced in Appendix J-1, index [65], specifies how other parameters (brake weight percentage (lambda), braked mass) can be derived from the calculation of the deceleration or from the stopping distance of the unit.

(5) The emergency braking performance calculation shall be performed with a brake system in two different modes, and considering degraded conditions: — Normal mode: no failure in the brake system and nominal value of the friction coefficients (corresponding to dry conditions) used by friction brake equipment. This calculation provides the braking performance normal mode. — Degraded mode: corresponding to the failures of brake systems considered in point 4.2.4.2.2, hazard no. 3, and nominal value of the friction coefficients used by friction brake equipment. The degraded mode shall consider possible single failures; for this purpose, the emergency braking performance shall be determined for the case of single point(s) failure(s) leading to the longest stopping distance, and the associated single failure shall be clearly identified (component involved and failure mode, failure rate if available). — Degraded conditions: in addition, the emergency braking performance calculation shall be performed with reduced values of the friction coefficient, with consideration of limit environmental (external influence) values for temperature and humidity (see the specification referenced in Appendix J-1, index [67] or index [68]). Note: these different modes and conditions have to be considered particularly when advanced Control Command and Signalling systems (such as ETCS) are implemented, aiming at optimising the railway system.


	(5)	The emergency braking performance calculation shall be performed with a brake system in two different modes, and considering degraded conditions: — Normal mode: no failure in the brake system and nominal value of the friction coefficients (corresponding to dry conditions) used by friction brake equipment. This calculation provides the braking performance normal mode. — Degraded mode: corresponding to the failures of brake systems considered in point 4.2.4.2.2, hazard no. 3, and nominal value of the friction coefficients used by friction brake equipment. The degraded mode shall consider possible single failures; for this purpose, the emergency braking performance shall be determined for the case of single point(s) failure(s) leading to the longest stopping distance, and the associated single failure shall be clearly identified (component involved and failure mode, failure rate if available). — Degraded conditions: in addition, the emergency braking performance calculation shall be performed with reduced values of the friction coefficient, with consideration of limit environmental (external influence) values for temperature and humidity (see the specification referenced in Appendix J-1, index [67] or index [68]). Note: these different modes and conditions have to be considered particularly when advanced Control Command and Signalling systems (such as ETCS) are implemented, aiming at optimising the railway system.

(6) The emergency braking performance calculation shall be performed for the three following load conditions: — Minimum load: ‘design mass in working order’ (as described in point 4.2.2.10). — Normal load: ‘design mass under normal payload’ (as described in point 4.2.2.10) — Maximum braking load: load condition lower or equal to ‘design mass under exceptional payload’ (as described in point 4.2.2.10). In case this load condition is lower than ‘design mass under exceptional payload’, it shall be justified and documented in the general documentation described in point 4.2.12.2.


	(6)	The emergency braking performance calculation shall be performed for the three following load conditions: — Minimum load: ‘design mass in working order’ (as described in point 4.2.2.10). — Normal load: ‘design mass under normal payload’ (as described in point 4.2.2.10) — Maximum braking load: load condition lower or equal to ‘design mass under exceptional payload’ (as described in point 4.2.2.10). In case this load condition is lower than ‘design mass under exceptional payload’, it shall be justified and documented in the general documentation described in point 4.2.12.2.

(7) Tests shall be performed to validate the emergency braking calculation, according to the conformity assessment procedure specified in point 6.2.3.8.


	(7)	Tests shall be performed to validate the emergency braking calculation, according to the conformity assessment procedure specified in point 6.2.3.8.

(8) For each load condition, the lowest result (i.e. leading to longest stopping distance) of the ‘emergency braking performance in normal mode’ calculations at the design maximum speed (revised according to the results of tests required above) shall be recorded in the technical documentation defined in point 4.2.12.2.


	(8)	For each load condition, the lowest result (i.e. leading to longest stopping distance) of the ‘emergency braking performance in normal mode’ calculations at the design maximum speed (revised according to the results of tests required above) shall be recorded in the technical documentation defined in point 4.2.12.2.

(9) Additionally, for units assessed in fixed or predefined formation of design maximum speed higher than or equal to 250 km/h, the stopping distance in case of ‘emergency braking performance in normal mode’ shall not exceed the following values for the load condition ‘normal load’: — 5 360 m from the speed of 350 km/h (if ≤ design maximum speed). — 3 650 m from the speed 300 km/h (if ≤ design maximum speed). — 2 430 m from the speed 250 km/h. — 1 500 m from the speed 200 km/h.’;


	(9)	Additionally, for units assessed in fixed or predefined formation of design maximum speed higher than or equal to 250 km/h, the stopping distance in case of ‘emergency braking performance in normal mode’ shall not exceed the following values for the load condition ‘normal load’: — 5 360 m from the speed of 350 km/h (if ≤ design maximum speed). — 3 650 m from the speed 300 km/h (if ≤ design maximum speed). — 2 430 m from the speed 250 km/h. — 1 500 m from the speed 200 km/h.’;

(47) in point 4.2.4.5.3 points (1) and (2) are replaced by the following:

‘(1) For all units, the maximum service braking performance calculation shall be performed in accordance with the specification referenced in Appendix J-1, either index [13] or index [14] with a brake system in normal mode, with nominal value of the friction coefficients used by friction brake equipment for the load condition ‘design mass under normal payload’ at the design maximum speed.

