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Document 32023R1694
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)
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)
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)
C/2023/5017
OJ L 222, 8.9.2023, p. 88–379
(BG, ES, CS, DA, DE, ET, EL, EN, FR, GA, HR, IT, LV, LT, HU, MT, NL, PL, PT, RO, SK, SL, FI, SV)
In force
|
8.9.2023 |
EN |
Official Journal of the European Union |
L 222/88 |
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)
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:
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(1) |
Having regard to the role railways are called on to play in a decarbonised transport system, as envisaged by the European Green Deal and the Sustainable and Smart Mobility Strategy, and in the light of developments in that field, a revision of the current Technical Specifications for Interoperability (TSIs) is required, in the framework of the Digital Rail and Green Freight package. |
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(2) |
Pursuant to Article 3(5), points (b) and (f) of Commission Delegated Decision (EU) 2017/1474 (2) TSIs are to be reviewed in order to take into account the developments of the Union railway system and related research and innovation activities, and update references to standards. This TSI revision shall set the scene for the next TSI revision taking into account the outcomes of Europe’s Rail Joint Undertaking and in particular the System Pillar achievements. |
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(3) |
Delegated Decision (EU) 2017/1474 sets out specific objectives for the drafting, adoption and review of TSIs of the rail system within the Union. |
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(4) |
On 24 January 2020, in accordance with Article 19(1) of Regulation (EU) No 2016/796 of the European Parliament and of the Council (3), the Commission requested the European Union Agency for Railways (the 'Agency') to prepare recommendations implementing a selection of the specific objectives set out in Delegated Decision (EU) 2017/1474. |
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(5) |
On 30 June 2022, the Agency issued Recommendation ERA 1175-1218 as regards the TSIs of the Union rail system covering Articles 3 to 11 of Delegated Decision (EU) 2017/1474. |
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(6) |
It is appropriate for combined transport to be regulated through TSIs. Changes should accordingly be made, inter alia, to the Commission Implementing Regulation (EU) 2019/773 (4) (OPE TSI) and TSIs set out in the Annexes to Commission Regulation (EU) No 1299/2014 (5) (TSI INF) and Commission Regulation (EU) No 321/2013 (6) (TSI WAG) and in the content of the Annex to Commission Implementing Regulation (EU) 2019/777 (7) (RINF). This should enable a more harmonised application of the codification system and foster the development of combined transport; for that purpose ERA will further develop an Acceptable Mean Of Compliance in accordance with Article 2(33) of Directive (EU) 2016/797. |
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(7) |
The Union-wide authorization of passenger coaches will be a major step in fostering interoperability of the European railway network. In pursuit of that objective, the Annex to Commission Regulation (EU) No 1302/2014 (8) (TSI LOC&PAS) should be amended, in particular by harmonizing requirements and testing methods in terms of the topic of electromagnetic compatibility and compatibility with train detection systems. |
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(8) |
The TSIs LOC&PAS and INF should be amended with a view to harmonizing the specifications applicable to rolling stock and fixed installations, notably by closing open points as regards requirements on traffic loads and load carrying capacity of infrastructure, requirements for operations with more than two pantographs at the same time, and facilitating the retrofitting of trains with Energy Measuring Systems. |
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(9) |
Furthermore, TSI LOC&PAS should be amended to clarify the definition of special vehicles including on-track machines, infrastructure inspection vehicles, emergency vehicles, environment vehicles and road-rail vehicles and clarify the applicability of the TSIs to those vehicles. |
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(10) |
The Annex to Commission Regulation (EU) No 1304/2014 (9) (TSI NOI) should be amended to introduce a methodology to assess the acoustic performance of composite brake blocks at constituent level. |
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(11) |
To enhance the level of rail safety and reliability, the TSIs WAG and LOC&PAS should be amended to incorporate a derailment detection function. |
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(12) |
TSI WAG paves the way to the further digital automatic coupling (DAC) development, migration and implementation; its deployment will be a major step in modernising the European railway freight business. |
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(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 Commission Regulations (EU) 321/2013, (EU) 1299/2014, (EU) 1300/2014 (10), (EU) 1301/2014 (11), (EU) 1302/2014 and (EU) 1304/2014. |
