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

(132) point 6.1.6 is replaced by the following:

‘6.1.6. Assessment of suitability for use

(1) Assessment of suitability for use according to the type validation of in service experience procedure (module CV) may be part of the assessment procedure for the following interoperability constituents: — wheels (see point 6.1.3.1); — automatic variable gauge system (see point 6.1.3.1a); — wheel slide protection system (see point 6.1.3.2); — contact strips (see point 6.1.3.8);


	(1)	Assessment of suitability for use according to the type validation of in service experience procedure (module CV) may be part of the assessment procedure for the following interoperability constituents: — wheels (see point 6.1.3.1); — automatic variable gauge system (see point 6.1.3.1a); — wheel slide protection system (see point 6.1.3.2); — contact strips (see point 6.1.3.8);

(2) Prior to commencing in service tests, a suitable module (CB or CH1) shall be used to certify the design of the constituent;


	(2)	Prior to commencing in service tests, a suitable module (CB or CH1) shall be used to certify the design of the constituent;

(3) The in service tests shall be organised on proposal from the manufacturer, who has to obtain an agreement with a railway undertaking for its contribution to such assessment.’;


	(3)	The in service tests shall be organised on proposal from the manufacturer, who has to obtain an agreement with a railway undertaking for its contribution to such assessment.’;

(133) in point 6.2.2 point (4), ‘the clause 4.2’ is replaced by ‘point 4.2’;

(134) point 6.2.3.1 is replaced by the following:

‘6.2.3.1. Load conditions and weighed mass (point 4.2.2.10)

(1) Weighed mass shall be measured, for a load condition corresponding to ‘design mass in working order’ with the exception of consumables for which there is no imposition (for example ‘dead mass’ is acceptable).


	(1)	Weighed mass shall be measured, for a load condition corresponding to ‘design mass in working order’ with the exception of consumables for which there is no imposition (for example ‘dead mass’ is acceptable).

(2) It is permissible to derive the other load conditions by calculation.


	(2)	It is permissible to derive the other load conditions by calculation.

(3) Where a vehicle is declared as conformant to a type (in accordance with points 6.2.2 and 7.1.3): — the weighed total vehicle mass in the load condition ‘design mass in working order’ shall not exceed by more than 3 % the declared total vehicle mass for that type which is reported in the type or design examination certificate of ‘EC’ verification and in the technical documentation described in point 4.2.12. — additionally, for unit of maximum design speed higher than or equal to 250 km/h the mass per axle for the load conditions ‘design mass under normal payload’ and ‘operational mass under normal payload’ shall not exceed by more than 4 % the declared mass per axle for the same load condition.’;


	(3)	Where a vehicle is declared as conformant to a type (in accordance with points 6.2.2 and 7.1.3): — the weighed total vehicle mass in the load condition ‘design mass in working order’ shall not exceed by more than 3 % the declared total vehicle mass for that type which is reported in the type or design examination certificate of ‘EC’ verification and in the technical documentation described in point 4.2.12. — additionally, for unit of maximum design speed higher than or equal to 250 km/h the mass per axle for the load conditions ‘design mass under normal payload’ and ‘operational mass under normal payload’ shall not exceed by more than 4 % the declared mass per axle for the same load condition.’;

(135) in point 6.2.3.3, point (1), ‘index 83’ is replaced by ‘index [9]’;

(136) point 6.2.3.4 is replaced by the following:

‘6.2.3.4. Running dynamic behaviour – technical requirements (Point 4.2.3.4.2a)

(1) For units designed to be operated on 1 435 mm or 1 524 mm or 1 668 mm system, the demonstration of conformity shall be carried out in accordance with the specification referenced in Appendix J-1, index [9]. The parameters described in points 4.2.3.4.2.1 and 4.2.3.4.2.2 shall be assessed using criteria defined in the specification referenced in Appendix J-1, index [9].’;


	(1)	For units designed to be operated on 1 435 mm or 1 524 mm or 1 668 mm system, the demonstration of conformity shall be carried out in accordance with the specification referenced in Appendix J-1, index [9]. The parameters described in points 4.2.3.4.2.1 and 4.2.3.4.2.2 shall be assessed using criteria defined in the specification referenced in Appendix J-1, index [9].’;

(137) point 6.2.3.5 is replaced by the following:

‘6.2.3.5. Conformity assessment for safety requirements

The demonstration of compliance with the safety requirements expressed in the point 4.2 shall be performed as follows:

(1) The scope of this assessment shall be strictly limited to the rolling stock design, considering that operation, test and maintenance are performed according to the rules defined by the applicant (as described in the technical file).

Notes:

– When defining the test and maintenance requirements, the safety level to be met has to be taken into account by the applicant (consistency); the demonstration of compliance covers also test and maintenance requirements.

– Other sub-systems and human factors (errors) shall not be considered.

(2) All assumptions considered for the mission profile shall be clearly documented in the demonstration

(3) The compliance with the safety requirements that are specified in points 4.2.3.4.2, 4.2.3.5.3, 4.2.4.2.2, 4.2.5.3.5, 4.2.5.5.8 and 4.2.5.5.9 in terms of level of severity/consequences associated to hazardous failure scenarios shall be demonstrated by one of the two following methods:

Application of a harmonised risk acceptance criterion associated to the severity specified in point 4.2 (e.g. “fatalities” for emergency braking.).

The applicant may choose to use this method, provided that there is an available harmonized risk acceptance criterion defined in the CSM on Risk Assessment.

The applicant shall demonstrate compliance with the harmonised criterion by applying Annex I-3 of the CSM on RA. The following principles (and their combinations) may be used for the demonstration: similarity with reference system(s); application of codes of practice; application of explicit risk estimation (e.g. probabilistic approach).

The applicant shall designate the body for the assessment of the demonstration he will provide: the notified body selected for the rolling stock subsystem or an assessment body as defined in the CSM on RA.

The demonstration shall be recognized in all Member States; or

Application of a risk evaluation and assessment in accordance with the CSM on RA, in order to define the risk acceptance criterion to be used, and demonstrate compliance to this criterion.

The applicant may choose to use this method in any case.

The applicant shall designate the assessment body for the assessment of the demonstration he will provide, as defined in the CSM on RA.

A safety assessment report shall be provided in compliance with the requirements defined in the CSM on RA and its amendments.

The safety assessment report shall be taken into account by the Authorising Entity, in accordance with point 2.5.6 of Annex I and Article 15(2) of the CSM on RA.

(4) For each TSI point listed in point (3) above, the relevant documents accompanying the EC declaration of verification (e.g. EC certificate issued by the notified body or safety assessment report) shall explicitly mention the “used method” (“1” or “2”); in case of method “2”, they shall also mention the “used risk acceptance criterion”.’;

(138) point 6.2.3.6 is amended as follows:

(a) point (1) is amended as follows:

(i) in the first subparagraph, ‘(Dimension SR in Figure 1 , § 4.2.3.5.2.1)’ is replaced by ‘(Dimension SR in Figure 1, point 4.2.3.5.2.1 )’;

(ii) in the second subparagraph, ‘index 107’ is replaced by ‘index [9]’;

(iii) in Table 12, ‘index 85’ is replaced by ‘index [44]’;

(iv) in the third subparagraph, ‘index 86’ is replaced by ‘index [45]’;

(b) point (2) is amended as follows:

(i) in Table 14, ‘index 85’ is replaced by ‘index [44]’;

(ii) in the second subparagraph, ‘index 86’ is replaced by ‘index [45]’;

(i) in Table 14, ‘index 85’ is replaced by ‘index [44]’;

(ii) in the second subparagraph, ‘index 86’ is replaced by ‘index [45]’;

(139) point 6.2.3.7 is amended as follows:

(a) in point (1) ‘index 87’ is replaced by ‘index [46]’;

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

‘(2) The demonstration of compliance for mechanical resistance and fatigue characteristics of the axle shall be in accordance with the specification referenced in Appendix J-1, index [47].

