Commission Implementing Regulation (EU) 2025/675 of 4 April 2025 amending Regulation (EU) No 1302/2014 concerning a technical specification for interoperability relating to the rolling stock — locomotives and passenger rolling stock subsystem of the rail system in the European Union and Implementing Decision 2011/665/EU on the register of authorised types of railway vehicles

THE EUROPEAN COMMISSION,

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

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

Whereas:

• (1) Commission Regulation (EU) No 1302/2014 ² lays down the technical specifications for interoperability relating to the ‘rolling stock — locomotives and passenger rolling stock’ subsystem of the rail system in the European Union (‘LOC&PAS TSI’).

• (2) Commission Delegated Decision (EU) 2017/1474 ³ sets out the specific objectives which should be integrated in the technical specifications for interoperability. In accordance with Article 4(5) of the Decision, Regulation (EU) No 1302/2014 is to take into account changes in procedure for placing mobile subsystems on the market, including the checks before the first use of authorised vehicles.

• (3) Due to the necessity to support defence-related transport across networks with different technical specifications, the rail sector and the rail supply industry addressed a request to the Commission to simplify the process for authorising rail vehicles for personnel accompanying trains carrying equipment (e.g. military personnel escorting defence-related equipment, firefighters, personnel of the infrastructure manager or railway undertaking). The Commission’s exchange with experts identified the need to broaden the scope for such an amendment to a wider category of use cases.

• (4) The current framework of technical specifications for interoperability (TSIs) allows authorisation of such vehicles including the check of compliance with national rules. However, the authorisation process managed by the European Union Agency for Railways (ERA) requires it to collect assessments from individual national safety authorities, which introduces great complexity, uncertainty and delays in decision-making.

• (5) Regulation (EU) No 1302/2014 sets out the requirements to be fulfilled for the vehicle authorisation process as well as promotes interoperability of the European railway network but does not currently cover non-passenger-carrying vehicles that are intended to carry personnel but not intended to be used for passenger service, within the scope of the LOC&PAS TSI.

• (6) Defining common requirements for unique authorisations facilitates the authorisation process for vehicles that are to operate on the entire Union network. It limits the burden for pre-authorisation checks, tests and certification required by national rules to the bare minimum necessary to ensure route compatibility with networks not yet harmonised. Under this concept the railway undertaking gains flexibility for the use of vehicles while being obliged to undertake the route-compatibility check.

• (7) It is therefore necessary to set out technical specifications for the unique authorisation of non-passenger-carrying vehicles, that are intended to carry personnel, such as military personnel, railway personnel or fire fighters.

• (8) To enable a swift process of authorisation for placing on the market of personnel carriages within the whole Union, the specific requirements applicable to personnel carriages should be adjusted to reflect the fact that these units are planned to be operated within freight trains and not accessible to the public.

• (9) Furthermore, the Swedish specific case related to hot axle box detectors was reduced in scope, which enhances common requirements at EU level and thus benefits the vehicle authorisation process.

• (10) To avoid the necessity to apply national rules and to enable a unique authorisation for personnel carriages, limited requirements should be defined as regards, in particular, the maximum axle load and the maximum speed. Due to the characteristics of the equipment interfering with train detection systems, if there is electrical connection between the carriage and the locomotive specific restriction shall be developed. To ensure that the personnel carriage does not cause any interference with trackside train detection systems, specifications should be provided in an ERA technical document. Those shall be defined in such a manner to allow for the unique authorisation of the personnel carriage without the necessity to apply national rules.

• (11) Regulation (EU) No 1302/2014 should therefore be amended accordingly.

• (12) Vehicles intended to be used in trains operating shuttle services for the transport of private cars and lorries together with their respective drivers and passengers are not covered. Those vehicles – carrying drivers and passengers of road vehicles – integrated in trains running shuttle services for road vehicles should be subject to other provisions for vehicles of this regulation. Vehicles integrated in trains running shuttle services transporting drivers and passengers on board road vehicles are not covered by TSIs.

• (13) Given that no specific new competence is required for the assessment of conformity of interoperability constituents or the verification of subsystems, there should be no change as regards the notified bodies for the purposes of Regulation (EU) No 1302/2014.

• (14) Commission Implementing Decision 2011/665/EU ⁴ laying out the specification of the register of authorised types of railway vehicles, shall be amended to also include the new type ‘personnel carriage’.

• (15) The measures provided for in this Regulation are in accordance with the opinion of the Committee established in accordance with Article 51(1) of Directive (EU) 2016/797,

HAS ADOPTED THIS REGULATION:

Article 1

The Annex to Regulation (EU) No 1302/2014 is amended in accordance with Annex I to this Regulation.

Article 2

The Annex to Implementing Decision 2011/665/EU is amended in accordance with Annex II to this Regulation.

