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)

	(1)	The mean contact force Fm is the statistical mean value of the pantograph contact force and is formed by the static and aerodynamic components of the contact force with dynamic correction.

	(2)	The factors which influence the mean contact force are the pantograph itself, its position in the train consist, its vertical extension, and the rolling stock on which the pantograph is mounted.

	(3)	Rolling stock and pantographs fitted on rolling stock shall be designed to exert a mean contact force Fm on the contact wire in a range specified in point 4.2.11 of the TSI ENE, in order to ensure current collection quality without undue arcing and to limit wear and hazards to contact strips. Adjustment of the contact force is made when dynamic tests are performed.

	(3a)	Rolling stock and pantographs fitted on rolling stock shall not exceed the limit values for uplift S0 and either standard deviation σmax or percentage of arcing as defined in point 4.2.12 of the TSI ENE.

	(4)	The verification at interoperability constituent level shall validate the dynamic behaviour of the pantograph itself, and its capability to collect current from a TSI compliant overhead contact line; the conformity assessment procedure specified in point 6.1.3.7.

	(5)	The verification at rolling stock subsystem level (integration in a particular vehicle) shall allow to adjust the contact force, taking into account aerodynamic effects due to the rolling stock and the position of the pantograph in the unit or train fixed or predefined formation(s); the conformity assessment procedure specified in point 6.2.3.20.

4.2.8.2.9.7.   Arrangement of pantographs (RST level)

	(1)	It is permissible for more than one pantograph to be simultaneously in contact with the overhead contact line equipment.

	(2)	The number of pantographs and their spacing shall be designed taking into consideration the requirements of current collection performance, as defined in point 4.2.8.2.9.6 above.

	(3)	Where the spacing of 2 consecutive pantographs in fixed or predefined formations of the assessed unit is less than the spacing shown in point 4.2.13 of the TSI ENE for the selected OCL design distance type, or where more than 2 pantographs are simultaneously in contact with the overhead contact line equipment, it shall be demonstrated by testing that the dynamic behaviour as defined in point 4.2.8.2.9.6 above is met.

	(4)	The distances between consecutive pantographs for which the rolling stock has been verified shall be recorded in the technical documentation (see point 4.2.12.2).

4.2.8.2.9.8.   Running through phase or system separation sections (RST level)

	(1)	Trains shall be designed to be able to move from one power supply system and from one phase section to an adjacent one (as described in points 4.2.15 and 4.2.16 of the TSI ENE) without bridging either system or phase separation sections.

	(2)	Electric units designed for several power supply systems shall, when running through system separation sections, recognise automatically the voltage of the power supply system at the pantograph.

	(3)	When running through phase or system separation sections, it shall be possible to bring the power exchange between the OCL and the unit to zero. The infrastructure register gives information on the permitted pantographs position: lowered or raised (with permitted pantograph arrangements) when running through systems or phase separation sections.

	(4)	Electric units of maximum design speed higher than or equal to 250 km/h shall be able to receive from the ground the information related to the location of the separation section, and the subsequent commands to the control of the pantograph and main circuit breaker shall be triggered automatically by the unit, without intervention of the driver.

	(5)	Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface functions ‘Change of traction system, Powerless section with pantograph to be lowered – Trackside orders, Powerless section with main power switch to be switched off – Trackside orders,’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B], for units of maximum design speed lower than 250 km/h, the subsequent commands are not required to be automatic. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

	(6)	Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface functions ‘Main Power Switch – STM orders’, ‘Pantograph – STM orders’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. For units of maximum design speed lower than 250 km/h, the subsequent commands are not required to be automatic. The rolling stock configuration on automatic or manual command shall be recorded in the technical documentation described in point 4.2.12.2.

4.2.8.2.9.9.   Insulation of pantograph from the vehicle (RST level)

	(1)	The pantographs shall be assembled on an electric unit in a way that ensures the current path from collector head to vehicle equipment is insulated. The insulation shall be adequate for all system voltages the unit is designed for.

4.2.8.2.9.10.   Pantograph lowering (RST level)

	(1)	Electric units shall be designed to lower the pantograph in a period (3 seconds) meeting the requirements of the specification referenced in Appendix J-1, index [23] and to the dynamic insulating distance according to the specification referenced in Appendix J-1, index [26] either by initiation by the driver or by a train control function (including CCS functions).

	(2)	The pantograph shall lower to the stowed position in less than 10 seconds. When lowering the pantograph, the main circuit breaker shall previously be opened automatically.

	(3)	If an electric unit is equipped with an Automatic Dropping Device (‘ADD’) that lowers the pantograph in case of a collector head failure, the ADD shall meet the requirements of the specification referenced in Appendix J-1, index [23].

	(4)	Electric units of maximum design speed higher than 160 km/h shall be equipped with an ADD.

	(5)	Electric units that require more than one pantograph raised in operation and of maximum design speed higher than 120 km/h shall be equipped with an ADD.

	(6)	Other electric units are permitted to be equipped with an ADD.

4.2.8.2.10.   Electrical protection of the train

	(1)	Electric units shall be protected against internal short – circuits (from inside the unit).

	(2)	The location of the main circuit breaker shall be such as to protect the on-board high voltage circuits, including any high voltage connections between vehicles. The pantograph, the main circuit breaker, and the high voltage connection between them shall be located on the same vehicle.

	(3)	Electric units shall protect themselves against short overvoltages, temporary overvoltages and maximum fault current. To meet this requirement, electrical protection coordination design of the unit shall comply with the requirements defined in the specification referenced in Appendix J-1, index [22].’;

• (90) point 4.2.8.3 is replaced by ‘Intentionally blank’;

• (91) in point 4.2.8.4, point (1), ‘index 54’ is replaced by ‘index [27]’;

• (92) in point 4.2.9.1.4, point (5), ‘(see clause 4.2.9.1.5)’ is replaced by ‘(see point 4.2.9.1.5)’;

• (93) in point 4.2.9.1.5, point (2) is replaced by the following:

• ‘(2) It shall be possible for the driver to adjust the seat position in order to meet the reference position of eyes for external visibility, as defined in point 4.2.9.1.3.1.’;

• (94) in point 4.2.9.1.6 the following points (5) and (6) are added:

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

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

• (95) in point 4.2.9.1.7, point (2), ‘(as defined in the clause 4.2.9.1.3.)’ is replaced by ‘(as defined in the point 4.2.9.1.3).’;

• (96) point 4.2.9.2 is replaced by the following:

‘4.2.9.2.   Windscreen

4.2.9.2.1.   Mechanical characteristics

	(1)	The dimension, location, shape and finishes (including those for maintenance purpose) of the windows shall not inhibit the drivers external view (as defined in point 4.2.9.1.3.1) and shall support the driving task.