(2) Tests shall be performed to validate the maximum service braking calculation, according to the conformity assessment procedure specified in point 6.2.3.9.’;

(48) in point 4.2.4.5.5 point (3) ‘index 29’ is replaced by ‘index [13]’;

(49) point 4.2.4.6.1 is replaced by the following:

‘4.2.4.6.1. Limit of wheel rail adhesion profile

(1) The braking system of a unit shall be designed so that emergency brake performance (dynamic brake included if it contributes to the performance) and the service brake performance (without dynamic brake) do not assume a calculated wheel/rail adhesion for each wheelset in the speed range > 30 km/h and < 250 km/h higher than 0,15 with the following exceptions: — for units assessed in fixed or predefined formation(s) having 7 axles or less, the calculated wheel/rail adhesion shall not be higher than 0,13, — for units assessed in fixed or predefined formation(s) having 20 axles or more the calculated wheel/rail adhesion for the load case ‘minimum load’ is permitted to be higher than 0,15, but shall not be higher than 0,17. Note: for the load case ‘normal load’, there is no exception; the limit value of 0,15 applies. This minimum number of axles may be reduced to 16 axles if the test required in point 4.2.4.6.2 related to the efficiency of the WSP system is performed for the load case ‘minimum load’, and provides positive result. In the speed range > 250 km/h and < = 350 km/h, the three limit values above shall decline linearly in order to be reduced by 0,05 at 350 km/h.


	(1)	The braking system of a unit shall be designed so that emergency brake performance (dynamic brake included if it contributes to the performance) and the service brake performance (without dynamic brake) do not assume a calculated wheel/rail adhesion for each wheelset in the speed range > 30 km/h and < 250 km/h higher than 0,15 with the following exceptions: — for units assessed in fixed or predefined formation(s) having 7 axles or less, the calculated wheel/rail adhesion shall not be higher than 0,13, — for units assessed in fixed or predefined formation(s) having 20 axles or more the calculated wheel/rail adhesion for the load case ‘minimum load’ is permitted to be higher than 0,15, but shall not be higher than 0,17. Note: for the load case ‘normal load’, there is no exception; the limit value of 0,15 applies. This minimum number of axles may be reduced to 16 axles if the test required in point 4.2.4.6.2 related to the efficiency of the WSP system is performed for the load case ‘minimum load’, and provides positive result. In the speed range > 250 km/h and < = 350 km/h, the three limit values above shall decline linearly in order to be reduced by 0,05 at 350 km/h.

(2) The above requirement shall also apply for a direct brake command described in point 4.2.4.4.3.


	(2)	The above requirement shall also apply for a direct brake command described in point 4.2.4.4.3.

(3) The design of a unit shall not assume wheel/rail adhesion higher than 0,12 when calculating the parking brake performance.


	(3)	The design of a unit shall not assume wheel/rail adhesion higher than 0,12 when calculating the parking brake performance.

(4) These limits of wheel rail adhesion shall be verified by calculation with the smallest wheel diameter, and with the 3 load conditions considered in point 4.2.4.5.2. All values of adhesion shall be rounded to two decimal places.’.;


	(4)	These limits of wheel rail adhesion shall be verified by calculation with the smallest wheel diameter, and with the 3 load conditions considered in point 4.2.4.5.2. All values of adhesion shall be rounded to two decimal places.’.;

(50) point 4.2.4.6.2 is replaced by the following:

‘4.2.4.6.2. Wheel Slide Protection (WSP) system

(1) A wheel slide protection system (WSP) is a system designed to make the best use of available adhesion by a controlled reduction and restoration of the brake force to prevent wheelsets from locking and uncontrolled sliding, thereby minimising the extension of stopping distances and possible wheel damage. Requirements on the presence and use of a WSP system on the unit:


	(1)	A wheel slide protection system (WSP) is a system designed to make the best use of available adhesion by a controlled reduction and restoration of the brake force to prevent wheelsets from locking and uncontrolled sliding, thereby minimising the extension of stopping distances and possible wheel damage. Requirements on the presence and use of a WSP system on the unit:

(2) Units designed for maximum service speed higher than 150 km/h shall be fitted with a wheel slide protection system.


	(2)	Units designed for maximum service speed higher than 150 km/h shall be fitted with a wheel slide protection system.

(3) Units equipped with wheel tread brakes with a brake performance which assumes in the speed range > 30 km/h a calculated wheel/rail adhesion higher than 0.12 shall be fitted with a wheel slide protection system. Units not equipped with wheel tread brakes with a brake performance which assumes in the speed range > 30 km/h a calculated wheel/rail adhesion higher than 0,11 shall be fitted with a wheel slide protection system.


	(3)	Units equipped with wheel tread brakes with a brake performance which assumes in the speed range > 30 km/h a calculated wheel/rail adhesion higher than 0.12 shall be fitted with a wheel slide protection system. Units not equipped with wheel tread brakes with a brake performance which assumes in the speed range > 30 km/h a calculated wheel/rail adhesion higher than 0,11 shall be fitted with a wheel slide protection system.

(4) The requirement on the wheel slide protection system above shall apply to the two brake modes: emergency brake and service brake. It shall also apply to the dynamic brake system, which is part of the service brake, and can be part of the emergency brake (see point 4.2.4.7). Requirements on the WSP system performance:


	(4)	The requirement on the wheel slide protection system above shall apply to the two brake modes: emergency brake and service brake. It shall also apply to the dynamic brake system, which is part of the service brake, and can be part of the emergency brake (see point 4.2.4.7). Requirements on the WSP system performance:

(5) For units equipped with a dynamic braking system, a WSP system (if present according to the point above) shall control the dynamic brake force; when this WSP system is not available, the dynamic brake force shall be inhibited, or limited in order not to lead a wheel/rail adhesion demand higher than 0.15.