The decision criteria for the permissible stress is specified in the specification referenced in Appendix J-1, index [47].’;

(140) point 6.2.3.8 is amended as follows:

(a) in point (1) ‘index 91’ is replaced by ‘index [66]’;

(b) in point (3), the first paragraph is replaced by the following:

‘(3) Tests shall be carried out for the load conditions of the unit ‘design mass in working order’, ‘design mass under normal payload’, and ‘maximum braking load’ (as defined in points 4.2.2.10 and 4.2.4.5.2).’;

(141) point 6.2.3.9 is replaced:

‘6.2.3.9. Service braking (point 4.2.4.5.3)

(1) The maximum service braking performance which is subject to a test is the stopping distance as defined in the specification referenced in Appendix J-1, index [66]. The deceleration is evaluated from the stopping distance.


	(1)	The maximum service braking performance which is subject to a test is the stopping distance as defined in the specification referenced in Appendix J-1, index [66]. The deceleration is evaluated from the stopping distance.

(2) Tests shall be carried out on dry rail at the initial speed equal to the maximum design speed of the unit, the load condition of the unit being one of those defined in the point 4.2.4.5.2.


	(2)	Tests shall be carried out on dry rail at the initial speed equal to the maximum design speed of the unit, the load condition of the unit being one of those defined in the point 4.2.4.5.2.

(3) Test results shall be evaluated by a methodology that takes into account the following aspects: — correction of the raw data, — repeatability of the test: in order to validate a test result, the test is repeated several times; the absolute difference between results and the standard deviation are evaluated.’;


	(3)	Test results shall be evaluated by a methodology that takes into account the following aspects: — correction of the raw data, — repeatability of the test: in order to validate a test result, the test is repeated several times; the absolute difference between results and the standard deviation are evaluated.’;

(142) in point 6.2.3.10, point (1) ‘index 93’ is replaced by ‘index [15]’;

(143) point 6.2.3.13 is replaced by the following:

‘6.2.3.13. Slipstream effects on passengers on platform and on workers trackside (point 4.2.6.2.1)

(1) Demonstration of conformity with the limit value of trackside maximum permissible air speed set out in point 4.2.6.2.1 shall be demonstrated on the basis of full-scale tests on straight track performed in accordance with the specification referenced in Appendix J-1, index [49].


	(1)	Demonstration of conformity with the limit value of trackside maximum permissible air speed set out in point 4.2.6.2.1 shall be demonstrated on the basis of full-scale tests on straight track performed in accordance with the specification referenced in Appendix J-1, index [49].

(2) Instead of the full assessment described above, it is permitted to carry out a simplified assessment for rolling stock of a similar design to rolling stock for which the full assessment defined in this TSI has been carried out. In such cases, the simplified conformity assessment defined the specification referenced in Appendix J-1, index [49], can be applied as long as the differences in the design remain within the limits defined in the same specification.’;


	(2)	Instead of the full assessment described above, it is permitted to carry out a simplified assessment for rolling stock of a similar design to rolling stock for which the full assessment defined in this TSI has been carried out. In such cases, the simplified conformity assessment defined the specification referenced in Appendix J-1, index [49], can be applied as long as the differences in the design remain within the limits defined in the same specification.’;

(144) point 6.2.3.14 is replaced by the following:

‘6.2.3.14. Head pressure pulse (point 4.2.6.2.2)

(1) Conformity shall be assessed on the basis of full-scale tests under conditions specified in the specification referenced in Appendix J-1, index [49]. Alternatively conformity may be assessed by means of either validated Computational Fluid Dynamics (CFD) simulations or by moving model tests as specified in the same specification.


	(1)	Conformity shall be assessed on the basis of full-scale tests under conditions specified in the specification referenced in Appendix J-1, index [49]. Alternatively conformity may be assessed by means of either validated Computational Fluid Dynamics (CFD) simulations or by moving model tests as specified in the same specification.

(2) Instead of the full assessment described above, it is permitted to carry out a simplified assessment for rolling stock of a similar design to rolling stock for which the full assessment defined in this TSI has been carried out. In such cases, the simplified conformity assessment defined in the specification referenced in Appendix J-1, index [49], can be applied as long as the differences in the design remain within the limits defined in the same specification.’;


	(2)	Instead of the full assessment described above, it is permitted to carry out a simplified assessment for rolling stock of a similar design to rolling stock for which the full assessment defined in this TSI has been carried out. In such cases, the simplified conformity assessment defined in the specification referenced in Appendix J-1, index [49], can be applied as long as the differences in the design remain within the limits defined in the same specification.’;

(145) point 6.2.3.15 is replaced by the following:

‘6.2.3.15. Maximum pressure variations in tunnels (point 4.2.6.2.3)

The conformity assessment procedure is described in specification referenced to in Appendix J-1, Index [50].’;

(146) points 6.2.3.16 to 6.2.3.19 are replaced by the following:

‘6.2.3.16. Crosswind (point 4.2.6.2.4)

(1) Conformity assessment is fully specified in point 4.2.6.2.4


	(1)	Conformity assessment is fully specified in point 4.2.6.2.4

6.2.3.17. Warning Horn sound pressure levels (point 4.2.7.2.2)

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


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

6.2.3.18. Maximum power and current from the overhead contact line (point 4.2.8.2.4)

(1) Conformity assessment shall be carried out in accordance with the specification referenced in Appendix J-1, index [22].


	(1)	Conformity assessment shall be carried out in accordance with the specification referenced in Appendix J-1, index [22].

6.2.3.19. Power factor (point 4.2.8.2.6)

(1) Conformity assessment shall be carried out according to the specification referenced in Appendix J-1, index [22].’;


	(1)	Conformity assessment shall be carried out according to the specification referenced in Appendix J-1, index [22].’;

(147) point 6.2.3.19a is replaced by the following:

‘6.2.3.19a. On-board energy measurement system (point 4.2.8.2.8)

(1) Energy Measurement Function (“EMF”) The accuracy of each device containing one or more functions of EMF shall be assessed by testing each function, under reference conditions, using the relevant method as described in the specification referenced in Appendix J-1, index [56]. The input quantity and power factor range when testing shall correspond to the values set out in the same specification. The effects of temperature on accuracy of each device containing one or more functions of EMF shall be assessed by testing each function, under reference conditions (except for temperature), using the relevant method as described in the specification referenced in Appendix J-1, index [56]. The mean temperature coefficient of each device containing one or more functions of EMF shall be assessed by testing each function, under reference conditions (except for temperature), using the relevant method as described in the specification referenced in Appendix J-1, index [56]. In cases where point 4.2.8.2.8.2 (6) applies, the conformity of the existing components to that point may be assessed according to another standard than the specification referenced in Appendix J-1, index [56] or according to a previous version of that specification.


	(1)	Energy Measurement Function (“EMF”) The accuracy of each device containing one or more functions of EMF shall be assessed by testing each function, under reference conditions, using the relevant method as described in the specification referenced in Appendix J-1, index [56]. The input quantity and power factor range when testing shall correspond to the values set out in the same specification. The effects of temperature on accuracy of each device containing one or more functions of EMF shall be assessed by testing each function, under reference conditions (except for temperature), using the relevant method as described in the specification referenced in Appendix J-1, index [56]. The mean temperature coefficient of each device containing one or more functions of EMF shall be assessed by testing each function, under reference conditions (except for temperature), using the relevant method as described in the specification referenced in Appendix J-1, index [56]. In cases where point 4.2.8.2.8.2 (6) applies, the conformity of the existing components to that point may be assessed according to another standard than the specification referenced in Appendix J-1, index [56] or according to a previous version of that specification.

(2) Data Handling System (“DHS”) The compiling and handling of data within the DHS shall be assessed by testing using the method as described in the specification referenced in Appendix J-1, index [55].