Article 3

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

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

Done at Brussels, 4 April 2025.

For the Commission

The President

Ursula VON DER LEYEN

ANNEX I

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

• (1) in point 2.2.2 ‘Rolling stock’, the following paragraph is added at the end of point (A)(3):

‘A Personnel Carriage is a unit capable of carrying persons but not intended to be used for passenger service.’;

• (2) in point 2.3.1 ‘Types of rolling stock’, the following paragraph is added at the end of point (A)(3):

‘Personnel (non-passenger) carrying vehicles included in a train not operating passenger services:

This type includes vehicles without traction not accessible to the public, used primarily for the transport of personnel (e.g. military escort personnel, firefighters, personnel of the infrastructure manager or railway undertaking) and intended to be integrated in trains that typically are not accessible to the public and not intended for passenger carriage; they are in the scope of this TSI as personnel carriages, and may be authorised for placing on the market not limited to a particular area of use subject to the conditions in point 7.1.1.6.’;

• (3) in point 4.2.12.2, a new point (28) is added after point (27):

• ‘(28) For units applying the conditions specified in point 7.1.1.6, compliance/non-compliance of the unit with the requirements of points (13), (15), (26), (27) of point 7.1.1.6.1 shall be provided.’;

• (4) a new point 7.1.1.6 is added after point 7.1.1.5.2:

• ‘7.1.1.6 Conditions for having a vehicle type authorisation and/or an authorisation for placing on the market of personnel carriages not limited to a particular area of use

• (1) Point 7.1.1.6 applies to personnel carriages as defined in point 2.2.2(A)(3) under the conditions defined in point 2.3.1(A)(3).

• (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 7.1.1.6.1, 7.1.1.6.2 and 7.1.1.6.3 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 defined in this TSI and shall be fulfilled in their entirety.

• (3) Point 7.1.1.5 does not apply.

• (4) The application of Regulation (EU) No 1304/2014, shall be limited to the stationary noise and the pass-by noise requirements, which shall be assessed on the basis of the limit values applicable to the Diesel Multiple Units (DMUs) as set out in point 4.2.1, Table 2 in the Annex to Commission Regulation (EU) No 1304/2014.

• (5) Compliance with the conditions under point 7.1.1.6.1 is mandatory.

• (6) Compliance with the conditions under point 7.1.1.6.2 is optional and becomes mandatory only in case the personnel carriage is intended to be used in general operation.

• (7) Compliance with the conditions under point 7.1.1.6.3 is optional and becomes mandatory only in case the personnel carriage in general operation is intended to be included in passenger trains.

• 7.1.1.6.1 Conditions applicable to personnel carriages 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;

• (c) 1 520 mm, 1 524 mm and 1 600 mm. Where specific cases in accordance with Chapter 7 or national rules in accordance with the open points listed in Appendix I, not listed in 7.1.1.6.1 apply, the units are excluded from the use of the authorisation not limited to a particular area of use.

• (4) The unit shall be compliant, in addition to the rolling stock category P-I, to the category F-I for all longitudinal load cases according to the specification referenced in Appendix J-1 index [1]. In addition, the verification of safe running under longitudinal compressive forces shall be done in accordance with the specification referenced in Appendix J-1 Index [75].

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

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

• (7) 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.

• (8) 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.

• (9) The unit shall have a maximum axle load of 22,5 tons.

• (10) The unit shall have a maximum speed lower than or equal to 140 km/h.

• (11) The unit shall be of at least category A as referred to in point 4.1.4.

• (12) The unit shall be equipped with self-rescue devices for all persons on board, satisfying the specifications of point 4.7.1 of Regulation (EU) No 1303/2014.

• (13) It is not mandatory that the unit is equipped with an audible communication system as specified in point 4.2.5.2. In that case, operational means shall be put in place to ensure communication. Compliance/non-compliance with point 4.2.5.2 shall be recorded in the technical documentation described in point 4.2.12.2.

• (14) The unit shall be compliant with point 4.2.5.3 except for the following points:

— points 4.2.5.3.2(3) to 4.2.5.3.2(5) are not applicable,

— point 4.2.5.3.3(1) is not applicable,

— point 4.2.5.3.3(2) is applicable if the unit is connected to a locomotive compatible with the passenger alarm activation signal. For the case that the unit is not directly connected to the locomotive, the emergency brake is automatically activated when the alarm is activated,

— point 4.2.5.3.4 is not applicable,

— point 4.2.5.3.5 is not applicable,

— point 4.2.5.3.6 is not applicable. Instead, if the passenger alarm system is not functioning, either after intentional isolation by staff or due to a technical failure, this shall be permanently indicated to the personnel transported in the unit.