	(5)	For units equipped with a dynamic braking system, a WSP system (if present according to the point above) shall control the dynamic brake force; when this WSP system is not available, the dynamic brake force shall be inhibited, or limited in order not to lead a wheel/rail adhesion demand higher than 0.15.

(6) The wheel slide protection system shall be designed according to the specification referenced in Appendix J-1, index [15]; the conformity assessment procedure is specified in point 6.1.3.2.


	(6)	The wheel slide protection system shall be designed according to the specification referenced in Appendix J-1, index [15]; the conformity assessment procedure is specified in point 6.1.3.2.

(7) Requirements on performance at unit level: If a unit is equipped with a WSP, a test shall be done to verify the efficiency of the WSP system (maximum extension of the stopping distance compared to stopping distance on dry rail) when integrated in the unit; the conformity assessment procedure is specified in point 6.2.3.10. The relevant components of the wheel slide protection system shall be considered in the safety analysis of the emergency brake function required in point 4.2.4.2.2.


	(7)	Requirements on performance at unit level: If a unit is equipped with a WSP, a test shall be done to verify the efficiency of the WSP system (maximum extension of the stopping distance compared to stopping distance on dry rail) when integrated in the unit; the conformity assessment procedure is specified in point 6.2.3.10. The relevant components of the wheel slide protection system shall be considered in the safety analysis of the emergency brake function required in point 4.2.4.2.2.

(8) Wheel rotation monitoring system (WRM): Units of design maximum speed higher or equal to 250 km/h shall be equipped with a wheel rotation monitoring system to advise the driver that an axle has seized; the wheel rotation monitoring system shall be designed according to the specification referenced in Appendix J-1, index [15].’;


	(8)	Wheel rotation monitoring system (WRM): Units of design maximum speed higher or equal to 250 km/h shall be equipped with a wheel rotation monitoring system to advise the driver that an axle has seized; the wheel rotation monitoring system shall be designed according to the specification referenced in Appendix J-1, index [15].’;

(51) point 4.2.4.7 is replaced by the following:

‘4.2.4.7. Dynamic brake — Braking system linked to traction system

Where the braking performance of the dynamic brake or of braking system linked to the traction system is included in the performance of the emergency braking in normal mode defined in point 4.2.4.5.2, the dynamic brake or the braking system linked to traction:

(1) must be commanded by the main brake system control line (see point 4.2.4.2.1);

(2) must be subject to a safety analysis covering the hazard ‘after activation of an emergency command, complete loss of the dynamic brake force’.

This safety analysis shall be considered in the safety analysis required by the safety requirement N° 3 set out in point 4.2.4.2.2 for the emergency brake function.

For electric units, in case the presence on-board the unit of the voltage delivered by the external power supply is a condition for the dynamic brake application, the safety analysis shall cover failures leading to absence on-board the unit of that voltage.

In case the hazard above is not controlled at the level of the rolling stock (failure of the external power supply system), the braking performance of the dynamic brake or of braking system linked to the traction system shall not be included in the performance of the emergency braking in normal mode defined in point 4.2.4.5.2.’;

(52) point 4.2.4.8.1 is replaced by the following:

‘4.2.4.8.1. General

(1) Brake systems able to develop a brake force applied on the rail, independent of the wheel/rail adhesion condition, are a means of providing additional braking performance when the requested performance is higher than the performance corresponding to the limit of the available wheel rail adhesion (see point 4.2.4.6).


	(1)	Brake systems able to develop a brake force applied on the rail, independent of the wheel/rail adhesion condition, are a means of providing additional braking performance when the requested performance is higher than the performance corresponding to the limit of the available wheel rail adhesion (see point 4.2.4.6).

(2) It is permissible to include the contribution of brakes independent of wheel/rail adhesion in the braking performance in normal mode defined in point 4.2.4.5 for the emergency brake; in such a case, the brake system independent of adhesion condition: (a) Shall be commanded by the main brake system control line (see point 4.2.4.2.1). (b) Shall be subject of a safety analysis covering the hazard ‘after activation of an emergency command, complete loss of the brake force independent of the wheel/rail adhesion’. This safety analysis shall be considered in the safety analysis required by the safety requirement No 3 set out in point 4.2.4.2.2 for the emergency brake function.’;


	(2)	It is permissible to include the contribution of brakes independent of wheel/rail adhesion in the braking performance in normal mode defined in point 4.2.4.5 for the emergency brake; in such a case, the brake system independent of adhesion condition: (a) Shall be commanded by the main brake system control line (see point 4.2.4.2.1). (b) Shall be subject of a safety analysis covering the hazard ‘after activation of an emergency command, complete loss of the brake force independent of the wheel/rail adhesion’. This safety analysis shall be considered in the safety analysis required by the safety requirement No 3 set out in point 4.2.4.2.2 for the emergency brake function.’;

(53) point 4.2.4.8.2 is replaced by the following:

‘4.2.4.8.2. Magnetic track brake

(1) Requirements on magnetic brakes specified for compatibility with train detection system based on axle counters are referenced in point 4.2.3.3.1.2(9).


	(1)	Requirements on magnetic brakes specified for compatibility with train detection system based on axle counters are referenced in point 4.2.3.3.1.2(9).

(2) A magnetic track brake is allowed to be used as an emergency brake, as mentioned in the TSI INF, point 4.2.6.2.2.


	(2)	A magnetic track brake is allowed to be used as an emergency brake, as mentioned in the TSI INF, point 4.2.6.2.2.