	(2)	Data Handling System (“DHS”) The compiling and handling of data within the DHS shall be assessed by testing using the method as described in the specification referenced in Appendix J-1, index [55].

(3) On-board Energy Measurement System (“EMS”) The EMS shall be assessed by testing as described in the specification referenced in the specification referenced in Appendix J-1, index [59].’;


	(3)	On-board Energy Measurement System (“EMS”) The EMS shall be assessed by testing as described in the specification referenced in the specification referenced in Appendix J-1, index [59].’;

(148) point 6.2.3.20 is replaced by the following:

‘6.2.3.20. Current collection dynamic behaviour (point 4.2.8.2.9.6)

(1) When pantographs, holding an EC declaration of conformity or suitability for use as IC, are integrated in a rolling stock unit which is assessed according to point 4.2.8.2.9.6, dynamic tests shall be carried out in order to measure the uplift, and either mean contact force and standard deviation or the percentage of arcing, in accordance with the specification referenced in Appendix J-1, index [42] up to the design speed for the unit.


	(1)	When pantographs, holding an EC declaration of conformity or suitability for use as IC, are integrated in a rolling stock unit which is assessed according to point 4.2.8.2.9.6, dynamic tests shall be carried out in order to measure the uplift, and either mean contact force and standard deviation or the percentage of arcing, in accordance with the specification referenced in Appendix J-1, index [42] up to the design speed for the unit.

(2) For a unit designed to be operated on the 1 435 mm and 1 668 mm track gauge systems, the tests, for each installed pantograph, shall be conducted in both directions of travel and 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 units designed 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.


	(2)	For a unit designed to be operated on the 1 435 mm and 1 668 mm track gauge systems, the tests, for each installed pantograph, shall be conducted in both directions of travel and 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 units designed 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.

(3) The tests shall be performed for a minimum of 3 speed increments up to and including the maximum design speed of the unit. The interval between successive tests shall be no greater than 50 km/h.


	(3)	The tests shall be performed for a minimum of 3 speed increments up to and including the maximum design speed of the unit. The interval between successive tests shall be no greater than 50 km/h.

(4) During the test, the static contact force shall be adjusted for each particular power supply system within the range as specified in point 4.2.8.2.9.5.


	(4)	During the test, the static contact force shall be adjusted for each particular power supply system within the range as specified in point 4.2.8.2.9.5.

(5) The measured results 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. Regarding the uplift measurement, the uplift of at least two steady arms shall be measured.’;


	(5)	The measured results 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. Regarding the uplift measurement, the uplift of at least two steady arms shall be measured.’;

(149) point 6.2.3.21 is replaced by following:

‘6.2.3.21. Arrangement of pantographs (point 4.2.8.2.9.7)

(1) The characteristics related to the dynamic behaviour of the current collection shall be verified as specified in point 6.2.3.20 above.


	(1)	The characteristics related to the dynamic behaviour of the current collection shall be verified as specified in point 6.2.3.20 above.

(2) Tests are required for the poorest performing pantographs regarding maximum uplift and regarding maximum standard deviation or arcing. The arrangements containing poorest performing pantographs shall be identified by simulation or measurement referenced in Appendix J-1, indexes [41] and [42].’;


	(2)	Tests are required for the poorest performing pantographs regarding maximum uplift and regarding maximum standard deviation or arcing. The arrangements containing poorest performing pantographs shall be identified by simulation or measurement referenced in Appendix J-1, indexes [41] and [42].’;

(150) in point 6.2.3.22, point (1), ‘index 101’ is replaced by ‘index [28]’;

(151) in point 6.2.3.23, point (1), ‘requirement 4.2.10.3.2(1)’ is replaced by ‘point 4.2.10.3.2(1)’;

(152) in point 6.2.4, point (2), ‘Section 4.2’ is replaced by ‘point 4.2’;

(153) point 6.2.5 is replaced by the following:

‘6.2.5. Innovative solutions

(1) If an innovative solution (as defined in Article 10), is proposed for the rolling stock subsystem, the applicant shall apply the procedure described in article 10’;


	(1)	If an innovative solution (as defined in Article 10), is proposed for the rolling stock subsystem, the applicant shall apply the procedure described in article 10’;

(154) point 6.2.6 is replaced by the following:

‘6.2.6. Assessment of documentation requested for operation and maintenance

Pursuant to Article 15(4) of Directive (EU) 2016/797, the applicant is responsible for compiling the technical file, containing the documentation requested for operation and maintenance.’;

(155) point 6.2.7 is replaced by the following:

‘6.2.7. Assessment of units intended to be used in general operation

(1) Where a new, upgraded or renewed unit to be used in general operation is subject to assessment against this TSI (in accordance with point 4.1.2), some of the TSI requirements require a reference train for their assessment. This is mentioned in the relevant provisions of point 4.2. Similarly, some of the TSI requirements at train level cannot be assessed at unit level; such cases are described for the relevant requirements in Point 4.2.


	(1)	Where a new, upgraded or renewed unit to be used in general operation is subject to assessment against this TSI (in accordance with point 4.1.2), some of the TSI requirements require a reference train for their assessment. This is mentioned in the relevant provisions of point 4.2. Similarly, some of the TSI requirements at train level cannot be assessed at unit level; such cases are described for the relevant requirements in Point 4.2.

(2) The area of use in terms of rolling stock type which, coupled with the unit to be assessed, ensures that the train is compliant with the TSI is not verified by the Notified Body.


	(2)	The area of use in terms of rolling stock type which, coupled with the unit to be assessed, ensures that the train is compliant with the TSI is not verified by the Notified Body.

(3) After such a unit has received the authorisation to be placed in service, its use in a train formation (whether TSI compliant or not) shall be dealt with under the responsibility of the Railway Undertaking, according to the rules defined in point 4.2.2.5 of the TSI OPE (train composition).’;


	(3)	After such a unit has received the authorisation to be placed in service, its use in a train formation (whether TSI compliant or not) shall be dealt with under the responsibility of the Railway Undertaking, according to the rules defined in point 4.2.2.5 of the TSI OPE (train composition).’;

(156) point 6.2.7a is deleted;

(157) point 6.2.8 is replaced by the following:

‘6.2.8. Assessment of units intended to be used in predefined formation(s)

(1) Where a new, upgraded or renewed unit to be included in predefined formation(s) is subject to assessment (in accordance with point 4.1.2 ), the EC certificate of verification shall identify the formation(s) for which the assessment is valid: the rolling stock type coupled with the unit to be assessed, number of vehicles in the formation(s), arrangement of the vehicles in the formation(s) that will ensure that the train formation will be compliant with this TSI.


	(1)	Where a new, upgraded or renewed unit to be included in predefined formation(s) is subject to assessment (in accordance with point 4.1.2 ), the EC certificate of verification shall identify the formation(s) for which the assessment is valid: the rolling stock type coupled with the unit to be assessed, number of vehicles in the formation(s), arrangement of the vehicles in the formation(s) that will ensure that the train formation will be compliant with this TSI.

(2) TSI requirements at train level shall be assessed with use of a reference train formation when and as specified in this TSI.


	(2)	TSI requirements at train level shall be assessed with use of a reference train formation when and as specified in this TSI.

(3) After such a unit has received the authorisation to be placed in service, it may be coupled with other units to constitute the formations mentioned in the EC certificate of verification.’;


	(3)	After such a unit has received the authorisation to be placed in service, it may be coupled with other units to constitute the formations mentioned in the EC certificate of verification.’;

(158) in point 6.2.9.2, point (1), ‘(see also clause 7.1.2.2)’ is replaced by ‘(see also point 7.1.2.2).’;

(159) the following points 6.2.10 and 6.2.11 are inserted:

‘6.2.10. EC verification when ETCS is installed on-board a rolling stock/rolling stock type

(1) This case applies when ETCS on-board is installed into: — newly developed vehicle designs requiring a first authorisation as defined in Article 14 of Commission Implementing Regulation 2018/545[^ntr*16-L_2023222EN.01019001-E0017], — all other vehicle types and rolling stock in operation. Compliance of the rolling stock with train interface functions requirements of each basic parameter that refers to Appendix A, Table A.2, index 7 of TSI CCS (see column 1 and 2 of Table 9) can be assessed only when ETCS is installed.