	(2)	The driver's cab windscreens shall be able to resist impacts from projectiles and spalling as specified in the specification referenced in Appendix J-1, index [28].

4.2.9.2.2.   Optical characteristics

	(1)	The driver's cab windscreens shall be of an optical quality that does not alter the visibility of signs (shape and colour) in any operating condition (including as example when the windscreen is heated to prevent misting and frost).

	(2)	The windscreen shall fulfil the requirements specified in the specification referenced in Appendix J-1, index [28] with regards to the following characteristics: (a) The angle between primary and secondary images in the installed position (b) Permissible optical distortions of vision (c) Haze (d) Light transmittance (e) Chromaticity’;

• (97) Points from 4.2.9.3.6 to 4.2.9.6 are replaced by the following:

‘4.2.9.3.6.   Radio Remote control function by staff for shunting operation

	(1)	If a radio remote control function is provided for a staff member to control the unit during shunting operations, it shall be designed to allow him to control the train movement safely, and to avoid any mistake when used.

	(2)	It is assumed that the staff member using the remote control function can visually detect train movement when using the remote control device.

	(3)	The design of the remote control function, including safety aspects, shall be assessed according to recognised standards.

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

4.2.9.3.7.   Derailment detection and prevention signal processing

	(1)	This point is applicable to locomotives intended to process signals emitted by freight wagons, if provided with Derailment Prevention Function (‘DPF’) or Derailment Detection Function (‘DDF’) as defined in point 4.2.3.5.3 of TSI WAG.

	(2)	These locomotives shall be equipped with means to receive a signal from the freight wagons forming a train which are equipped with the DPF and DDF informing of: — a precursor of a derailment, in case of the DPF in accordance with point 4.2.3.5.3.2 of TSI WAG and — a derailment, in case of the DDF in accordance with point 4.2.3.5.3.3 of TSI WAG.

	(3)	At the reception of the signal above, both visual and acoustic alarms shall indicate in the driver’s cab that the train is: — In risk of derailment, in case the alarm is sent by a DPF or — Just derailed, in case the alarm is sent from a DDF.

	(4)	A device in the driver’s cab shall allow the acknowledgment of the alarm above.

	(5)	If the alarm is not acknowledged from the driver’s cab in 10 +/-1 seconds, a full service brake or an emergency brake application shall be automatically applied.

	(6)	It shall be possible to override the automatic brake application set out in point 4.2.9.3.7 (5) above from the driver’s cab.

	(7)	It shall be possible to deactivate the automatic brake application set out in point 4.2.9.3.7 (5) above from the driver’s cab.

	(8)	The presence of the derailment detection signal processing function in the locomotive as well as the conditions of use at train level shall be recorded in the technical documentation defined in point 4.2.12.

4.2.9.3.7a.   On-board derailment detection and prevention function

	(1)	This point is applicable to locomotives which are intended to detect derailments or precursors to derailments in freight wagons hauled by the locomotive.

	(2)	The equipment fulfilling this function shall be located entirely on board the locomotive

	(3)	At the detection of a derailment or precursor to derailment, both visual and acoustic alarms shall be triggered in the driver’s cab.

	(4)	A device in the driver’s cab shall allow the acknowledgment of the alarm above.

	(5)	If the alarm is not acknowledged from the driver’s cab in 10 +/-1 seconds, a full service brake or an emergency brake application shall be automatically applied.

	(6)	It shall be possible to override the automatic brake application set out in point 4.2.9.3.7a (5) above from the driver’s cab.

	(7)	It shall be possible to deactivate the automatic brake application set out in point 4.2.9.3.7a (5) above from the driver’s cab.

	(8)	The presence of the on-board derailment detection function in the locomotive as well as the conditions of use at train level shall be recorded in the technical documentation defined in point 4.2.12.

4.2.9.3.8.   Requirements for management of ETCS modes

4.2.9.3.8.1.   Sleeping mode

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

4.2.9.3.8.2.   Passive shunting

	(1)	Requirements applicable to Locomotive and Trainset with regards to their interface with ETCS on-board and related to the train interface function ‘Passive shunting’ are defined in the specification referenced in Appendix J-2, index [B].

4.2.9.3.8.3.   Non leading

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

4.2.9.3.9.   Traction status

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

4.2.9.4.   On-board tools and portable equipment

	(1)	A space shall be available in or near the driver's cab to store the following equipment, in case they are needed by the driver in emergency situation: — Hand-lamp with red and white light — Short circuiting equipment for track-circuits — Scotches, if the parking brake performance is not sufficient depending on track gradient (see point 4.2.4.5.5). — A fire extinguisher (to be located in the cab; see also point 4.2.10.3.1). — On manned traction units of freight trains: a self-rescue device, as specified in point 4.7.1 of Commission Regulation (EU) No 1303/2014[^ntr*13-L_2023222EN.01019001-E0013] (‘TSI SRT’).

4.2.9.5.   Storage facility for staff personal effects

	(1)	Each driver's cab shall be equipped with: — Two hooks for clothing or a niche with a clothes beam. — A free space for storing a suitcase or bag of size 300 mm × 400 mm × 400 mm.

4.2.9.6.   Recording device

	(1)	The list of information to be recorded is defined in point 4.2.3.5 of the TSI OPE.

	(2)	The unit shall be equipped with a means to record this information, complying with the following requirements specified in the specification referenced in Appendix J-1, index [29]: (a) Functional requirements shall be met. (b) Recording performance shall be according to class R1. (c) The integrity (consistency; correctness) of the recorded and extracted data shall be met. (d) Data integrity shall be safeguarded. (e) The level of protection that applies to the protected storage medium shall be ‘A’. (f) The time of day and date.

	(3)	The tests of the requirements in clause 4.2.9.6(2) shall be carried out in accordance with the requirements of the specification referenced in Appendix J-1, index [72].

[^ntr*13-L_2023222EN.01019001-E0013]: Commission Regulation (EU) No 1303/2014 of 18 November 2014 concerning the technical specification for interoperability relating to ‘safety in railway tunnels’ of the rail system of the European Union (OJ L 356, 12.12.2014, p. 394).’;"

• (98) point 4.2.10.2.1 is replaced by the following:

‘4.2.10.2.1.   Material requirements

	(1)	The selection of materials and components shall take into account their fire behaviour properties, such as flammability, smoke opacity and toxicity.