(3) The geometrical characteristics of the end elements of the magnet in contact with the rail shall be as specified for one of the types described in the specification referenced in Appendix J-1, index [16]. It is permissible to use geometries of end elements of the magnet that are not listed in Appendix J-1, index [16] provided that the compatibility with switches and crossings is demonstrated in accordance with the procedure referred to in Appendix K.


	(3)	The geometrical characteristics of the end elements of the magnet in contact with the rail shall be as specified for one of the types described in the specification referenced in Appendix J-1, index [16]. It is permissible to use geometries of end elements of the magnet that are not listed in Appendix J-1, index [16] provided that the compatibility with switches and crossings is demonstrated in accordance with the procedure referred to in Appendix K.

(4) Magnetic track brake shall not be used at speed higher than 280 km/h.


	(4)	Magnetic track brake shall not be used at speed higher than 280 km/h.

(5) The braking performance of the unit specified in point 4.2.4.5.2 shall be determined with and without the use of magnetic track brakes.

(6) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibition area – Trackside orders: magnetic track brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of inhibition of magnetic track brake by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

(7) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibit – STM Orders: magnetic track brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of inhibition of magnetic track brake by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.’;

(54) point 4.2.4.8.3 is replaced by the following:

‘4.2.4.8.3. Eddy current track brake

(1) This point covers only eddy current track brake developing a brake force between the unit and the rail.

(2) Requirements on eddy current track brake specified for compatibility with train detection system based on axle counters, track circuits, wheel detectors and vehicle detectors based on inductive loops are referenced in point 4.2.3.3.1.2(9).

(3) If the eddy current track brake requires a displacement of its magnets when the brake is applied, the unobstructed movement of such magnets between the ‘brake released’ and ‘brake applied’ positions shall be demonstrated by calculation in accordance with the specification referenced in Appendix J-1, index [7].

(4) The maximum distance between the eddy current track brake and the track corresponding to ‘brake released’ position will be recorded in the technical documentation described in point 4.2.12.

(5) The eddy current track brake shall not operate below a fixed speed threshold.

(6) The conditions for use of eddy current track brake for technical compatibility with the track are not harmonised (regarding in particular their effect on rail heating and vertical force) and are an open point.

(7) The Register of Infrastructure indicates per track section if their use is allowed, and provides in such case their conditions for use: — The maximum distance between the eddy current track brake and the track corresponding to ‘brake released’ referred to in point (4) above, — Fixed speed threshold referred to in point (5) above, — Vertical force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking), — Braking force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking).

(8) The braking performance of the unit specified in points 4.2.4.5.2 and 4.2.4.5.3 shall be determined with and without the use of eddy current track brakes.

(9) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibition area – Trackside orders: Eddy current track brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of inhibition of eddy current track brake by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

(10) Requirements applicable to units with regards to their interface with ETCS on-board and related to train interface function ‘Special brake inhibit – STM Orders: eddy current track brake’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of inhibition of eddy current track brake by the unit can be automatic or manual through intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.’;

(55) point 4.2.4.9 is amended as follows:

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

‘(1) Information available to train staff shall allow the identification of the status of the brake system. To that end, it shall be possible at certain phases during operation for the train staff to identify the status (applied or released or isolated) of the main (emergency and service) and parking brake systems, and the status of each part (including one or several actuators) of these systems that can be controlled and/or isolated independently.’;

(b) point (6) is replaced by the following:

‘(6) The function providing the information described above to the train staff is a function essential to safety, as it is used for the train staff to evaluate the braking performance of the train.

Where local information is provided by indicators, the use of harmonised indicators ensures the required safety level.

Where a centralised control system allowing the train staff to perform all checks from one location (i.e. inside the drivers cab) is provided, it shall be subject to a reliability study, considering the failure mode of components, redundancies, periodic checks and other provisions; based on this study, operating conditions of the centralised control system shall be defined and provided in the operating documentation described in point 4.2.12.4 .’;

(56) in point 4.2.4.10, points (4) and (5) are replaced by the following:

‘(4) The braking performance developed by the rescued train in this particular operating mode shall be evaluated by a calculation, but is not required to be the same as the braking performance described in point 4.2.4.5.2. The calculated braking performance and rescue operating conditions shall be part of the technical documentation described in point 4.2.12.

(5) The requirement in 4.2.4.10 (4) does not apply to units which are operated in a train formation of less than 200 tons (load condition ‘design mass in working order’).’;

(57) point 4.2.5.1 is replaced by the following:

‘4.2.5.1. Sanitary systems

(1) The materials used for the on-board storage and distribution of water to sanitary systems (e.g. tank, pump, piping, water tap and sealing material and quality) shall comply with the requirements applicable to water intended for human consumption in accordance with Directive (EU) 2020/2184 of the European Parliament and of the Council[^ntr*10-L_2023222EN.01019001-E0010].

(2) Sanitary systems (toilets, washrooms, bar/restaurant facilities) shall prevent the release of sewage that may be detrimental to the health of people or to the environment. Released materials (i.e. treated water) shall be conformant to the following Directives (water with soap directly released from sink excluded): — The bacterial content of sewage discharged from sanitary systems shall not at any time exceed the bacterial content value for Intestinal enterococci and Escherichia coli bacteria specified as ‘good’ for Inland waters in Directive 2006/7/EC of the European Parliament and of the Council[^ntr11-L_2023222EN.01019001-E0011] concerning the management of bathing water quality. — The treatment processes shall not introduce substances that are identified in Annex I of Directive 2006/11/EC of the European Parliament and of the Council[^ntr12-L_2023222EN.01019001-E0012] on pollution caused by certain dangerous substances discharged into the aquatic environment of the Union.