	(1)	This case applies when ETCS on-board is installed into: — newly developed vehicle designs requiring a first authorisation as defined in Article 14 of Commission Implementing Regulation 2018/545[^ntr*16-L_2023222EN.01019001-E0017], — all other vehicle types and rolling stock in operation. Compliance of the rolling stock with train interface functions requirements of each basic parameter that refers to Appendix A, Table A.2, index 7 of TSI CCS (see column 1 and 2 of Table 9) can be assessed only when ETCS is installed.

(2) The assessment of the interface functions for installation of ETCS in the vehicle is part of the EC verification for the CCS on-board subsystem in accordance with point 6.3.3 of TSI CCS. Note: Other requirements defined in this TSI applicable to Rolling stock are part of EC verification for the rolling stock subsystem.


	(2)	The assessment of the interface functions for installation of ETCS in the vehicle is part of the EC verification for the CCS on-board subsystem in accordance with point 6.3.3 of TSI CCS. Note: Other requirements defined in this TSI applicable to Rolling stock are part of EC verification for the rolling stock subsystem.

6.2.11. EC verification for rolling stock/rolling stock type when ATO on-board is installed

(1) This point applies to units equipped with ETCS on-board and intended to be fitted with Automated Train Operation on-board up to Grade of Automation 2.


	(1)	This point applies to units equipped with ETCS on-board and intended to be fitted with Automated Train Operation on-board up to Grade of Automation 2.

(2) The compliance of the rolling stock with interface requirements specified in Appendix A, Table A.2, indexes 84 and 88 of TSI CCS can be assessed only when ATO is installed.


	(2)	The compliance of the rolling stock with interface requirements specified in Appendix A, Table A.2, indexes 84 and 88 of TSI CCS can be assessed only when ATO is installed.

(3) The assessment of the interface requirements for integration of the ATO on-board in the vehicle is part of the EC verification for the CCS on-board subsystem in accordance with point 6.3.3 of TSI CCS.


	(3)	The assessment of the interface requirements for integration of the ATO on-board in the vehicle is part of the EC verification for the CCS on-board subsystem in accordance with point 6.3.3 of TSI CCS.

[^ntr*16-L_2023222EN.01019001-E0017]: Commission Implementing Regulation (EU) 2018/545 of 4 April 2018 establishing practical arrangements for the railway vehicle authorisation and railway vehicle type authorisation process pursuant to Directive (EU) 2016/797 of the European Parliament and of the Council (OJ L 90, 6.4.2018, p. 66).’;"

(160) point 6.3 is replaced by the following:

‘6.3 Maintenance of subsystems containing Interoperability constituents not holding an EC declaration

(1) For subsystems holding an EC certificate of verification and incorporating interoperability constituents not covered by an EC declaration of conformity or suitability for use, interoperability constituents which do not hold an EC declaration of conformity or suitability for use and of the same type are permitted to be used as components for maintenance related replacements (spare parts) for the subsystem, under the responsibility of the ECM.


	(1)	For subsystems holding an EC certificate of verification and incorporating interoperability constituents not covered by an EC declaration of conformity or suitability for use, interoperability constituents which do not hold an EC declaration of conformity or suitability for use and of the same type are permitted to be used as components for maintenance related replacements (spare parts) for the subsystem, under the responsibility of the ECM.

(2) In any case the ECM must ensure that the components for maintenance related replacements are suitable for their applications, are used within their area of use, and enable interoperability to be achieved within the rail system while at the same time meeting the essential requirements. Such components must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain.


	(2)	In any case the ECM must ensure that the components for maintenance related replacements are suitable for their applications, are used within their area of use, and enable interoperability to be achieved within the rail system while at the same time meeting the essential requirements. Such components must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain.

(3) Points (1) and (2) above are applicable until the components in question are part of an upgrade or renewal of the subsystem according to point 7.1.2.’;


	(3)	Points (1) and (2) above are applicable until the components in question are part of an upgrade or renewal of the subsystem according to point 7.1.2.’;

(161) point 7.1 is replaced by the following:

‘7.1. General rules for implementation

7.1.1. General

7.1.1.1. Application to newly built rolling stock

(1) This TSI is applicable to all units of rolling stock in its scope which are placed on the market after the date of application set out in Article 12, except where point 7.1.1.2 ‘Application to ongoing projects’ or point 7.1.1.3 ‘Application to special vehicles, such as on-track machines’ below apply.


	(1)	This TSI is applicable to all units of rolling stock in its scope which are placed on the market after the date of application set out in Article 12, except where point 7.1.1.2 ‘Application to ongoing projects’ or point 7.1.1.3 ‘Application to special vehicles, such as on-track machines’ below apply.

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


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

7.1.1.2. Application to ongoing projects

(1) The application of the version of this TSI applicable from 28 September 2023 is not mandatory for projects that, on that date, are in phase A or phase B as defined in point 7.1.3.1 of the ‘previous TSI’ (i.e. this Regulation, as amended by Commission Implementing Regulation (EU) 2020/387[^ntr*17-L_2023222EN.01019001-E0018]).


	(1)	The application of the version of this TSI applicable from 28 September 2023 is not mandatory for projects that, on that date, are in phase A or phase B as defined in point 7.1.3.1 of the ‘previous TSI’ (i.e. this Regulation, as amended by Commission Implementing Regulation (EU) 2020/387[^ntr*17-L_2023222EN.01019001-E0018]).

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


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

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


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

7.1.1.3. Application to special vehicles

(1) The application of this TSI and TSI NOI to special vehicles in running mode (as defined in points 2.2 and 2.3) is mandatory if the area of use covers more than one Member State.


	(1)	The application of this TSI and TSI NOI to special vehicles in running mode (as defined in points 2.2 and 2.3) is mandatory if the area of use covers more than one Member State.

(2) The application of this TSI and TSI NOI to special vehicles in running mode other than the ones referred in to point (1) is not mandatory. (a) If national rules different to this TSI or TSI NOI do not exist, the applicant shall use the conformity assessment process as described in the point 6.2.1 to establish an EC declaration of verification against this TSI; this EC declaration of verification shall be recognised as such by Member States. (b) In case national rules different to this TSI or TSI NOI exist and the applicant chooses not to apply the respective TSIs as regards the relevant basic parameters of these TSIs, the special vehicle may be authorised in accordance with Article 21 of Directive (EU) 2016/797 against national rules as regards the selected basic parameters.


	(2)	The application of this TSI and TSI NOI to special vehicles in running mode other than the ones referred in to point (1) is not mandatory. (a) If national rules different to this TSI or TSI NOI do not exist, the applicant shall use the conformity assessment process as described in the point 6.2.1 to establish an EC declaration of verification against this TSI; this EC declaration of verification shall be recognised as such by Member States. (b) In case national rules different to this TSI or TSI NOI exist and the applicant chooses not to apply the respective TSIs as regards the relevant basic parameters of these TSIs, the special vehicle may be authorised in accordance with Article 21 of Directive (EU) 2016/797 against national rules as regards the selected basic parameters.

(3) When applying point 2 (b), the assessment of the driver's cab interior noise level (see point 4.2.4 of the TSI NOI) is mandatory for all special vehicles.

7.1.1.4. Transitional measure for fire safety requirement

During a transitional period ending on 1st January 2026, it is permitted, as an alternative to material requirements specified in point 4.2.10.2.1, to apply the verification of conformity to the material fire safety requirements using the appropriate operation category from EN 45545-2:2013+A1:2015.

7.1.1.5. Conditions for having a vehicle type authorisation and/or an authorisation for placing on the market of passenger coaches not limited to a particular area of use.