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(14) |
It should be clarified when to apply the TSIs INF and the Annex to Regulation (EU) No 1301/2014 (TSI ENE) in case of upgrade or renewal of existing subsystems and fixed installations, in order to ensure a gradual transition to a fully interoperable European railway system, in accordance with Article 4 of Directive (EU) 2016/797. |
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(15) |
The Annex to Regulation (EU) No 1300/2014 (TSI PRM) should be amended to better define the basic parameters which facilitate access to railway services for persons with reduced mobility, including the introduction of the concept of interoperable wheelchair transportable by train. Further clarifications are required concerning ticket vending machines and provision of travel information in aural, visual and tactile form. |
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(16) |
References to standards require regular updates. In order to facilitate future updates, all details about standards should be gathered in dedicated appendices to each TSI, which can then be amended without amending the TSI core text. Such approach enables the applicants to use modern IT tools which perform better for requirements capture. All TSIs on Fixed Installations and Rolling Stock should be amended accordingly. |
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(17) |
The railway infrastructure parameters registered in the Register of Infrastructure (RINF) should also evolve, in particular by amending, the tables listing such parameters consistently with other amendments included in this Regulation and Commission Implementing Regulations (EU) 2023/1695 (12) and (EU) 2023/1693 (13), by making the infrastructure manager the data provider replacing the national registration entity which may keep a coordination role, and by identifying future developments. |
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(18) |
Therefore the following Regulations should be amended accordingly:
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(19) |
The measures provided for in this Regulation are in accordance with the opinion of the Railway Safety and Interoperability Committee |
HAS ADOPTED THIS REGULATION:
Article 1
Regulation (EU) No 321/2013 is amended as follows:
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(1) |
Article 4 is replaced as follows: ‘Article 4 Not used.’; |
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(2) |
Article 9a is deleted; |
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(3) |
the Annex is amended in accordance with Annex I to this Regulation. |
Article 2
Regulation (EU) No 1299/2014 is amended as follows:
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(1) |
Article 6 is replaced as follows: ‘Article 6 Projects at an advanced stage of development Article 7(2) of Directive (EU) 2016/797 applies.’ |
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(2) |
the Annex is amended in accordance with Annex II to this Regulation. |
Article 3
Regulation (EU) No 1300/2014 is amended as follows:
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(1) |
Article 2 is modified as follows:
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(2) |
Article 4 is modified as follows:
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(3) |
in Article 5, ‘Article 9(3) of Directive 2008/57/EC’ is replaced by ‘Article 7(2) of Directive (EU) 2016/797’; |
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(4) |
in Article 6 paragraph 5, ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’; |
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(5) |
In Article 7 paragraph 3, ‘Article 6 of Directive 2008/57/EC’ is replaced by ‘Article 5 of Directive (EU) 2016/797’; |
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(6) |
Article 8 is modified as follows:
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(7) |
in Article 9 paragraph 4, ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’; |
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(8) |
the Annex is amended in accordance with Annex III to this Regulation. |
Article 4
Regulation (EU) No 1301/2014 is amended as follows:
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(1) |
the paragraph in Article 6 is replaced as follows: ‘Article 7(2) of Directive (EU) 2016/797 applies.’; |
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(2) |
Article 9 is amended as follows:
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(3) |
the Annex is amended in accordance with Annex IV to this Regulation. |
Article 5
Regulation (EU) No 1302/2014 is amended as follows:
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(1) |
in Article 2(1), point (d), the term ‘mobile railway infrastructure construction and maintenance equipment’ is replaced by: ‘special vehicles, such as on-track machines (OTMs)’; |
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(2) |
Article 8 is deleted; |
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(3) |
Article 11 is amended as follows:
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(4) |
the Annex is amended in accordance with Annex V to this Regulation. |
Article 6
The Annex to Regulation (EU) No 1304/2014 is replaced by the text in Annex VI to this Regulation.