(3) To limit the dispersion of released liquid on the trackside, discharge from any source shall take place downwards only, under the body frame of the vehicle in a distance not greater than 0,7 metres from the longitudinal centre line of the vehicle.

(4) The following shall be provided in the technical documentation described in point 4.2.12: — The presence and type of toilets in a unit, — The characteristics of the flushing medium, if it is not clean water, — The nature of the treatment system for released water and the standards against which conformity has been assessed.

[^ntr*10-L_2023222EN.01019001-E0010]: Directive (EU) 2020/2184 of the European Parliament and of the Council of 16 December 2020 on the quality of water intended for human consumption (OJ L 435, 23.12.2020, p. 1)."

[^ntr*11-L_2023222EN.01019001-E0011]: Directive 2006/7/EC of the European Parliament and of the Council of 15 February 2006 concerning the management of bathing water quality and repealing Directive 76/160/EEC (OJ L 64, 4.3.2006, p. 37)."

[^ntr*12-L_2023222EN.01019001-E0012]: Directive 2006/11/EC of the European Parliament and of the Council of 15 February 2006 on pollution caused by certain dangerous substances discharged into the aquatic environment of the Community (OJ L 64, 4.3.2006, p. 52).’;"

(58) point 4.2.5.2 (5) is replaced by the following:

‘(5) Provisions for passengers to contact train crew are prescribed in point 4.2.5.3 (passenger alarm) and in point 4.2.5.4 (communication devices for passengers).’;

(59) in point 4.2.5.3.2 point (4a) is inserted as follows:

‘(4a) In case of multiple activations, the driver’s acknowledgement of the passenger alarm for the first activated passenger alarm device shall initiate the automatic acknowledgement for all further activated devices, until all activated devices have been reset.’;

(60) point 4.2.5.4 is amended as follows:

(a) point (3) is replaced by the following:

‘(3) The requirements to the location of the ‘communication device’ are the ones applicable for the passenger alarm as defined in point 4.2.5.3.’;

(b) point (7) is added as follows:

‘(7) The existence or not of communication devices shall be recorded in the technical documentation described in point 4.2.12.2.’;

(61) in point 4.2.5.5.3, points (4) and (5) are replaced by the following:

‘(4) The doors shall be kept closed and locked until they are released in accordance with point 4.2.5.5.6. In the event of loss of power to the door controls, the doors shall be kept locked by the locking mechanism.

Note: see point 4.2.2.3.2 of TSI PRM for alert signal when closing a door.

Door obstacle detection:

(5) External passenger access doors shall incorporate devices that detect if they close on an obstacle (e.g. a passenger). Where an obstacle is detected the doors shall automatically stop, and remain free for a limited period of time or reopen. The sensitivity of the system shall be such as to detect an obstacle according to the specification referenced in Appendix J-1, index [17], with a maximum force on the obstacle according to the specification referenced in Appendix J-1, index [17].’;

(62) in point 4.2.5.5.6, point (2) is replaced by the following:

‘(2) Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface function ‘Station platform’, when ETCS is installed, are defined in the specification referenced in Appendix J-2, index [B].’;

(63) in point 4.2.5.5.9.(6) ‘index 33’ is replaced by ‘index [17]’;

(64) in point 4.2.6.1.1 (1), ‘index 34’ is replaced by ‘index [18]’;

(65) in point 4.2.6.1.2 (1), ‘index 35’ is replaced by ‘index [18]’;

(66) in point 4.2.6.1.2.(4), the first two paragraphs of the first indent are replaced by the following:

‘— Obstacle deflector as defined in point 4.2.2.5: additionally, capability to remove snow in front of the train.

— Snow shall be considered as an obstacle to be removed by the obstacle deflector; the following requirements are defined in point 4.2.2.5 (by reference to the specification referenced in Appendix J-1, index [3]):’;

(67) point 4.2.6.2, point (1) is replaced by the following:

‘(1) The requirements in this point apply to all rolling stock. For rolling stock operated on the 1 520 mm and 1 600 mm track gauge systems, in case of a maximum speed higher than the limits specified in points 4.2.6.2.1 to 4.2.6.2.5, the procedure for innovative solution shall apply.’;

(68) in point 4.2.6.2.1, point (1), the introductory wording of point (2) and point (3) are replaced by the following:

‘(1) Units of maximum design speed Vtr,max > 160 km/h, running in the open air at a reference speed Vtr,ref shall not cause the air speed to exceed, at each measurement point defined in the specification referenced in Appendix J-1 index [49], the value U95 %,max as indicated in that specification.

(2) For units intended to be operated on the networks with track gauges of 1 524 mm and 1 668 mm, the corresponding values in Table 4 below referring to the parameters of the specification referenced in Appendix J-1, index [49] shall be applied:

(3) The specification referenced in Appendix J-1, index [49] specifies:

— the reference train to be tested for fixed/predefined formations and units assessed for use in general operation;

— the formation to be tested for single units fitted with a driver cab.’;

(69) in point 4.2.6.2.2, point (2) and the introductory wording of point (3) are replaced by the following:

‘(2) Units with a maximum design speed higher than 160 km/h running in the open air at their reference speed Vtr,ref on 1 435 mm track gauge shall not cause the maximum peak-to-peak pressure to exceed the maximum permissible pressure change defined in specification referenced in Appendix J-1, index [49] assessed over the measurement positions defined in the same specification.