(1) This point applies to passenger coaches and other related cars as defined in point 2.2.2(A)(3), excluding those equipped with a driving cab.

(2) The conditions for having a vehicle type authorisation and/or an authorisation for placing on the market not limited to a particular area of use are specified in points 7.1.1.5.1 and 7.1.1.5.2 as additional requirements to be covered in the EC verification of the subsystem rolling stock. These conditions shall be seen as complementary to the requirements of this TSI, the TSI PRM and the TSI NOI and shall be fulfilled in their entirety.

(3) The compliance with the set of conditions specified in point 7.1.1.5.1 is mandatory. It lists the conditions applicable to coaches intended to be used in predefined formation.

(4) The compliance with the set of conditions specified in point 7.1.1.5.2 is optional. That point lists additional conditions that are applicable to coaches intended to be used in general operation.

7.1.1.5.1. Conditions applicable to coaches intended to be used in predefined formations

(1) The vehicle shall correspond to a unit (as defined in this TSI) composed of a rolling stock subsystem only without CCS on-board installed.

(2) The unit is without traction.

(3) The unit shall be designed for operation on at least one of the following track gauges: (a) 1 435 mm, (b) 1 668 mm.

(4) The unit shall be equipped with forged and rolled wheels assessed in accordance with point 6.1.3.1.

(5) The unit shall be equipped with wheels having minimum wheel diameter above 760 mm.

(6) The unit shall be compatible with following rail inclination: 1/20, 1/30 and 1/40. Non compatibility with one or several rail inclinations shall exclude the concerned network(s) of the area of use.

(7) The unit shall be declared as compliant with one of the following reference profiles: G1, GA, GB, GC or DE3 including those used for the lower part GI1, GI2 or GI3.

(8) The maximum speed of the unit shall be lower than 250 km/h.

(9) Units of category B referred to in point 4.1.4 shall be equipped with full cross section partitions in accordance with point 4.2.10.3.4 (3), except sleeping coaches which shall be equipped with other Fire Containment and Control Systems (FCCS) in accordance with point 4.2.10.3.4 (4).

(10) If the unit is equipped with flange lubricators, it shall be possible to activate/deactivate them in accordance with the specification referenced in Appendix J-2 index [A].

(11) If the unit is equipped with eddy current track brake, it shall be possible to activate/deactivate them in accordance with the specification referenced in Appendix J-2 index [A].

(12) If the unit is equipped with magnetic track brake, it shall be possible to activate/deactivate them in accordance with the specification referenced in Appendix J-2 index [A].

(13) Units fitted with an EN-UIC brake system shall be tested in accordance with the specification referenced in Appendix J-1 index [71].

(14) If the unit is intended to operate in mixed traffic in tunnels, higher aerodynamic loads shall be considered in accordance with the specification referenced in Appendix J-1 index [50].

(15) The unit shall be compliant with the specification referenced in Appendix J-2 index [A].

(16) The following unit characteristics shall be recorded in the technical documentation described in point 4.2.12.2 (26): (a) Applicable “single pole” power supply line voltages in accordance with point 4.2.11.6 (2), (b) Maximum “single pole” power supply line current consumption of the unit at standstill (A) for each applicable “single pole” power supply line voltages, (c) 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. Pending the notification of specific cases referred to in Article 13 of CCS TSI, the notified national rules remain applicable: (i) Maximum interference current (A), and applicable summation rule, (ii) Maximum magnetic field (dBμA/m) both radiated field and field due to the return current, and applicable summation rule, (iii) Minimum vehicle impedance (Ohm). (d) Comparable parameters specified in the specific cases or in the technical documents referred to in Article 13 of CCS TSI when they are available. In order to determine the characteristics listed in subclauses (c) and (d), the unit shall be tested. The parameters of subclauses (a) and (b) can be determined by simulation, calculation or testing.

(17) Electric interfaces between units and communication protocols shall be described in the general documentation described in point 4.2.12.2(3a) of this TSI, with the reference to the standards or other normative documents that have been applied.

(18) Communication networks shall comply with the specification referenced in Appendix J-1, index [53].

(19) The compliance/non-compliance with the specific case on the step position for vehicle access and egress defined in point 7.3.2.6 of the TSI PRM shall be recorded in the technical file. For units intended to operate in Germany, the compliance/non-compliance with the specific cases shall be documented by the application of the specification referenced in Appendix J-1 index [74] to Table 20 and Table 21 of the PRM TSI.

(20) For units designed for operation on 1 435 mm track gauge, the following specific cases shall also be considered: (a) The compliance/non-compliance with the requirements regarding aerodynamic effects as set out in point 7.3.2.8 shall be recorded in the technical file. Non-compliance with the requirements shall exclude Italy from the area of use. (b) The compliance/non-compliance with the requirements regarding fire safety and evacuation as set out in point 7.3.2.20 shall be recorded in the technical file. Non-compliance with the requirements shall exclude Italy from the area of use. (c) The compliance/non-compliance with requirements regarding running capability and fire containment and control system as set out in point 7.3.2.21 shall be recorded in the technical file. Non-compliance with the requirements shall exclude the Channel tunnel from the area of use. (d) The compliance/non-compliance with the requirements regarding the axle bearing condition monitoring by line side equipment as set out in point 7.3.2.3 shall be recorded in the technical file. Non-compliance with the requirements shall exclude France and/or Sweden from the area of use. (e) For units intended to operate in Germany, the compliance/non-compliance of the unit characteristic wind curve (CWC) with the limits defined in the document referenced in Appendix J-2 index [C] shall be recorded in the technical file. Non-compliance with the requirements shall exclude Germany from the area of use. (f) For units intended to operate in Germany on lines with a gradient above 40 ‰, the compliance/non-compliance with requirements defined in the document referenced in Appendix J-2 index [D] shall be recorded in the technical file. Non-compliance does not prevent the access of the unit to the national network. (g) For units intended to operate in Germany, the compliance/non-compliance of the emergency exits with the document referenced in Appendix J-2 index [E] shall be recorded in the technical file. Non-compliance with the requirements shall exclude Germany from the area of use. (h) For units intended to operate in Austria, the verification of the requirement for wheel-rail contact geometry, shall consider in addition to point 4.2.3.4.3, the following network characteristics: — V ≤ 160 km/h: 0.7 ≤ tan γe < 0.8 — 160 km/h < V ≤ 200 km/h: 0.5 ≤ tan γe < 0.6 — V > 200 km/h: 0.3 ≤ tan γe < 0.4 The compliance/non-compliance with requirements shall be recorded in the technical file. Non-compliance with the requirements shall result in a limitation of the vehicle speed. (i) For units intended to operate in Germany, the verification of the requirement for wheel-rail contact geometry, shall consider in addition to point 4.2.3.4.3, the following network characteristics: — V ≤ 160 km/h: tan γe ≤ 0.8; — 160 < V ≤ 230 km/h: tan γe ≤ 0.5; — V > 230 km/h: tan γe ≤ 0.3. The compliance/non-compliance with requirements shall be recorded in the technical file. Non-compliance with the requirements shall result in a limitation of the vehicle speed.

(21) For units designed for operation on 1 668 mm track gauge, the compliance with points 7.3.2.5 and 7.3.2.6 is mandatory and the following specific cases shall be considered: (a) The compliance/ non-compliance with the specific case on bogies designed to run on 1 668 mm track gauge defined in point 7.3.2.5a shall be recorded in the technical file. Non-compliance shall exclude Spanish 1 668 mm track gauge network from the area of use. (b) The compliance/ non-compliance with the specific case on the step position for vehicle access and egress defined in point 7.3.2.6 of the TSI PRM shall be recorded in the technical file. For units designed for operation on 1 435 mm track gauge and not compliant with the specific case, point 7.3.2.7 of the TSI PRM shall apply.

(22) Non-compliance with any specific environmental condition as set out in point 7.4 shall result in restrictions of use on the network for which the specific condition has been defined, but not in the exclusion of that network from the area of use.