Article 7
Implementing Regulation (EU) 2019/777 is amended as follows:
|
(1) |
in Article 1, paragraph 2 is replaced as follows: ‘2. Each Member State shall instruct its Infrastructure Managers to include the values of the parameters of its railway network in an electronic application which shall comply with the common specifications of this Regulation.’ |
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(2) |
Article 2 is modified as follows:
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(3) |
Articles 4 and 5 are replaced as follows: ‘Article 4 Data submission and update 1. Infrastructure managers shall directly submit data to the RINF Application, as soon as such data becomes available. The infrastructure managers shall ensure the accuracy, completeness, consistency and timeliness of the submitted data. 2. Infrastructure managers shall make available in RINF all information relating to new infrastructures to be placed in service, upgraded or renewed before their placing in service. Article 5 National Registration Entity Member State may designate a national registration entity to act as point of contact between the Agency and the infrastructure managers in the view of assisting and coordinating the infrastructure managers of their territory provided that this does not put at risk the availability of data in accordance with Article 4.’ |
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(4) |
Article 6 is replaced as follows: ‘Article 6 Future developments 1. The Agency shall update the RINF application by 15 December 2024 in order to:
2. Further developments of the RINF application may create a data system feeding into all electronic information flows in respect of the Union rail network. (*1) Directive 2012/34/EU of the European Parliament and of the Council of 21 November 2012 establishing a single European railway area (OJ L 343, 14.12.2012, p. 32)." (*2) Commission Implementing Regulation (EU) 2017/2177 of 22 November 2017 on access to service facilities and rail-related services (OJ L 307, 23.11.2017, p. 1) (C/2017/7692).’;" |
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(5) |
a new Article 7a is added: ‘Article 7a ERA vocabulary “ERA Vocabulary” means a Technical Document issued by the Agency pursuant to Article 4(8) of Directive (EU) 2016/797, establishing human and machine readable data definitions and presentations and linked quality and accuracy requirements for each data element (ontology) of the rail system. The Agency shall ensure the ERA vocabulary is maintained to reflect regulatory and technical developments affecting the rail system.’ |
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(6) |
the Annex is amended in accordance with Annex VII to this Regulation. |
Article 8
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, 10 August 2023.
For the Commission
The President
Ursula VON DER LEYEN
(1) OJ L 138, 26.5.2016, p. 44.
(2) Commission Delegated Decision (EU) 2017/1474 of 8 June 2017 supplementing Directive (EU) 2016/797 of the European Parliament and of the Council with regard to specific objectives for the drafting, adoption and review of technical specifications for interoperability (OJ L 210, 15.8.2017, p. 5).
(3) Regulation (EU) No 2016/796 of the European Parliament and of the Council of 11 May 2016 on the European Union Agency for Railways and repealing Regulation (EC) No 881/2004 (OJ L 138, 26.5.2016, p. 1).
(4) Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139I , 27.5.2019, p. 5)
(5) Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European Union (OJ L 356, 12.12.2014, p. 1).
(6) Commission Regulation (EU) No 321/2013 of 13 March 2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system in the European Union and repealing Decision 2006/861/EC (OJ L 104, 12.4.2013, p. 1).
(7) Commission Implementing Regulation (EU) 2019/777 of 16 May 2019 on the common specifications for the register of railway infrastructure and repealing Implementing Decision 2014/880/EU (OJ LI 139, 27.5.2019, p. 312).
(8) Commission Regulation (EU) No 1302/2014 of 18 November 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 (OJ L 356, 12.12.2014, p. 228).
(9) Commission Regulation (EU) No 1304/2014 of 26 November 2014 on the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ amending Decision 2008/232/EC and repealing Decision 2011/229/EU (OJ L 356, 12.12.2014, p. 421).
(10) Commission Regulation (EU) No 1300/2014 of 18 November 2014 on the technical specifications for interoperability relating to accessibility of the Union's rail system for persons with disabilities and persons with reduced mobility (OJ L 356, 12.12.2014, p. 110).
(11) Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘energy’ subsystem of the rail system in the Union (OJ L 356, 12.12.2014, p. 179).