(3) For units intended to be operated on the networks with track gauges of 1 524 mm and 1 668 mm, the corresponding values in Table 4a below referring to the parameters of the specification referenced in Appendix J-1, index [49] shall be applied:’;

(70) point 4.2.6.2.3 is replaced by the following:

‘4.2.6.2.3. Maximum pressure variations in tunnels

(1) Units of maximum design speed higher than or equal to 200 km/h shall be aerodynamically designed so that for a given combination (reference case) of train speed and tunnel cross section in case of a solo run in a simple, non-inclined tube-like tunnel (without any shafts etc.) the requirements for the characteristic pressure variation shall be met as defined in Appendix J-1, index [50].

(2) The reference train to be verified by a test is specified as follows for different types of rolling stock: (i) unit assessed in fixed or predefined formation: assessment shall be made according to the specification referenced to in Appendix J-1, Index [50]; (ii) unit assessed for general operation (train formation not defined at design phase) and fitted with a driver's cab: assessment shall be made according to the specification referenced to in Appendix J-1, Index [50]; (iii) other units (coaches for general operation): assessment shall be made according to the specification referenced to in Appendix J-1, Index [50];

(3) The conformity assessment procedure is described in point 6.2.3.15.’;

(71) point 4.2.6.2.4 is replaced by the following:

‘4.2.6.2.4. Crosswind

(1) This requirement applies to units of maximum design speed higher than 140 km/h.

(2) For units of maximum design speed lower than 250 km/h the characteristic wind curve (CWC) of the most sensitive vehicle shall be determined in accordance with the specification referenced in Appendix J-1, index [19].

(3) For units of maximum design speed equal or higher than 250 km/h the crosswind effect shall be determined and complying with the specification referenced in Appendix J-1, index [19].

(4) The resulting characteristic wind curve of the most sensitive vehicle of the unit under assessment shall be recorded in the technical documentation as per point 4.2.12.’;

(72) in point 4.2.7.1.1, points (4), (5) and (6) are replaced by the following:

‘(4) The colour of head lamps shall be in accordance with the values specified in the specification referenced in Appendix J-1, index [20].

(5) Headlamps shall provide 2 luminous intensity levels: ‘dimmed headlamp’ and ‘full-beam headlamp’.

For each level, the luminous intensity of headlamps measured along the optical axis of the head lamp shall be in accordance with the values specified in the specification referenced in Appendix J-1, index [20].

(6) The installation of head lamps on the unit shall provide a means of alignment adjustment of their optical axis when installed on the unit according to the specification referenced in Appendix J-1, index [20].’;

(73) point 4.2.7.1.2 is amended as follows:

(a) point (6) is replaced by the following:

‘(6) The specification referenced in Appendix J-1, index [20] specifies the characteristics of:

(a) the colour of marker lamps;

(b) the spectral radiation distribution of light from the marker lamps;

(c) the luminous intensity of marker lamps.’;

(b) point (7) is replaced as follows:

‘(7) The installation of marker lamps on the unit shall provide a means of alignment adjustment of their optical axis when installed on the unit according to the specification referenced in Appendix J-1, index [20].’;

(74) in point 4.2.7.1.3, point (4) is replaced by the following:

‘(4) The specification referenced in Appendix J-1, index [20] specifies the characteristics of:

(a) the colour of tail lamps;

(b) the luminous intensity of tail lamps.’;

(75) point 4.2.7.1.4. is replaced by the following:

‘4.2.7.1.4. Lamp controls

(1) This point applies to units fitted with a driver's cab.

(2) It shall be possible for the driver to control: — the head, marker lamps of the unit from the normal driving position; — the tail lamps of the unit from the cab. This control may use independent command or combination of commands.

(3) On units intended to operate on one or more of the networks listed in point 7.3.2.8.a, it shall be possible for the driver to use the head lamps in automatic flashing/blinking mode and to inhibit the function. The characteristics of the flashing/blinking mode shall not be a condition for accessing a network.

(4) The fitment of the controls to activate and to inhibit the flashing/blinking mode of head lamps shall be recorded in the technical documentation defined in point 4.2.12.2.’;

(76) in point 4.2.7.2.1, point (4), ‘clause 4.2.7.2.2.’ is replaced by ‘point 4.2.7.2.2.’.

(77) point 4.2.7.2.2 is replaced by the following:

‘4.2.7.2.2. Warning horn sound pressure levels

(1) The C weighted sound pressure level produced by each horn sounded separately (or in a group if designed to sound simultaneously as a chord) when integrated on the unit shall be as defined in the specification referenced in Appendix J-1, index [21].

(2) The conformity assessment procedure is specified in point 6.2.3.17.’;

(78) point 4.2.8.1.2 is replaced by the following:

‘4.2.8.1.2. Requirements on performance

(1) This point applies to units fitted with traction equipment.

(2) Unit traction force profiles (force at wheel rim =F(speed)) shall be determined by calculation; the unit running resistance shall be determined by a calculation for the load case ‘design mass under normal payload’, as defined in point 4.2.2.10.

(3) Unit traction force profiles and running resistance shall be recorded in the technical documentation (see point 4.2.12.2).

(4) The design maximum speed shall be defined from the data above for the load case ‘design mass under normal payload’ on a level track; design maximum speed higher than 60 km/h shall be a multiple of 5 km/h.

(5) For units assessed in fixed or predefined formation, at the maximum service speed and on a level track, the unit shall still be capable of an acceleration of at least 0,05 m/s² for the load case ‘design mass under normal payload’. This requirement may be verified by calculation or by testing (acceleration measurement) and applies for maximum design speed up to 350 km/h.