	(2)	Materials used to construct the rolling stock unit shall comply with the requirements of the specification referenced in Appendix J-1, index [30] for the ‘Operation Category’ as defined below: — ‘Operation Category 2’ for Category A passenger rolling stock (including passenger locomotive). — ‘Operation Category 3’ for Category B passenger rolling stock (including passenger locomotive). — ‘Operation Category 2’ for freight locomotives, and self-propelling units designed to carry other payload (mail, freight, etc.). — ‘Operation Category 1’ for OTMs, with requirements limited to areas which are accessible to staff when the unit is in transport running configuration (see point 2.3).

	(3)	In order to ensure constant product characteristics and manufacturing process, it is required that: — the test reports to prove compliance of a material with the standard, which shall be issued immediately after testing of this material, shall be renewed every 5 years, — in case there is no change in the product characteristics and manufacturing process, and no change in the related requirements (TSI), it is not required to perform new testing of this material; expired test reports shall be accepted provided they are accompanied with a statement delivered at the placing on the market of the product from the original equipment manufacturer, and stating that there has been no change in the product characteristics and in the manufacturing process, covering the complete supply chain involved, since the fire behaviour properties of the product were tested. This statement shall not be delivered later than 6 months after the initial test report is expired. This statement shall be renewed every 5 years.’;

• (99) in point 4.2.10.2.2, point (2), ‘index 59’ is replaced by ‘index [30].’;

• (100) point 4.2.10.3.4 is amended as follows:

• (a) in point (3), third indent, ‘index 60’ is replaced by ‘index [31].’.

• (b) point (5) and the last paragraph are replaced by the following:

• ‘(5) If other FCCS are used and rely on reliability and availability of systems, components, or functions, they shall be subject to a reliability study considering the failure mode of components, redundancies, software, periodic checks and other provisions, and the estimated failure rate of the function (lack of control of the spread of heat and fire effluents) shall be provided in the technical documentation described in point 4.2.12.

Based on this study, operating and maintenance conditions of the FCCS shall be defined and provided in the maintenance and operating documentation described in points 4.2.12.3 and 4.2.12.4.’;

• (101) in point 4.2.10.3.5, point (3), ‘index 61’ is replaced by ‘index [31]’;

• (102) in point 4.2.10.4.1, point (5), ‘index 62’ is replaced by ‘index [32]’;

• (103) in point 4.2.10.4.2 points (5) is replaced and point (6) is inserted as follows:

• ‘(5) Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface function ‘Air tightness area – Trackside orders’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of close all means of external ventilation 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.

• (6) Requirements applicable to units with regards to their interface with ETCS on-board and related to the train interface function ‘Air tightness – STM orders’ when ETCS is installed are defined in the specification referenced in Appendix J-2, index [B]. The subsequent commands of close all means of external ventilation 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.’;

• (104) in point 4.2.10.4.4, point (3), ‘index 63’ is replaced by ‘index [33]’;

• (105) point 4.2.10.5.1 is amended as follows:

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

• ‘(8) All external passenger doors shall be equipped with emergency opening devices allowing them to be used as emergency exits (see point 4.2.5.5.9).’;

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

• ‘(12) The number of the doors and their dimensions shall allow the complete evacuation within three minutes by passengers without their baggage. It is permitted to consider that passengers with reduced mobility are to be assisted by other passengers or staff, and that wheelchair users are evacuated without their wheelchair.

Verification of this requirement shall be made either by a physical test under normal operating conditions or by numerical simulation.

In case the requirement is verified by numerical simulation, the simulation report shall include:

• — A summary of the verification and validation of the simulation (tool and models)

• — The hypothesis and parameters used for the simulation

• — The results of an appropriate number of simulations runs allowing a statistically sound statement.’;

• (106) point 4.2.11.3 is replaced by the following:

‘4.2.11.3.   Connection to Toilet discharge system

	(1)	This point is applicable to units equipped with sealed retention systems (using clear or recycled water) that have to be emptied at sufficient intervals on a scheduled basis at designated depots.

	(2)	The following connections of the unit to the toilet discharge system shall comply with the following specifications: (i) The 3 inch Evacuation nozzle (Inner part): see Appendix G Figure G-1. (ii) The flushing connection for the toilet tank (Inner part), the use of which is optional: see Appendix G Figure G-2.’;

• (107) point 4.2.11.4 is replaced by:

‘4.2.11.4.   Not used’;

• (108) point 4.2.11.5 is replaced by the following:

‘4.2.11.5.   Interface for water refilling

	(1)	This point is applicable to units equipped with a water tank supplying water to sanitary systems covered by the point 4.2.5.1.

	(2)	The inlet connection for water tanks shall comply with the specification referenced in Appendix J-1, index [34].’;

• (109) point 4.2.11.6 is replaced as follows:

‘4.2.11.6.   Special requirements for stabling of trains

	(1)	This point is applicable to units intended to be powered while stabled,

	(2)	The unit shall be compatible with at least one of the following external power supply systems, and shall be equipped (where relevant) with the corresponding interface for electrical connection to that external power supply (plug): — power supply contact line (see point 4.2.8.2 ‘Power supply’) — ‘Single pole’ power supply line (AC 1 kV, AC/DC 1,5 kV, DC 3 kV), in accordance with the specification referenced in Appendix J-1, index [52] — Local external auxiliary power supply 400 V that can be connected to socket type ‘3P+ground’ according to the specification referenced in Appendix J-1, index [35].’;

• (110) point 4.2.12.2 is replaced by the following:

‘4.2.12.2.   General documentation

The following documentation describing the rolling stock shall be provided; the point of this TSI where the documentation is required is referenced:

• (1) General drawings.

• (2) Electrical, pneumatic and hydraulic diagrams, Control-circuit diagrams necessary to explain the function and operation of the concerned systems.

• (3) Description of computerised on-board systems including description of functionality, specification of interfaces and data processing and protocols.

• (3a) For units designed and assessed for general operation, this shall include a description of the electric interfaces between units and of communication protocols, with the reference to the standards or other normative documents that have been applied.

• (4) Reference profile, and compliance to interoperable reference profile G1, GA, GB, GC or DE3, as required in point 4.2.3.1.

• (5) Weight balance with hypothesis on load conditions considered, as required in point 4.2.2.10.

• (6) Axle load, spacing of axles and any EN line category, as required in point 4.2.3.2.1.

• (7) Test report concerning running dynamic behaviour, including the test track quality recording and the track loading parameters including possible limitations of use if testing of the vehicle only covers a part of the test conditions, as required in point 4.2.3.4.2.

• (8) The hypothesis taken to evaluate the loads due to bogie running, as required in points 4.2.3.5.1 and in point 6.2.3.7 for wheelsets.