• (15) It is not mandatory that the unit is equipped with communication devices for passengers as specified in point 4.2.5.4. In that case, operational means shall be put in place to ensure communication. Compliance/non-compliance with point 4.2.5.4 shall be recorded in the technical documentation described in point 4.2.12.2.

• (16) The unit shall be compliant with point 4.2.5.5 except for the following points:

— point 4.2.5.5.2(6) should read: ‘For the purpose of this point, “train crew” means one member of the on-board staff or the transported personnel in charge of the checks related to the door system’,

• — point 4.2.5.5.7 is not applicable,

• — point 4.2.5.5.9(1) applies without speed restriction for the device. It is always active.

• (17) 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].

• (18) 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].

• (19) 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].

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

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

• (22) The unit characteristics shall comply with the specification referenced in Appendix J-2 index [F].

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

• (24) The risk of electric on-board equipment interfering with the trackside train detection systems shall be mitigated by train composition. If there is electrical connection between the carriage and the locomotive, a maximum of two of these units used in a train, powered by maximum one locomotive is considered an assumption of compliance, if the rest of the train composition is without electrical power.

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

• (26) For units designed for operation on 1 435mm track gauge, the following specific cases shall also be considered:

• (a) 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 documentation described in point 4.2.12.2. Non-compliance with the requirements shall exclude France and/or Sweden from the area of use.

• (b) 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 documentation described in point 4.2.12.2. Non-compliance does not prevent the access of the unit to the national network.

• (c) For units intended to operate in Austria on specific lines identified in the document referenced in Appendix J-2 index [G] to operate safely on such lines, the brake thermal capacity shall be verified with following reference case: Tauern South criteria: slope of 28 ‰ constant gradient over a distance of 25 km and maximum speed 100/110 km/h. Non-compliance does not prevent the access of the unit to the national network but results in limits the access to these specific sections.

• (d) 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].

The compliance/non-compliance with requirements shall be recorded in the technical documentation described in point 4.2.12.2. Non-compliance with the requirements shall result in a limitation of the vehicle speed.

• (e) 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]

The compliance/non-compliance with requirements shall be recorded in the technical documentation described in point 4.2.12.2. Non-compliance with the requirements shall result in a limitation of the vehicle speed.

• (f) For units intended to operate in Austria, the running safety on track with curves with a curve radius lower than 250 m shall be verified in accordance with the specification referenced in Appendix J-1, index [9]. The compliance/non-compliance with requirements shall be recorded in the technical documentation described in point 4.2.12.2. Non-compliance with the requirements shall result in limitation to access the routes identified in the document referenced in Appendix J-2 index [G].

• (27) 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 documentation described in point 4.2.12.2. Non-compliance shall exclude Spanish 1 668 mm track gauge network from the area of use.

• (28) 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.

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

• (30) For personnel carriages, the detection of a fire shall activate an acoustic and optical alarm in the entire carriage. The acoustic signal shall be sufficient to wake up the transported personnel. The signal shall be clearly visible and audible in the area it has been designed to alert.

• 7.1.1.6.2 Additional optional conditions applicable to personnel carriages intended to be used in general operation.

• (1) These conditions apply in addition to points 7.1.1.6.1.

• (2) The compliance with the following set of conditions set out in points (2) to (10) is optional and aims to facilitate exchange of units intended to be used within train formations that are not 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 their 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.

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

• (4) 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].

• (5) 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].

• (6) The taillights requested in point 4.2.7.1 shall be provided by fixed tail lamps.

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

• (8) ‘Single pole’ power supply shall be compliant to point 4.2.11.6(2).

• (9) 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].

• (10) 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].

• 7.1.1.6.3 Conditions applicable to personnel carriages intended to be included in passenger trains.

• (1) These conditions apply in addition to points 7.1.1.6.1 and 7.1.1.6.2 for units that can be included, when unoccupied, in a passenger train.

• (2) A train composition with the personnel carriage at the end of the train and without electric power is considered an assumption of compliance.

• (3) The unit shall be of category A or category B. Units of category B shall be equipped with full cross-section partitions in accordance with point 4.2.10.3.4(3).’;

• (5) in point 7.3.2.3 for the specific case Sweden, Table 19 is amended as follows:

‘Table 19

Target and prohibitive zone for units intended to be operated in Sweden

• (6) in Appendix J the table J-1 shall be amended as follows:

• (7) in Appendix J the table J-2 shall be amended as follows:

ANNEX II

In Annex III to Decision 2011/665/EU, in the table, in the column ‘category’, the second category ‘hauled passenger vehicles’ is replaced by ‘hauled vehicles’ and for code 32 in the column ‘subcategory’ ‘Reserved’ is replaced by ‘Personnel carriage’.

ELI: http://data.europa.eu/eli/reg_impl/2025/675/oj

ISSN 1977-0677 (electronic edition)