(23) The unit shall be marked in accordance with the specification referenced in Appendix J-1, index [5]

7.1.1.5.2. Additional optional conditions applicable to coaches intended to be used in general operation

(1) The compliance with the following set of conditions set out in points (2) to (12) is optional and aims to facilitate exchange of units intended to be used within train formations that aren’t defined at design phase, i.e. units for general operations. Compliance with these provisions does not assure full interchangeability of units and does not exempt the railway undertaking of its responsibilities regarding the use of these units in a train formation as defined in point 6.2.7. If the applicant selects this option, a notified body shall assess the compliance within the EC verification procedure. This shall be reported in the certificate and in the technical documentation.

(2) The unit shall be fitted with a manual coupling system as defined in points 4.2.2.2.3(b) and 5.3.2.

(3) The unit shall be fitted with an EN-UIC braking system as defined in the specification referenced in Appendix J-1, index [12] and index [70]. The braking system shall be tested in accordance with the specification referenced in Appendix J-1 index [71].

(4) The unit shall meet the requirements of this TSI at least within the temperature range T1 (– 25 °C to + 40 °C; nominal) as defined in point 4.2.6.1 and in the specification referenced in Appendix J-1, index [18].

(5) The tail lights requested in point 4.2.7.1 shall be provided by fixed tail lamps.

(6) If the unit is fitted with a gangway, the gangway shall fulfil the specification referenced in Appendix J-1, index [54].

(7) “Single pole” power supply shall be compliant to point 4.2.11.6 (2).

(8) The physical interface between units for the signal transmission shall ensure that the cable and plug of at least one line is compatible with the 18-conductor cable defined in the plate 2 of the specification referenced in Appendix J-1, index [61].

(9) The door control device specified in point 4.2.5.5.3 shall be in accordance with the specifications described in Appendix J-1 index [17].

7.1.2. Changes to rolling stock in operation or to an existing rolling stock type

7.1.2.1. Introduction

(1) This point 7.1.2 defines the principles to be applied by the entities managing the change and authorising entities in line with the EC verification procedure described in Article 15(9), Article 21(12) of Directive (EU) 2016/797 and Annex IV thereto. This procedure is further developed in Article 13, 15 and 16 of Implementing Regulation (EU) 2018/545 and in Decision 2010/713/EU.

(2) This point 7.1.2 applies in case of any change(s) to rolling stock in operation or to an existing rolling stock type, including renewal or upgrade. It does not apply in case of changes: — that do not introduce a deviation from the technical files accompanying the EC declarations for verification for the subsystems, if any, and — that do not have an impact on basic parameters not covered by the EC declaration, if any. The holder of the vehicle type authorisation shall provide, under reasonable conditions, the information necessary for assessing the changes to the entity managing the change.

7.1.2.2. Rules to manage changes in both rolling stock and rolling stock type

(1) Parts and basic parameters of the rolling stock that are not affected by the change(s) are exempt from conformity assessment against the provisions in this TSI.

(2) Without prejudice to points 7.1.2.2a and 7.1.3, compliance with the requirements of this TSI, the TSI NOI (see point 7.2 of that TSI) and the TSI PRM (see point 7.2.3 of that TSI) shall only be needed for the basic parameters in this TSI which may be affected by the change(s).

(3) In accordance with Articles 15 and 16 of Implementing Regulation (EU) 2018/545 and Decision 2010/713/EU and by application of modules SB, SD/SF or SH1 for the EC verification, and if relevant in accordance with Article 15(5) of Directive (EU) 2016/797, the entity managing the change shall inform a notified body of all changes affecting the conformity of the subsystem with requirements of the relevant TSI(s) requiring new checks by a notified body. This information shall be provided by the entity managing the change with corresponding references to the technical documentation relating to the existing EC type or design examination certificate.

(4) Without prejudice of the general safety judgement mandated in Article 21(12), point (b), of Directive (EU) 2016/797, in case of changes requiring reassessment of the safety requirements set out in points 4.2.3.4.2, 4.2.3.5.3, 4.2.4.2.2, 4.2.5.3.5, 4.2.5.5.8 and 4.2.5.5.9, the procedure set out in point 6.2.3.5 shall be applied. Table 17 below sets out when a new authorisation is required. Table 17 Vehicle originally assessed against First method of point 6.2.3.5(3) Second method of point 6.2.3.5(3) No CSM on RA applied Change assessed against… First method of point 6.2.3.5(3) No new authorisation required Check³⁶ No new authorisation required Second method of point 6.2.3.5(3) Check³⁶ Check³⁶ Check³⁶ No CSM on RA applied Not possible Not possible Not possible

(4a) Without prejudice of the general safety judgement mandated in Article 21(12), point (b), of Directive (EU) 2016/797, in case of changes impacting requirements set out in 4.2.4.9, 4.2.9.3.1 and 4.2.10.3.4 which require a new reliability study, a new authorisation for placing in the market shall be required unless the NoBo concludes that the safety-related requirements covered by the reliability study are improved or maintained. The NoBo will consider in its judgement the revised maintenance and operation documentation, where required.

(5) National migration strategies related to the implementation of other TSIs (e.g. TSIs covering fixed installations) shall be taken into account when defining to what extent the TSIs covering rolling stock needs to be applied.

(6) The basic design characteristics of the rolling stock are defined in Table 17a and Table 17b below. Based on these tables and on the safety judgement mandated in Article 21(12), point (b), of Directive (EU) 2016/797, the changes shall be categorised as follows: (a) as defined by Article 15(1), point (c), of Implementing Regulation (EU) 2018/545 if they are above the thresholds set out in column 3 and below thresholds set out in column 4 unless the safety judgement mandated in Article 21(12), point (b), of Directive (EU) 2016/797 requires to categorise them as defined by Article 15(1), point (d), of Implementing Regulation (EU) 2018/545, or (b) as defined by Article 15(1), point (d), of Implementing Regulation (EU) 2018/545 if they are above the thresholds set out in column 4 or if the safety judgement mandated in Article 21(12), point (b), of Directive (EU) 2016/797 requires to categorise them as as defined by Article 15(1), point (d), of Implementing Regulation (EU) 2018/545. The determination whether the changes are beyond or above the thresholds mentioned in the first paragraph shall be done in reference to the values of the parameters at the time of the last authorisation of the rolling stock or rolling stock type.

(7) Changes not covered by point 7.1.2.2(6) are deemed not to have any impact on the basic design characteristics and may be categorised as defined by Article 15(1), point (a) or Article 15(1), point (b), of Implementing Regulation (EU) 2018/545, unless the safety judgement mandated in Article 21(12), point (b), of Directive (EU) 2016/797 requires to categorise them as defined by Article 15(1), point (d), of Implementing Regulation (EU) 2018/545.

(8) The safety judgement mandated in Article 21(12), point (b), of Directive (EU) 2016/797 shall cover changes concerning basic parameters of the table of point 3.1, related to all the essential requirements, in particular the requirements ‘Safety’ and ‘Technical compatibility’.

(9) Without prejudice to point 7.1.2.2a, all changes shall remain compliant with the applicable TSIs regardless their classification.