• (9) Braking performance, including failure mode analysis (degraded mode) as required in point 4.2.4.5

• (9a) Maximum distance between the eddy current track brake and the track corresponding to “brake released”, fixed speed threshold, vertical force and braking force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking), as required in point 4.2.4.8.3.

• (10) 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, as required in point 4.2.5.1.

• (11) Provisions taken in relation with the selected range of environmental parameters if different than the nominal one, as required in point 4.2.6.1.

• (12) Characteristic Wind Curve (“CWC”) as required in point 4.2.6.2.4.

• (13) Traction performance, as required in point 4.2.8.1.1.

• (14) Fitment of an on-board energy measurement system, and of its on-board location function (optional), as required in point 4.2.8.2.8. Description of on-board to ground communication and the metrological control including functions related to the accuracy classes of the voltage measurement, current measurement and energy calculation.

When point 4.2.8.2.8.2 (6) applies, the characteristics of the compliance of components of the on-board energy measurement system with the limited set of requirements, and the conditions for use of these components.

• (15) Hypothesis and data considered as required in point 4.2.8.2.7.

• (16) The number of pantographs simultaneously in contact with the Overhead Contact Line (“OCL”) equipment, their spacing and the OCL design distance type (A, B or C) used for assessment tests, as required in point 4.2.8.2.9.7.

• (17) Existence of communication devices as required in point 4.2.5.4 for units designed for operation without staff on-board (other than driver).

• (18) The presence of one or several of the functions described in points 4.2.9.3.7 and 4.2.9.3.7a and their conditions of use at train level.

• (19) The type(s) of pantograph head geometry that an Electric unit is equipped with, as required in point 4.2.8.2.9.2.

• (20) The maximum current assessed (rated current), as required in point 4.2.8.2.4.

• (21) For DC systems: the documentation for operation of electric energy storage, the measured value of maximum current at standstill and measurement conditions regarding the material of the contact wire, as required in point 4.2.8.2.5.

• (22) Fitment of the controls to activate and to inhibit the flashing/blinking mode of head lamps as defined in point 4.2.7.1.4.

• (23) Description of train interface functions implemented including specification of interfaces and protocols of communication, general drawings, control-circuit diagrams necessary to explain the function and operation of the interface.

• (24) Documentation related to:

— space envelope available for installation of ETCS on-board equipment’s defined in TSI CCS (e.g. ETCS cabinet, DMI, antenna, odometry etc.) and,

— conditions for ETCS equipment’s installation (e.g. mechanical, electrical etc.).

• (25) The rolling stock configuration on automatic or manual execution of commands as referred in points: 4.2.4.4.4, 4.2.4.8.2, 4.2.4.8.3, 4.2.8.2.4, 4.2.8.2.9.8 and 4.2.10.4.2. This information shall be made available upon request when ETCS is installed.

• (26) For units applying the conditions specified in point 7.1.1.5, the following characteristics shall be provided:

• (i) Applicable “single pole” power supply line voltages in accordance with point 4.2.11.6(2);

• (ii) Maximum “single pole” power supply line current consumption of the unit at standstill (A) for each applicable “single pole” power supply line voltages;

• (iii) For each band of the frequency management defined in the specification referenced in Appendix J-2 index [A] and in the specific cases or technical documents referred to in Article 13 of TSI CCS when they are available:

• (1) Maximum interference current (A), and applicable summation rule;

• (2) Maximum magnetic field (dBμA/m) both radiated field and field due to the return current, and applicable summation rule;

• (3) Minimum vehicle impedance (Ohm).

• (iv) Comparable parameters specified in the specific cases or in the technical documents referred to in Article 13 of CCS TSI when they are available.

• (27) For units applying the conditions specified in point 7.1.1.5.1, the compliance/non-compliance of the unit with the requirements of points (19) to (22) of point 7.1.1.5.1 shall be provided.’;

• (111) the following point 4.2.13 is inserted:

‘4.2.13.   Interface requirements with Automated Train Operation on-board

	(1)	This basic parameter describes the interface requirements applicable to units equipped with ETCS on-board and intended to be fitted with Automated Train Operation on-board up to Grade of Automation 2. The requirements relate to the functionality needed to operate a train up to Grade of Automation 2 as defined in TSI CCS.

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

	(3)	Where ATO on-board GoA1/2 functionality is implemented in newly developed vehicle designs, the index [84] and index [88] of Appendix A of TSI CCS shall be applied.

	(4)	Where ATO onboard GoA1/2 functionality is implemented in existing vehicle types and rolling stock in operation, the index [84] shall be applied, whereas index [88] may be used on a voluntary basis.’;

• (112) point 4.3 is replaced by the following:

‘4.3.   Functional and technical specification of the interfaces

4.3.1.   Interface with Energy subsystem

Table 6

Interface with the Energy subsystem

Reference TSI LOC & PAS	Reference TSI LOC & PAS	Reference TSI Energy	Reference TSI Energy
Parameter	Point	Parameter	Point
Gauging	4.2.3.1	Pantograph gauge	4.2.10
Pantograph head geometry	4.2.8.2.9.2	Pantograph gauge	Appendix D
Operation within range of voltages and frequencies	4.2.8.2.2	Voltage and frequency	4.2.3
Max current from OCL	4.2.8.2.4	Traction power supply performance	4.2.4
Power factor	4.2.8.2.6	Traction power supply performance	4.2.4
Maximum current at standstill	4.2.8.2.5	Current at standstill	4.2.5
Regenerative brake with energy to OCL	4.2.8.2.3	Regenerative braking	4.2.6
Energy consumption measuring function	4.2.8.2.8	On-ground energy data collecting system	4.2.17
Height of pantograph	4.2.8.2.9.1	Geometry of the overhead contact line	4.2.9
Pantograph head geometry	4.2.8.2.9.2	Geometry of the overhead contact line	4.2.9
Contact strip material	4.2.8.2.9.4	Contact wire material	4.2.14
Pantograph static contact force	4.2.8.2.9.5	Mean contact force	4.2.11
Pantograph contact force and dynamic behaviour	4.2.8.2.9.6	Dynamic behaviour and quality of current collection	4.2.12
Arrangements of pantographs	4.2.8.2.9.7	Pantograph spacing	4.2.13
Running through phase or system separation section	4.2.8.2.9.8	Separation sections:
Running through phase or system separation section	4.2.8.2.9.8	— phase	4.2.15
Running through phase or system separation section	4.2.8.2.9.8	— system	4.2.16
Electrical protection of the train	4.2.8.2.10	Electrical Protection Coordination Arrangements	4.2.7
Harmonics and dynamic effects for AC systems	4.2.8.2.7	Harmonics and Dynamic Effects for AC traction power supply systems	4.2.8