(6) Requirements regarding the traction cut-off required in case of braking are defined in the point 4.2.4.

(7) Requirements regarding availability of the traction function in case of fire on board are defined in the point 4.2.10.4.4.

(8) Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface function ‘traction cut off’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. Additional requirements for units assessed in fixed or predefined formation of maximum design speed higher than or equal to 250 km/h:

(9) The mean acceleration on a level track, for the load case ‘design mass under normal payload’, shall be of at least of: — 0,40 m/s2 from 0 to 40 km/h — 0,32 m/s2 from 0 to 120 km/h — 0,17 m/s2 from 0 to 160 km/h. This requirement may be verified by calculation only or by testing (acceleration measurement) combined with calculation.

(10) The design of the traction system shall assume a calculated wheel/rail adhesion not higher than: — 0,30 at start up and very low speed — 0,275 at 100 km/h — 0,19 at 200 km/h — 0,10 at 300 km/h.

(11) A single failure of power equipment affecting the traction capability shall not deprive the unit of more than 50 % of its traction force.’;

(79) in point 4.2.8.2.2, point (1) is replaced by the following:

‘(1) Electric units shall be able to operate within the range of at least one of the systems ‘voltage and frequency’ defined in TSI ENE, point 4.2.3 and in appendix J-1 index [69].’;

(80) points 4.2.8.2.3 to 4.2.8.2.8.4 are replaced by the following:

‘4.2.8.2.3. Regenerative brake with energy to the overhead contact line

(1) Electric units which return electrical energy to the overhead contact line in regenerative braking mode shall comply with the specification referenced in Appendix J-1, index [22].

4.2.8.2.4. Maximum power and current from the overhead contact line

(1) Electric units including fixed and predefined formations with power higher than 2 MW shall be equipped with power or current limitation function. For units intended to be used in multiple operation the requirement shall apply when the single train - with the maximum number of units intended to be coupled - has a total power higher than 2 MW.

(2) Electric units shall be equipped with automatic regulation as a function of voltage to limit the current or power to the ‘maximum current or power against voltage’ specified in the specification referenced in Appendix J-1, index [22]. A less restrictive limitation (lower value of coefficient ‘a’) may be used at operational level on a particular network or line if agreed by the Infrastructure Manager.

(3) The maximum current assessed here above (rated current) shall be recorded in the technical documentation defined in point 4.2.12.2.

(4) Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface function ‘change of allowed current consumption’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. When receiving the information on allowed current consumption: — If the unit is equipped with power or current limitation function, the device automatically adapts the level of the power consumption. — If the unit is not equipped with power or current limitation function, the “allowed current consumption” shall be displayed on-board for the intervention of the driver. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

4.2.8.2.5. Maximum current at standstill

(1) The maximum current per pantograph for AC and DC systems when a train is at standstill shall be as defined in the specification referenced in Appendix J-1, index [24].

(2) For DC systems, the maximum current at standstill per pantograph shall be calculated and verified by measurement in accordance with point 6.1.3.7. For AC systems, the check for current at standstill is not necessary as the current is lower and not critical to causing heating of the contact wire.

(3) For trains equipped with electric energy storage for traction purposes: — The maximum current per pantograph at vehicle standstill in DC systems can be exceeded only for charging electric energy storage for traction, in allowed locations and under the specific conditions defined in the register of infrastructure. Only in that case, it shall be possible for a unit to enable the capacity to exceed the maximum current at standstill for DC systems. — The assessment method including the measurement conditions is an open point.

(4) For DC systems, the measured value and measurement conditions regarding the material of the contact wire and, for trains equipped with electric energy storage for traction purposes, the documentation for the operation of electric energy storage shall be recorded in the technical documentation defined in point 4.2.12.2.

4.2.8.2.6. Power factor

(1) The power factor design data of the train (including multiple operation of several units as defined in point 2.2) shall be subject to a calculation to verify acceptance criteria set out in the specification referenced in Appendix J-1, index [22].

4.2.8.2.7. Harmonics and dynamic effects for AC systems

(1) An Electric unit shall comply with the requirements described in the specification referenced in Appendix J-1, index [22].

(2) All hypothesis and data considered shall be recorded in the technical documentation (see point 4.2.12.2).

4.2.8.2.8. On-board energy measurement system

4.2.8.2.8.1. General

(1) The on-board Energy Measurement System (‘EMS’) is the system for measurement of all active and reactive electric energy taken from or returned (during regenerative braking) to the Overhead Contact Line (‘OCL’) by the electric unit.

(2) The EMS shall include at least the following functions: Energy Measurement Function (‘EMF’) as set out in point 4.2.8.2.8.2 and Data Handling System (‘DHS’) as set out in point 4.2.8.2.8.3.

(3) A suitable communication system will send the Compiled Energy Billing Data sets (‘CEBD’) to an on-ground Data Collecting System (‘DCS’). The interface protocols and transferred data format between EMS and DCS shall fulfil the requirements set out in point 4.2.8.2.8.4.

(4) The on-board energy measurement system is suitable for billing purposes; the data sets defined in point 4.2.8.2.8.3(4) provided by this system shall be accepted for billing in all Member States.

(5) The EMS rated current and voltage shall be matched to the electric unit rated current and voltage; it shall continue to function correctly when changing between several traction energy supply systems.

(6) Data stored in the EMS shall be protected against loss of the power supply and the EMS shall be protected from non-authorised access.