(10) The replacement of one or more vehicle(s) within a fixed formation after a severe damage does not require a conformity assessment against this TSI, as long as the unit or the vehicle(s) are unchanged in technical parameters and function to the ones they replace. Such units must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain. Table 17a Basic design characteristics related to basic parameters set out in this TSI TSI point Related basic design characteristic(s) Changes impacting the basic design characteristic and not classified as defined by Article 21(12), point (a), of Directive (EU) 2016/797 Changes impacting the basic design characteristic and classified as defined by Article 21(12), point (a), of Directive (EU) 2016/797 4.2.2.2.3 End coupling Type of end coupling Change of end coupler type N/A 4.2.2.10 Load conditions and weighed mass 4.2.3.2.1 Axle load parameter Design mass in working order Change in any of the corresponding basic design characteristics resulting in a change of the EN line category(ies) the vehicle is compatible with N/A Design mass under normal payload Design mass under exceptional payload Operational mass in working order Operational mass under normal payload Maximum design speed (km/h) Static axle load in working order Static axle load under exceptional payload Vehicle length Static axle load under normal payload Position of the axles along the unit (axle spacing) EN line category(ies) Total vehicle mass (for each vehicle of the unit) Change in any of the corresponding basic design characteristics resulting in a change of the EN line category(ies) the vehicle is compatible with Change of more than ± 10 % Mass per wheel Change in any of the corresponding basic design characteristics resulting in a change of the EN line category(ies) the vehicle is compatible with or Change of more than ± 10 % N/A 4.2.3.1 Gauging Reference profile N/A Change of reference profile the vehicle is conform to Minimum vertical convex curve radius capability Change in minimum vertical convex curve radius capability the vehicle is compatible with of more than 10 % N/A Minimum vertical concave curve radius capability Change in minimum vertical concave curve radius capability the vehicle is compatible with of more than 10 % N/A 4.2.3.3.1 Rolling stock characteristics for the compatibility with train detection systems Compatibility with train detection systems N/A Change of declared compatibility with one or more of the three following train detection systems: — Track circuits — Axle counters — Loop equipment Flange lubrication Fitting/removal of the flange lubrication function NA Possibility of preventing the use of flange lubrication NA Fitting/removal of the control preventing the use of flange lubrication” 4.2.3.3.2 Axle bearing condition monitoring On-board detection system Fitting of on-board detection system Removal of declared on-board detection system 4.2.3.4. Rolling stock dynamic behaviour Combination of maximum speed and maximum cant deficiency for which the vehicle was assessed N/A Increase in maximum speed of more than 15 km/h or change of more than ± 10 % in maximum admissible cant deficiency Rail inclination N/A Change of rail inclination(s) the vehicle is conform to (¹) 4.2.3.5.2.1. Mechanical and geometric characteristics of wheelsets Wheelset gauge N/A Change of track gauge the wheelset is compatible with 4.2.3.5.2.2 Characteristics of wheels Minimum required in-service wheel diameter Change of minimum required in-service diameter of more than ± 10 mm N/A 4.2.3.5.2.3 Automatic variable gauge systems Wheelset gauge changeover facility Change in the vehicle leading to a change in the changeover facility(ies) the wheelset is compatible with Change of track gauge(s) the wheelset is compatible with 4.2.3.6. Minimum curve radius Minimum horizontal curve radius capability Increase of minimum horizontal curve radius of more than 5 m N/A 4.2.4.5.1 Braking performance — General requirements Maximum average deceleration Change of more than ± 10 % on the maximum average brake deceleration N/A 4.2.4.5.2 Braking performance – Emergency braking Stopping distance and deceleration profile for each load condition per design maximum speed. Change of stopping distance of more than ± 10 % Note: Brake weight percentage (also called ‘lambda’ or ‘braked mass percentage’) or braked mass may also be used, and can be derived (directly or via stopping distance) from deceleration profiles by a calculation. The allowed change is the same (± 10 %) N/A 4.2.4.5.3 Braking performance – Service braking Stopping distance and maximum deceleration for the load condition ‘design mass under normal payload’ at the design maximum speed Change of stopping distance of more than ± 10 % N/A 4.2.4.5.4 Braking performance – Thermal capacity Maximum brake thermal energy capacity N/A Change of maximum brake thermal energy >= 10 % or Thermal capacity in terms of maximum line gradient, associated length and operating speed Change of maximum gradient, associated length or operating speed for which the brake system is designed in relation with brake thermal energy capacity 4.2.4.5.5 Braking performance – Parking brake Maximum gradient on which the unit is kept immobilized by the parking brake alone (if the vehicle is fitted with it) Change of declared maximum gradient of more than ± 10 % N/A 4.2.4.6.2. Wheel slide protection system Wheel slide protection system N/A Fitting/removal of WSP function 4.2.4.8.2 Magnetic track brake Magnetic track brake N/A Fitting/removal of magnetic track brake function Possibility of preventing the use of the magnetic track brake N/A Fitting/removal of the brake control allowing the activation/deactivation of magnetic track brake 4.2.4.8.3 Eddy current track brake Eddy current track brake N/A Fitting/removal of the eddy current track brake function Possibility of preventing the use of the eddy current track brake N/A Fitting/removal of the brake control allowing the activation/deactivation of eddy current track brake 4.2.6.1.1 Temperature Temperature range Change of temperature range (T1, T2, T3) N/A 4.2.6.1.2 Snow, ice and hail Snow, ice and hail conditions Change of the selected range ‘snow, ice and hail’ (nominal or severe) N/A 4.2.8.2.2 Operation within range of voltages and frequencies Energy supply system (voltage and frequency) N/A Change of voltage(s)/frequency(ies) of the energy supply system (AC 25 kV-50 Hz, AC 15 kV-16,7 Hz, DC 3 kV, DC 1,5 kV, DC 750 V, third rail, others) 4.2.8.2.3 Regenerative brake with energy to the overhead contact line Regenerative brake N/A Fitting/removal of regenerative brake function Possibility of preventing the use of the regenerative brake when fitted Fitting/removing the possibility of preventing the use of regenerative brake N/A 4.2.8.2.4 Maximum power and current from the overhead contact line Applicable to Electric units with power higher than 2 MW only: Power or current limitation function Power or current limitation function fitted/removed N/A 4.2.8.2.5 Maximum current at standstill Maximum current at standstill per pantograph for each DC system the vehicle is equipped for Change of the maximum current value by 50 A without exceeding the limit set in this TSI N/A Vehicle equipped with electric energy storage for traction purposes and equipped with the function of charging with OCL at standstill Adding or removing the function N/A 4.2.8.2.9.1.1 Height of interaction with contact wires (RST level) Height of interaction of pantograph with contact wires (over top of rail) Change of height of interaction allowing/no longer allowing mechanical contact with one of the contact wires at heights above rail level between: 4 800 mm and 6 500 mm 4 500 mm and 6 500 mm 5 550 mm and 6 800 mm 5 600 mm and 6 600 mm N/A 4.2.8.2.9.2 Pantograph head geometry (IC level) Pantograph head geometry N/A Change of pantograph head geometry to or from one of the types defined in points 4.2.8.2.9.2.1, 4.2.8.2.9.2.2 or 4.2.8.2.9.2.3 4.2.8.2.9.4.2 Contact strip material Contact strip material New contact strip as per 4.2.8.2.9.4.2(3) N/A 4.2.8.2.9.6 Pantograph contact force and dynamic behaviour Mean contact force curve Change requiring a new assessment of pantograph dynamic behaviour. N/A 4.2.8.2.9.7 Arrangement of pantographs (RST level) Number of pantograph and shortest distance between two pantographs N/A Where the spacing of 2 consecutive pantographs in fixed or predefined formations of the assessed unit is reduced by means of removing a vehicle 4.2.8.2.9.10 Pantograph lowering (RST level) Automatic dropping device (ADD) Automatic dropping device (ADD) function fitted/removed N/A 4.2.9.3.7 Derailment detection and prevention signal processing Presence of derailment prevention and detection signal processing Fitting/removing of prevention/detection function N/A 4.2.9.3.7a On-board derailment detection and prevention function Presence of derailment prevention and detection function Fitting/removing of prevention/detection function N/A 4.2.10.1. General and categorisation Fire safety category N/A Change of fire safety category 4.2.12.2. General documentation — number of units in multiple operation Maximum number of trainsets or locomotives coupled together in multiple operation. N/A Change of maximum allowed number of trainsets or locomotives coupled together in multiple operation 4.2.12.2. General documentation – number of vehicles in a unit For fixed formations only: Vehicles composing the fixed formation N/A Change in the number of vehicles composing the fixed formation Table 17b Basic design characteristics related to basic parameters set out in the TSI PRM TSI point Related basic design characteristic(s) Changes impacting the basic design characteristic and not classified as defined by Article 21(12), point (a), of Directive (EU) 2016/797 Changes impacting the basic design characteristic and classified as defined by Article 21(12), point (a), of Directive (EU) 2016/797 2.2.11. Step position for vehicle access and egress Platform heights for which the vehicle is designed N/A Change of platform height the vehicle is compatible with