4.3.2.   Interface with Infrastructure subsystem

Table 7

Interface with the Infrastructure subsystem

Reference TSI LOC & PAS	Reference TSI LOC & PAS	Reference TSI Infrastructure	Reference TSI Infrastructure
Parameter	Point	Parameter	Point
Rolling stock kinematic gauge	4.2.3.1.	Structure gauge	4.2.3.1
Rolling stock kinematic gauge	4.2.3.1.	Distance between track centres	4.2.3.2
Rolling stock kinematic gauge	4.2.3.1.	Minimum radius of vertical curve	4.2.3.5
Axle load parameter	4.2.3.2.1	Track resistance to vertical loads	4.2.6.1
Axle load parameter	4.2.3.2.1	Lateral track resistance Resistance of new bridges to traffic loads	4.2.6.3 4.2.7.1
Axle load parameter	4.2.3.2.1	Equivalent vertical loading for new earthworks and earth pressure effects	4.2.7.2
Axle load parameter	4.2.3.2.1	Resistance of existing bridges and earthworks to traffic loads	4.2.7.4
Running dynamic behaviour	4.2.3.4.2.	Cant deficiency	4.2.4.3
Running dynamic limit values for track loading	4.2.3.4.2.2	Track resistance to vertical loads	4.2.6.1
Running dynamic limit values for track loading	4.2.3.4.2.2	Lateral track resistance	4.2.6.3
Equivalent conicity	4.2.3.4.3	Equivalent conicity	4.2.4.5
Geometrical characteristics of wheelset	4.2.3.5.2.1	Nominal track gauge	4.2.4.1
Geometrical characteristics of wheels	4.2.3.5.2.2	Rail head profile for plain line	4.2.4.6
Automatic variable gauge systems	4.2.3.5.3	In service geometry of switches and crossings	4.2.5.3
Minimum curve radius	4.2.3.6	Minimum radius of horizontal curve	4.2.3.4
Maximum average deceleration	4.2.4.5.1	Longitudinal track resistance	4.2.6.2
Maximum average deceleration	4.2.4.5.1	Actions due to traction and braking	4.2.7.1.5
Slipstream effects	4.2.6.2.1	Resistance of new structures over or adjacent to tracks	4.2.7.3
Head pressure pulse	4.2.6.2.2	Maximum pressure variations in tunnels	4.2.10.1
Maximum pressure variations in tunnels	4.2.6.2.3	Distance between track centres	4.2.3.2
Crosswind	4.2.6.2.4	Effect of crosswinds	4.2.10.2
Aerodynamic effect on ballasted track	4.2.6.2.5	Ballast pick-up	4.2.10.3
Toilet discharge system	4.2.11.3	Toilet discharge	4.2.12.2
Exterior cleaning through a washing plant	4.2.11.2.2	Train external cleaning facilities	4.2.12.3
Interface for water refilling	4.2.11.5	Water restocking	4.2.12.4
Refuelling equipment	4.2.11.7	Refuelling	4.2.12.5
Special requirements for stabling of trains	4.2.11.6	Electric shore supply	4.2.12.6

4.3.3.   Interface with Operation subsystem

Table 8

Interface with the Operation subsystem

Reference TSI LOC & PAS	Reference TSI LOC & PAS	Reference TSI Operation	Reference TSI Operation
Parameter	Point	Parameter	Point
Rescue coupling	4.2.2.2.4	Contingency arrangements	4.2.3.6.3
Axle load parameter	4.2.3.2	Train composition	4.2.2.5
Braking performance	4.2.4.5	Train braking	4.2.2.6
External front and rear lights	4.2.7.1	Train visibility	4.2.2.1
Horn	4.2.7.2	Train audibility	4.2.2.2
External visibility	4.2.9.1.3	Requirements for lineside signal and marker sighting	4.2.2.8
Optical characteristics of the windscreen	4.2.9.2.2	Requirements for lineside signal and marker sighting	4.2.2.8
Internal lighting	4.2.9.1.8	Requirements for lineside signal and marker sighting	4.2.2.8
Driver’s activity control function	4.2.9.3.1	Driver vigilance	4.2.2.9
Recording device	4.2.9.6	Recording of monitoring data on-board the train	4.2.3.5 Appendix I

4.3.4.   Interface with the Control, command and signalling subsystem

Table 9

Interface with the Control, command and signalling subsystem

Reference TSI LOC & PAS	Reference TSI LOC & PAS	Reference TSI CCS	Reference TSI CCS
Parameter	Point	Parameter	Point
Gauging	4.2.3.1	Position of Control-Command and Signalling on-board antennas	4.2.2
Rolling stock characteristics compatible with train detection system based on track circuits	4.2.3.3.1.1	Compatibility with trackside train detection systems: vehicle design	4.2.10
Rolling stock characteristics compatible with train detection system based on track circuits	4.2.3.3.1.1	Electromagnetic compatibility between rolling stock and Control-Command and Signalling trackside equipment	4.2.11
Rolling stock characteristics compatible with train detection system based on axle counters	4.2.3.3.1.2	Compatibility with trackside train detection systems: vehicle design	4.2.10
Rolling stock characteristics compatible with train detection system based on axle counters	4.2.3.3.1.2	Electromagnetic compatibility between rolling stock and Control-Command and Signalling trackside equipment	4.2.11
Rolling stock characteristics compatible with loop equipment	4.2.3.3.1.3	Compatibility with trackside train detection systems: vehicle design	4.2.10
Running dynamic behaviour	4.2.3.4.2	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Type of brake system	4.2.4.3	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Emergency braking command	4.2.4.4.1	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Service braking command	4.2.4.4.2	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Dynamic braking command	4.2.4.4.4	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Magnetic track brake	4.2.4.8.2	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Eddy current track brake	4.2.4.8.3	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Door opening	4.2.5.5.6	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Requirements on performance	4.2.8.1.2	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Maximum power and current from the overhead contact line	4.2.8.2.4	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Separation sections	4.2.8.2.9. 8	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Driver’s desk — Ergonomics	4.2.9.1.6	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Radio Remote control function by staff for shunting operation	4.2.9.3.6	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Requirements for management of ETCS modes	4.2.9.3.8	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Traction status	4.2.9.3.9	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Smoke control	4.2.10.4.2	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2
Emergency braking performance	4.2.4.5.2	Guaranteed train braking performance and characteristics	4.2.2
Service braking performance	4.2.4.5.3.	Guaranteed train braking performance and characteristics	4.2.2
Head lights	4.2.7.1.1	Trackside Control-Command and Signalling objects	4.2.15
External visibility	4.2.9.1.3	Visibility of track-side Control-command Signalling objects	4.2.15
Optical characteristics	4.2.9.2.2	Visibility of track-side Control-command Signalling objects	4.2.15
Recording device	4.2.9.6	Interface to data recording for regulatory purposes	4.2.14
Dynamic braking command (Regenerative brake command)	4.2.4.4.4	ETCS DMI configuration	4.2.12
Magnetic track brake (command)	4.2.4.8.2	ETCS DMI configuration	4.2.12
Eddy current track brake (command)	4.2.4.8.3	ETCS DMI configuration	4.2.12
Separation sections	4.2.8.2.9.8	ETCS DMI configuration	4.2.12
Smoke control	4.2.10.4.2	ETCS DMI configuration	4.2.12
Interface requirements with Automated Train Operation	4.2.13	On-Board ATO functionality	4.2.18
Interface requirements with Automated Train Operation	4.2.13	System Requirements Specification	Specification referenced in Appendix A, Table A.2, index 84 of TSI CCS
Interface requirements with Automated Train Operation	4.2.13	ATO-OB / ROLLING STOCK FFFIS	Specification referenced in Appendix A, Table A.2, index 88 of TSI CCS
Interface requirements with Automated Train Operation	4.2.13	ETCS onboard: Forwarding information/orders and receiving state information from rolling stock	4.2.2