(7) An on-board location function providing location data originated from an external source to the DHS shall be provided in networks where such function is necessary for billing purposes. In any case, the EMS system shall be able to accommodate a compatible location function. If the location function is provided, it shall fulfil the requirements set out in specification referenced in Appendix J-1, index [55].

(8) The fitment of an EMS, its on-board location function, the description of on-board to ground communication and the metrological control including the accuracy class of the EMF shall be recorded in the technical documentation described in point 4.2.12.2.

(9) The maintenance documentation described in point 4.2.12.3 shall include any periodic verification procedure to ensure the required accuracy level of the EMS during its lifetime.

4.2.8.2.8.2. Energy Measurement Function (EMF)

(1) The EMF shall ensure the measurement of the voltage and current, calculation of the energy and production of energy data.

(2) The energy data produced by EMF shall have a time reference period of 5 minutes defined by the Universal Time Coordinated (UTC) clock time at the end of each time reference period; originating from the time stamp 00:00:00. It is permitted to use a shorter measuring period if the data can be aggregated on-board into 5 minutes time reference period.

(3) The accuracy of EMF for active energy measurement shall comply with the specification referenced in Appendix J-1, index [56].

(4) Each device containing one or more functions of EMF shall indicate: metrological control, and its accuracy class, according to the class designations specified in the specification referenced in Appendix J-1, index [56].

(5) The conformity assessment of the accuracy is set out in point 6.2.3.19a.

(6) In cases where: — an EMS is intended to be installed on an existing vehicle, or — an existing EMS (or parts of it) is upgraded, and where existing components of a vehicle are used as part of the EMF, requirements (1) to (5) apply to current and voltage measurements considering the temperature influence factor at rated temperature only and may be verified only for the range of 20% to 120% of rated current. The technical documentation described in point 4.2.12.2 shall record: — the characteristic of the compliance of components of the on-board energy measurement system with this limited set of requirements, and — the conditions for use of these components.

4.2.8.2.8.3. Data Handling System (DHS)

(1) The DHS shall ensure the production of compiled energy billing data sets for energy billing purposes, by merging data from the EMF with time data and, when required, geographical position, and storing it ready to be sent to an on-ground DCS by a communication system.

(2) The DHS shall compile the data without corrupting them and shall incorporate data storage with a memory capacity sufficient to store the compiled data of at least 60 days continuous operation. The time reference used shall be the same as in the EMF.

(3) The DHS shall have a capability to be interrogated locally on-board for audit and data recovery purposes.

(4) The DHS shall produce CEBD, by merging the following data for each time reference period: — unique EMS Consumption Point Identification (‘CPId’) as defined in the specification referenced in Appendix J-1, index [57], — end time of each period, defined as year, month, day, hour, minute and second, — location data at the end of each period, — consumed/regenerated active and reactive (if appropriate) energy in each period, in units of watt-hour (active energy) and var-hour (reactive energy) or their decimal-multiples.

(5) The conformity assessment of compilation and handling of data produced by DHS is set out in point 6.2.3.19a.

4.2.8.2.8.4. Interface protocols and transferred data format between EMS and DCS

The data exchange between EMS and DCS shall fulfil the requirements specified in the specification referenced in Appendix J-1, index [58] with regards to the following characteristics:

(1) The application services (service layer) of the EMS,

(2) The user access rights for these application services,

(3) The structure (data layer) for these application services, which shall comply with the defined XML schema,

(4) The message mechanism (message layer) for supporting these application services, which shall comply with the defined methods and the XML schema,

(5) The application protocols for supporting the message mechanism.

(6) The communication architectures: the EMS shall use at least one of them.’;

(81) in point 4.2.8.2.9.1.1, point (5) shall be modified as follows ‘4 190 mm and 5 700 mm above rail level for electric units designed to be operated on the 1 500 V DC system in accordance with the IRL gauge (track gauge system 1 600 mm).’;

(82) in point 4.2.8.2.9.1.2, point (2) ‘index 46’ is replaced by ‘index [23].’;

(83) in point 4.2.8.2.9.2, point (2) is replaced by the following:

‘(2) For electric units designed to be operated solely on the 1 520 mm system, at least one of the pantograph(s) to be installed shall have a head geometry type compliant with one of the three specifications given in the points 4.2.8.2.9.2.1, 2 and 3 below.’;

(84) in point 4.2.8.2.9.2, point (5) ‘index 47’ is replaced by ‘index [24]’;

(85) in point 4.2.8.2.9.2.1, point (1) ‘index 48’ is replaced by ‘index [24]’;

(86) in point 4.2.8.2.9.2.2, point (1) ‘index 49’ is replaced by ‘index [24]’;

(87) point 4.2.8.2.9.3a is replaced by the following:

‘4.2.8.2.9.3a. Pantograph current capacity (IC level)

(1) Pantographs shall be designed for the rated current (as defined in point 4.2.8.2.4) to be transmitted to the Electric unit.

(2) An analysis shall demonstrate that the pantograph is able to carry the rated current; this analysis shall include the verification of the requirements of the specification referenced in Appendix J-1, index [23].

(3) Pantographs shall be designed for a current at standstill with a maximum as defined in point 4.2.8.2.5.’;

(88) in point 4.2.8.2.9.4.2., point (3) ‘(see clause 6.1.3.8)’ is replaced by ‘(see point 6.1.3.8).’;

(89) points 4.2.8.2.9.6 to 4.2.8.2.10 are replaced by the following:

‘4.2.8.2.9.6. Pantograph contact force and dynamic behaviour

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