(11) In order to establish the EC type or design examination certificate, the notified body selected by the entity managing the change may refer to: — the original EC type or design examination certificate for parts of the design that are unchanged or those that are changed but do not affect the conformity of the subsystem, as far as it is still valid; — additional EC type or design examination certificate (amending the original certificate) for modified parts of the design that affect the conformity of the subsystem with the TSIs referred to in the certification framework defined in point 7.1.3.1.1. In case the validity period of the EC type or design examination certificate for the original type is limited to 7 years (due to the application of the former Phase A/B concept), the validity period of the EC type or design examination certificate for the modified type, type variant or type version shall be limited to 14 years after the date of appointment of a notified body by the applicant for the initial rolling stock type (beginning of phase A of the original EC type or design examination certificate).

(12) In any case, the entity managing the change shall ensure that the technical documentation which is relating to the EC type or design examination certificate is updated accordingly.

(13) The updated technical documentation, related to the EC type or design examination certificate is referred to in the technical file accompanying the EC declaration of verification issued by the entity managing the change for rolling stock declared as conformant to the modified type.

7.1.2.2a. Particular rules for rolling stock in operation not covered by an EC declaration of verification with a first authorisation for placing in service before 1 January 2015

In addition to point 7.1.2.2 the following rules apply to rolling stock in operation with a first authorisation for placing in service before 1 January 2015, where the scope of the change has an impact on basic parameters not covered by the EC declaration (if any):

(1) The compliance with technical requirements of this TSI is deemed established when a basic parameter is improved in the direction of the TSI defined performance and the entity managing the change demonstrates that the corresponding essential requirements are met and the safety level is maintained and, where reasonably practicable, improved. The entity managing the change shall in this case justify, the reasons for which the TSI defined performance was not met, taking into account point 7.1.2.2 (5). This justification shall be included in the technical file, if any, or in the original technical documentation of the vehicle.

(2) The rule set out in point (1) is not applicable to changes to basic parameters classified as defined by Article 21(12), point (a), of Directive (EU) 2016/797, as specified in Tables 17c and 17d. For those changes, compliance with this TSI requirements is mandatory.

Table 17c

Changes to basic parameters for which compliance with TSI requirements is mandatory for rolling stock not holding an EC type or design examination certificate

TSI point Related basic design characteristic(s) Changes impacting the basic design characteristic and classified as defined by Article 21(12), point (a), of Directive (EU) 2016/797

4.2.3.1 Gauging Reference profile Change of reference profile the vehicle is conform to

4.2.3.3.1 Rolling stock characteristics for the compatibility with train detection systems Compatibility with train detection systems Change of declared compatibility with one or more of the three following train detection systems: — Track circuits — Axle counters — Loop equipment

4.2.3.3.2 Axle bearing condition monitoring On-board detection system Fitting/Removal of declared on-board detection system

4.2.3.5.2.1. Mechanical and geometric characteristics of wheelsets Wheelset gauge Change of track gauge the wheelset is compatible with

4.2.3.5.2.3 Automatic variable gauge systems Wheelset gauge changeover facility Change of track gauge(s) the wheelset is compatible with

4.2.8.2.3 Regenerative brake with energy to the overhead contact line Regenerative brake Fitting/removal of regenerative brake function

Table 17d

Changes to basic parameters of the TSI PRM for which compliance with TSI requirements is mandatory for rolling stock not holding an EC type or design examination certificate

TSI point Related basic design characteristic(s) Changes impacting the basic design characteristic and classified as defined by Article 21(12), point (a), of Directive (EU) 2016/797

4.2.2.11. Step position for vehicle access and egress Platform heights for which the vehicle is designed Change of platform height the vehicle is compatible with

7.1.2.2b. Particular rules for vehicles modified to test performance or reliability of technological innovations for a limited period of time

(1) The following rules apply, in addition to point 7.1.2.2, in case of modifications to single authorised vehicles for the purpose of testing the performance and reliability of technological innovations for a fixed period of time not longer than 1 year. They don't apply if the same modifications are made to several vehicles.

(2) The compliance with technical requirements of this TSI is deemed established when a basic parameter is kept unchanged or improved in the direction of the TSI defined performance and the entity managing the change demonstrates that the corresponding essential requirements are met and the safety level is maintained and, where reasonably practicable, improved.

7.1.3. Rules related to the EC type or design examination certificates.

7.1.3.1. Rolling stock subsystem

7.1.3.1.1. Definitions

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

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

(3) Design phase The design phase is the period starting once a notified body, which is responsible for EC verification, is contracted by the applicant and ending when the EC type or design examination certificate is issued. A design phase can cover a type and one or several type variant(s) and type version(s). For all type variant(s) and type version(s), the design phase is considered as starting at the same time as for the main type.

(4) Production phase The production phase is the period during which rolling stock subsystems may be placed on the market on the basis of an EC declaration of verification referring to a valid EC type or design examination certificate.

(5) Rolling stock in operation: Rolling stock is in operation when it is registered with “Valid” registration code “00”, in the National Vehicle Register in accordance with Decision 2007/756/EC or in the European Vehicle Register in accordance with Implementing Decision (EU) 2018/1614 and maintained in a safe state of running in accordance with Commission Implementing Regulation (EU) 2019/779[^ntr*18-L_2023222EN.01019001-E0021].

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

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

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

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

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

7.1.3.1.3. Validity of the EC type or design examination certificate

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

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

7.1.3.2. Interoperability constituents

(1) This point concerns an interoperability constituent which is subject to type or design examination or to suitability for use.

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

7.1.4. Rules for the extension of the area of use for rolling stock having an authorisation in accordance with Directive 2008/57/EC or in operation before 19 July 2010

(1) In the absence of full conformity with this TSI, point 2 applies to rolling stock that fulfils the following conditions when requesting the extension of its area of use in accordance with Article 21(13) of Directive (EU) 2016/797: (a) it has been authorised in accordance with Directive 2008/57/EC or put in operation before 19 July 2010; (b) it is registered with ‘Valid’ registration code ‘00’, in the National Vehicle Register in accordance with Decision 2007/756/EC or in the European Vehicle Register in accordance with Implementing Decision (EU) 2018/1614 and maintained in a safe state of running in accordance with Implementing Regulation (EU) 2019/779. The following provisions for extension of area of use apply also in combination with a new authorisation as defined in Article 14(3), point (a), of Implementing Regulation (EU) 2018/545.

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TSI point	Related basic design characteristic(s)	Changes impacting the basic design characteristic and classified as defined by Article 21(12), point (a), of Directive (EU) 2016/797
4.2.3.1 Gauging	Reference profile	Change of reference profile the vehicle is conform to
4.2.3.3.1 Rolling stock characteristics for the compatibility with train detection systems	Compatibility with train detection systems	Change of declared compatibility with one or more of the three following train detection systems: — Track circuits — Axle counters — Loop equipment
4.2.3.3.2 Axle bearing condition monitoring	On-board detection system	Fitting/Removal of declared on-board detection system
4.2.3.5.2.1. Mechanical and geometric characteristics of wheelsets	Wheelset gauge	Change of track gauge the wheelset is compatible with
4.2.3.5.2.3 Automatic variable gauge systems	Wheelset gauge changeover facility	Change of track gauge(s) the wheelset is compatible with
4.2.8.2.3 Regenerative brake with energy to the overhead contact line	Regenerative brake	Fitting/removal of regenerative brake function