4.3.5   Interface with the telematics applications subsystem

Table 10

Interface with the telematics applications subsystem

Reference TSI LOC & PAS	Reference TSI LOC & PAS	Reference TSI telematics applications for passengers	Reference TSI telematics applications for passengers
Parameter	Point	Parameter	Point
Customer information (PRM)	4.2.5	On board device display	4.2.13.1
Public address system	4.2.5.2	Automatic voice and announcement	4.2.13.2’
Customer information (PRM)	4.2.5	Automatic voice and announcement	4.2.13.2’

• (113) in point 4.4, point (4), ‘clause 4.2.12.4’ is replaced by ‘point 4.2.12.4’;

• (114) in point 4.5, point (1), ‘Section 3’ is replaced by ‘Chapter 3’;

• (115) in point 4.5, point (2), ‘section 4.2’ is replaced by ‘point 4.2’;

• (116) in point 4.8, point (2), ‘in the clause 4.2.12’ is replaced by ‘in point 4.2.12’;

• (117) point 4.9 is replaced by the following:

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

The parameters of the subsystem ‘rolling stock — locomotives and passenger rolling stock’ to be used by the railway undertaking, for the purpose of route compatibility check, are described in Appendix D1 of the TSI OPE.’;

• (118) in point 5.1, point (3), the third indent, ‘in Section 6.1’ is replaced by ‘in point 6.1’;

• (119) in point 5.2, point (1), ‘clause 6.1.5’ is replaced by ‘point 6.1.5’;

• (120) in point 5.3.1, point (1), ‘index 66’ is replaced by ‘index [36]’ and the text of the note is replaced by the following:

• ‘Note: types of automatic couplers other than type 10 are not considered as an IC (specification not publicly available).’;

• (121) in point 5.3.2, point (1), all references to ‘index 67’ are replaced by ‘index [37]’ and all references to ‘index 68’ are replaced by ‘index [38]’;

• (122) in point 5.3.3, point (1), ‘index 69’ is replaced by ‘index [39].’;

• (123) in point 5.3.4, point (4), ‘clause 4.2.3.5.2.2.’ is replaced by ‘point 4.2.3.5.2.2.’;

• (124) in point 5.3.4a, point (2) is replaced by the following:

‘An automatic variable gauge system shall comply with the requirements set out in point 4.2.3.5.3; these requirements shall be assessed at IC level as set out in point 6.1.3.1a.’;

• (125) points 5.3.6 to 5.3.15 are replaced by the following:

‘5.3.6.   Head lamps

	(1)	A head lamp shall be designed and assessed without any limitation concerning its area of use.

	(2)	A head lamp shall comply with requirements concerning the colour and the luminous intensity defined in point 4.2.7.1.1. These requirements shall be assessed at IC level.

5.3.7.   Marker lamps

	(1)	A marker lamp shall be designed and assessed without any limitation concerning its area of use.

	(2)	A marker lamp shall comply with requirements concerning the colour and the luminous intensity defined in point 4.2.7.1.2. These requirements shall be assessed at IC level.

5.3.8.   Tail lamps

	(1)	A tail lamp shall be designed and assessed for an area of use: fixed lamp or portable lamp.

	(2)	A tail lamp shall comply with the requirements concerning the colour and the luminous intensity defined in point 4.2.7.1.3. These requirements shall be assessed at IC level.

	(3)	For portable tail lamps, the interface for attachment on the vehicle shall be in accordance with the Appendix E of the TSI WAG.

5.3.9.   Horns

	(1)	A horn shall be designed and assessed for an area of use defined by its sound pressure level on a reference vehicle (or reference integration); this characteristic may be affected by the integration of the horn in a particular vehicle.

	(2)	A horn shall comply with the requirements concerning the soundings of signals defined in point 4.2.7.2.1. These requirements shall be assessed at IC level.

5.3.10.   Pantograph

A pantograph shall be designed and assessed for an area of use defined by:

• (1) The type of voltage system(s), as defined in point 4.2.8.2.1.

In case it is designed for different voltage systems, the various sets of requirements shall be taken into account.

• (2) One of the 3 pantograph head geometries specified in point 4.2.8.2.9.2.

• (3) The current capacity, as defined in point 4.2.8.2.4.

• (4) The maximum current at standstill for AC and DC systems as defined in point 4.2.8.2.5. For DC 1,5 kV supply systems, the material of the contact wire shall be considered.

• (5) The maximum operating speed: assessment of the maximum operating speed shall be performed as defined in point 4.2.8.2.9.6.

• (6) Range of height for dynamic behaviour: standard, and/or for 1 520 mm or 1 524 mm track gauge systems.

• (7) The requirements listed above shall be assessed at IC level.

• (8) The working range in height of pantograph specified in point 4.2.8.2.9.1.2, the pantograph head geometry specified in point 4.2.8.2.9.2, the pantograph current capacity specified in point 4.2.8.2.9.3, the pantograph static contact force specified in point 4.2.8.2.9.5 and the dynamic behaviour of the pantograph itself specified in point 4.2.8.2.9.6 shall also be assessed at IC level.

5.3.11.   Contact strips

The contact strips are the replaceable parts of the pantograph head which are in contact with the contact wire. Contact strips shall be designed and assessed for an area of use defined by:

• (1) Their geometry, as defined in point 4.2.8.2.9.4.1.

• (2) The material of the contact strips, as defined in point 4.2.8.2.9.4.2.

• (3) The type of voltage system(s), as defined in point 4.2.8.2.1.

• (4) The current capacity, as defined in point 4.2.8.2.4.

• (5) The maximum current at standstill, as defined in point 4.2.8.2.5.

• (6) The requirements listed above shall be assessed at IC level.

5.3.12.   Main circuit breaker

A main circuit breaker shall be designed and assessed for an area of use defined by:

• (1) The type of voltage system(s), as defined in point 4.2.8.2.1.

• (2) The current capacity, as defined in point 4.2.8.2.4 (maximum current).

• (3) The requirements listed above shall be assessed at IC level.

• (4) The tripping shall be as specified in the specification referenced in Appendix J-1, index [22] (see point 4.2.8.2.10); it shall be assessed at the IC level.

5.3.13.   Driver's seat

	(1)	A driver's seat shall be designed and assessed for an area of use defined by the range of possible adjustments in height and longitudinal position.

	(2)	A driver's seat shall comply to the requirements specified at component level in the point 4.2.9.1.5. These requirements shall be assessed at IC level.

5.3.14.   Toilet discharge connection

	(1)	A toilet discharge connection shall be designed and assessed without any limitation concerning its area of use.

	(2)	A toilet discharge connection shall comply with requirements concerning the dimensions as defined in point 4.2.11.3. These requirements shall be assessed at IC level.

5.3.15.   Inlet connection for water tanks

	(1)	An inlet connection for water tanks shall be designed and assessed without any limitation concerning its area of use.

	(2)	A inlet connection for water tanks shall comply with requirements concerning the dimensions as defined in point 4.2.11.5. These requirements shall be assessed at IC level.’;

• (126) in point 6.1.1, point (3), the first paragraph is replaced by the following:

‘In case of a specific case applicable to a component defined as interoperability constituent in section 5.3, the corresponding requirement can be part of the verification at interoperability constituent level only in the case where the component remains compliant to the chapters 4 and 5 , and where the specific case does not refer to a national rule.’;

• (127) point 6.1.2 is replaced as follows:

‘6.1.2.   Application of modules

Modules for EC certification of conformity of interoperability constituents:

Module CA	Internal production control
Module CA1	Internal production control plus product verification by individual examination
Module CA2	Internal production control plus product verification at random intervals
Module CB	EC-Type examination
Module CC	Conformity to type based on internal production control
Module CD	Conformity to type based on quality management system of the production process
Module CF	Conformity to type based on product verification
Module CH	Conformity based on full quality management system
Module CH1	Conformity based on full quality management system plus design examination
Module CV	Type validation by in service experience (Suitability for use)

	(1)	The manufacturer or his authorised representative established within the European Union shall choose one of the modules or module combinations indicated in the following table for the constituent to be assessed: TSI point Constituents to be assessed Module CA CA1 or CA2 CB + CC CB + CD CB + CF CH CH1 5.3.1 Automatic centre buffer coupler X35 X X X35 X 5.3.2 Manual end coupling X35 X X X35 X 5.3.3 Towing coupler for rescue X35 X X X35 X 5.3.4 Wheel X35 X X X35 X 5.3.4a Automatic variable gauge systems X35 X X X35 X 5.3.5 Wheel slide protection system X35 X X X35 X 5.3.6 Head lamp X35 X X X35 X 5.3.7 Marker lamp X35 X X X35 X 5.3.8 Tail lamp X35 X X X35 X 5.3.9 Horns X35 X X X35 X 5.3.10 Pantograph X35 X X X35 X 5.3.11 Pantograph contact strips X35 X X X35 X 5.3.12 Main circuit breaker X35 X X X35 X 5.3.13 Driver's seat X35 X X X35 X 5.3.14 Toilet discharge connection X X X 5.3.15 Inlet connection for water tanks X X X

	(2)	Where a particular procedure shall be used for the assessment, in addition to the requirements expressed in the point 4.2, this is specified in the point 6.1.3 below.’;

• (128) point 6.1.3 is replaced by the following:

‘6.1.3.   Particular assessment procedures for interoperability constituents

6.1.3.1.   Wheels (point 5.3.4)

	(1)	The mechanical characteristics of the wheel shall be proven by mechanical strength calculations, taking into account three load cases: straight track (centred wheelset), curve (flange pressed against the rail), and negotiating of points and crossings (inside surface of flange applied to the rail), as specified in the specification referenced in Appendix J-1, index [40].

	(2)	For forged and rolled wheels, the decision criteria are defined in the specification referenced in Appendix J-1, index [40]; where the calculation show values beyond the decision criteria, a bench test according to the same specification is required to be performed to demonstrate compliance.

	(3)	Other types of wheels are permitted for vehicles restricted to national use. In that case the decision criteria and the fatigue stress criteria shall be specified in national rules. Those national rules shall be notified by Member States.

	(4)	The assumption of the load conditions for the maximum vertical static force shall be explicitly stated in the technical documentation as set out in point 4.2.12.

Thermo-mechanical behaviour:

	(5)	If the wheel is used to brake a unit with wheel tread brakes, the wheel shall be thermo-mechanically proven by taking into account the maximum braking energy foreseen. The wheel shall be subject to a conformity assessment in accordance with the specification referenced in Appendix J-1, index [40], in order to check that the lateral displacement of the rim during braking and the residual stress are within tolerance limits specified utilising the decision criteria specified.

Verification of the wheels:

	(6)	A verification procedure shall exist to ensure at the production phase that no defects may detrimentally affect safety due to any change in the mechanical characteristics of the wheels. The tensile strength of the material in the wheel, the hardness of the running surface, the fracture toughness, the resistance to impact, the material characteristics and the material cleanliness shall be verified. The verification procedure shall specify the batch sampling used for each characteristic to be verified.

	(7)	Other conformity assessment method for wheels is allowed under the same conditions as for wheelsets; these conditions are described in point 6.2.3.7.

	(8)	In case of innovative design for which the manufacturer has no sufficient return of experience, the wheel should be subject to an assessment of suitability for use (module CV; see also point 6.1.6).’;

• (129) point 6.1.3.1a is replaced by the following:

‘6.1.3.1a.   Automatic variable gauge system (point 5.3.4a)

	(1)	The assessment procedure shall be based on a validation plan covering all aspects mentioned in points 4.2.3.5.3 and 5.3.4a.

	(2)	The validation plan shall be consistent with the safety analysis required in point 4.2.3.5.3 and shall define the assessment needed in all the following different phases: — Design review; — Static tests (bench tests and integration in the running gear/unit tests); — Test on track gauge changeover facilities, representative of in-service conditions; — On-track tests, representative of in-service conditions.

	(3)	Regarding the demonstration of compliance to point 4.2.3.5.3 (5), the assumptions considered for the safety analysis related to the vehicle the system is intended to be integrated in, and related to the mission profile of that vehicle, shall be clearly documented.

	(4)	The automatic variable gauge system may be subject to an assessment of suitability for use (module CV; see also point 6.1.6).

	(5)	The certificate delivered by the Notified Body in charge of the conformity assessment shall include both the conditions for use as per point 5.3.4a (1) and the type(s) and operating conditions of the track gauge changeover facility(ies) the automatic variable gauge system has been assessed for.’;

• (130) points 6.1.3.2 to 6.1.3.8 are replaced by the following:

‘6.1.3.2.   Wheel slide protection system (point 5.3.5)

	(1)	The wheel slide protection system shall be verified according to the methodology defined in the specification referenced in Appendix J-1, index [15].

	(2)	In case of innovative design for which the manufacturer has no sufficient return of experience, the wheel slide protection system should be subject to an assessment of suitability for use (module CV; see also point 6.1.6).

6.1.3.3.   Headlamps (point 5.3.6)

	(1)	The colour and luminous intensity of headlamps shall be tested in accordance with the specification referenced in Appendix J-1, index [20].

6.1.3.4.   Marker lamps (point 5.3.7)

	(1)	The colour and luminous intensity of marker lamps and the spectral radiation distribution of light from marker lamps shall be tested in accordance with the specification referenced in Appendix J-1, index [20].

6.1.3.5.   Tail lamps (point 5.3.8)

	(1)	The colour and luminous intensity of tail lamps shall be tested in accordance with the specification referenced in Appendix J-1, index [20]

6.1.3.6.   Horn (point 5.3.9)

	(1)	Soundings and sound pressure levels of the warning horn shall be measured and verified in accordance with the specification referenced in Appendix J-1, index [21].

6.1.3.7.   Pantograph (point 5.3.10)

	(1)	For pantographs for DC systems, the maximum current at standstill up to the limit values defined in 4.2.8.2.5 shall be verified in the following conditions: — the pantograph shall be in contact with 2 plain copper contact wires or 2 copper alloyed with silver contact wires with a cross section of 100 mm2 each for a 1,5 kV supply system, — the pantograph shall be in contact with 1 copper contact wire with a cross section of 100 mm2 for a 3 kV supply system.

	(1a)	For pantographs for DC systems the temperature of the contact wire with current at standstill shall be assessed by measurements according to the specification referenced in Appendix J-1, index [24].

	(2)	For all pantographs, the static contact force shall be verified in accordance with the specification referenced in Appendix J-1, index [23].

	(3)	The dynamic behaviour of the pantograph regarding current collection shall be assessed by simulation according to the specification referenced in Appendix J–1, index [41]. The simulations shall be made using at least two different types of overhead contact line; data for simulation shall correspond to sections of lines recorded as TSI compliant in the register of infrastructure (EC declaration of conformity, or declaration according to Commission Recommendation 2014/881/EU[^ntr14-L_2023222EN.01019001-E0015]) for the appropriate speed and supply system, up to the maximum design speed of the proposed Interoperability Constituent pantograph. It is permitted to perform the simulation using types of overhead contact line that are under the process of IC certification or declaration according to Recommendation 2011/622/EU[^ntr15-L_2023222EN.01019001-E0016], provided that they fulfil the other requirements of TSI ENE. The simulated current collection quality shall be in accordance with point 4.2.8.2.9.6 for uplift, mean contact force and standard deviation for each of the overhead contact lines. If the simulation results are acceptable, a site dynamic test shall be made using a representative section of one of the two types of overhead contact line used in the simulation. The interaction characteristics shall be measured in accordance with the specification referenced in Appendix J-1, index [42]. Regarding the uplift measurement the uplift of at least two steady arms shall be measured. The tested pantograph shall be mounted on a rolling stock producing a mean contact force within the upper and lower limits as required by point 4.2.8.2.9.6 up to the design speed of the pantograph. The tests shall be conducted in both directions of travel. For pantographs intended to be operated on the 1 435 mm and 1 668 mm track gauge systems, the tests shall include track sections with low contact wire height (defined as between 5,0 to 5,3 m) and track sections with high contact wire height (defined as between 5,5 to 5,75 m). For pantographs intended to be operated on the 1 520 mm and 1 524 mm track gauge systems, the tests shall include track sections with contact wire height between 6,0 to 6,3 m. The tests shall be performed for a minimum of 3 speed increments up to and including the design speed of the tested pantograph. The interval between successive tests shall be no greater than 50 km/h. The measured current collection quality shall be in accordance with point 4.2.8.2.9.6 for uplift, and either mean contact force and standard deviation or percentage of arcing. If all the assessments above are passed successfully, the tested pantograph design shall be considered as compliant to the TSI regarding quality of current collection. For the use of a pantograph holding an EC declaration of verification on various designs of rolling stock, additional tests required at rolling stock level regarding quality of current collection are specified in point 6.2.3.20.

6.1.3.8.   Contact strips (point 5.3.11)

	(1)	Contact strips shall be verified as specified in the specification referenced in Appendix J-1, index [43].

	(2)	Contact strips, being replaceable parts of the pantograph head, shall be verified once at the same time as a pantograph (see point 6.1.3.7) regarding the quality of current collection.

	(3)	In case of use of a material for which the manufacturer as no sufficient return of experience, the contact strip should be subject to an assessment of suitability for use (module CV; see also point 6.1.6).

[^ntr*14-L_2023222EN.01019001-E0015]: Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure 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)."

[^ntr*15-L_2023222EN.01019001-E0016]: Commission Recommendation 2011/622/EU of 20 September 2011 on the procedure demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 243, 21.9.2011, p. 23).’;"

• (131) point 6.1.4 is replaced by the following:

‘6.1.4.   Project phases where assessment is required

	(1)	It is detailed in Appendix H in which phases of the project an assessment shall be done for the requirements applicable to the interoperability constituents: (a) design and development phase: (i) design review and/or design examination. (ii) type test: test to verify the design, if and as defined in the Point 4.2; (b) production phase: routine test to verify the conformity of production. The entity in charge of the assessment of the routine tests is determined according to the assessment module chosen.

	(2)	Appendix H is structured according to point 4.2; the requirements and their assessment applicable to the interoperability constituents are identified in point 5.3 by reference to certain points of section 4.2; where relevant, a reference to a sub-point of point 6.1.3 above is also given.’;