(12) Commission Implementing Regulation (EU) 2023/1695 of 10 August 2023 on the technical specification for interoperability relating to the control-command and signalling subsystems of the rail system in the European Union and repealing Regulation (EU) 2016/919 (see page 380 of this Official Journal).
(13) Commission Implementing Regulation (EU) 2023/1693 of 10 August 2023 amending Implementing Regulation (EU) 2019/773 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union (see page 1 of this Official Journal).
ANNEX I
The Annex to Regulation (EU) No 321/2013 is amended as follows:
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(1) |
point 1 is replaced by the following: ‘1. INTRODUCTION A Technical Specification for Interoperability (TSI) is a specification that covers a subsystem (or part of it) as defined in Article 2(11) of Directive (EU) 2016/797 in order:
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(2) |
point 1.2 is replaced by the following: ‘1.2. Geographical scope This Regulation applies to the Union rail system.’; |
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(3) |
in point 1.3., the introductory phrase and point (a) are replaced by the following: ‘In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI:
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(4) |
in point 2.1, second paragraph, point (a) is replaced by the following:
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(5) |
Chapter 3 is amended as follows:
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(6) |
point 4.1 is replaced by the following: ‘4.1. Introduction The rail system, to which Directive (EU) 2016/797 applies and of which freight wagons form a part, is an integrated system whose consistency shall be verified. This consistency shall be checked in particular with regard to the specifications of the rolling stock subsystem and the compatibility with the network (Section 4.2), its interfaces in relation to the other subsystems of the rail system in which it is integrated (Sections 4.2 and 4.3), as well as the initial operating and maintenance rules (Sections 4.4 and 4.5) as requested by Article 15(4) of Directive (EU) 2016/797. The technical file, as set out in Article 15(4) of Directive (EU) 2016/797 and in point 2.4 of Annex IV to that Directive, shall contain in particular design related values concerning the compatibility with the network.’; |
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(7) |
in point 4.2.1, the third paragraph is deleted; |
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(8) |
point 4.2.2.2 is amended as follows:
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(9) |
in point 4.2.2.3, the following paragraph is added: ‘Units intended to be used for combined transport and requiring a wagon compatibility code shall be equipped with devices for securing the Intermodal Loading Unit.’; |
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(10) |
point 4.2.3.1 is amended as follows:
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(11) |
in point 4.2.3.2, the second paragraph is replaced by the following: ‘The permissible payload a unit may carry, for axle loads up to and including 25 t, shall be determined by application of the specification referenced in Appendix D Index [5].’; |
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(12) |
point 4.2.3.3 is replaced by the following: ‘4.2.3.3. Compatibility with train detection systems If the unit is intended to be compatible with one or more of the following train detection systems, this compatibility shall be established in accordance with the provisions of the technical document referenced in Appendix D.2 Index [A]:
The related specific cases are defined in section 7.7 of the CCS TSI.’; |
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(13) |
in point 4.2.3.4, the second and third paragraphs are replaced by the following: ‘If the unit is intended to be capable of being monitored by line side equipment on the 1 435 mm track gauge network the unit shall be compliant with the specification referenced in Appendix D Index [6] in order to ensure sufficient visibility. For units intended to be operated on the networks with track gauges of 1 524 mm, 1 600 mm, 1 668 mm, the corresponding values in Table 2 referring to the parameters of the specification referenced in Appendix D Index [6] shall be applied.’; |
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(14) |
in point 4.2.3.5.2, second paragraph, the first indent is replaced by the following:
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(15) |
the following point 4.2.3.5.3 is inserted: ‘4.2.3.5.3. Derailment detection and prevention function The derailment detection and prevention function is intended to prevent derailments or to mitigate the consequences of a derailment of the unit. If a unit is fitted with the derailment detection and prevention function, the requirements below shall be met. 4.2.3.5.3.1. General requirements The function shall be able to detect either a derailment or conditions which are a precursor to derailment of the unit in accordance with one of the three sets of requirements set out in points 4.2.3.5.3.2, 4.2.3.5.3.3 and 4.2.3.5.3.4 below. It is allowed to combine those requirements as follows:
4.2.3.5.3.2 Derailment prevention function (DPF) The DPF shall send a signal to the driver’s cab of the locomotive hauling the train once a precursor to derailment is detected in the unit. The signal enabling the DPF to be available at train level and its transmission between the unit, the locomotive and the other coupled unit(s) in a train shall be documented in the technical file. 4.2.3.5.3.3. Derailment detection function (DDF) The DDF shall send a signal to the driver’s cab of the locomotive hauling the train once the derailment is detected in the unit. The signal enabling the DDF to be available at train level and its transmission between the unit, the locomotive and the other coupled unit(s) in a train shall be documented in the technical file. 4.2.3.5.3.4. Derailment detection and actuation function (DDAF) The DDAF shall automatically activate a brake application when the derailment is detected without possibility of overriding by the driver. The risk of false derailment detections shall be limited to an acceptable level. Therefore, the DDAF shall be subject to a risk assessment in accordance with Implementing Regulation (EU) No 402/2013. It shall be possible to deactivate the DDAF directly on the unit when the unit is stopped. That deactivation will release and isolate the DDAF from the brake system. The DDAF shall indicate its status (activated/deactivated) and that status shall be visible from both sides of the unit. If this is not physically feasible, the DDAF shall indicate its status from at least one side and the other side of the wagon shall be marked in accordance with the specification referenced in Appendix D Index [2].’; |
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(16) |
in point 4.2.3.6.1, the first paragraph is replaced by the following: ‘The integrity of the structure of a bogie frame, all attached equipment and body to bogie connection shall be demonstrated based on methods as set out in the specification referenced in Appendix D Index [9]’; |
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(17) |
in point 4.2.3.6.2, Table 3 is replaced by the following: ‘Table 3 Limits of use of the geometric dimensions of wheelsets
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(18) |
in point 4.2.4.3.2.1, the second and third paragraphs are replaced by the following: ‘The brake performance of a unit shall be calculated in accordance with one of the specifications referenced in Appendix D, either Index [16], Index [37], Index [58] or Index [17]. The calculation shall be validated by tests. Brake performance calculation in accordance with the specification referenced in Appendix D Index [17] shall be validated as set out in the same specification or in the specification referenced in Appendix D, Index [58].’; |
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(19) |
point 4.2.4.3.2.2 is amended as follows:
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(20) |
in point 4.2.5, the eighth paragraph is replaced by the following: ‘The unit shall meet the requirements of this TSI without degradation for snow, ice and hail conditions as defined in the specification referenced in Appendix D Index [18], which correspond to the nominal range.’; |
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(21) |
in point 4.2.6.2.1, the second paragraph is replaced by the following: ‘Units shall be bonded in accordance with the provisions as described in the specification referenced in Appendix D Index [27].’; |
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(22) |
in point 4.2.6.2.2, the second paragraph is replaced by the following: ‘The unit shall be designed so that direct contact is prevented following the provisions set out in the specification referenced in Appendix D Index [27].’; |
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(23) |
in point 4.2.6.3, the second sentence is replaced by the following: ‘The dimensions and clearance of these attachment devices shall be as described in the specification referenced in Appendix D Index [28].’; |
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(24) |
in point 4.3.1, Table 5 is amended as follows:
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(25) |
in point 4.3.2, Table 6 is amended as follows:
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(26) |
in point 4.3.3, Table 7, is amended as follows:
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(27) |
in point 4.4, in the last paragraph, the following sentence is deleted: ‘The Notified Body shall verify only that the documentation on operation is provided.’ |
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(28) |
in point 4.5, in the third paragraph, the following sentence is deleted: ‘The Notified Body shall verify only that the documentation on maintenance is provided.’ |
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(29) |
in point 4.5.1, the introductory phrase is replaced by the following: ‘The general documentation comprises:’; |
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(30) |
in point 4.5.2, the third sentence of the introductory paragraph is replaced by the following: ‘The maintenance design justification file comprises:’; |
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(31) |
point 4.8, the first paragraph, is amended as follows:
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(32) |
point 6.1.2.1 is replaced by the following: ‘6.1.2.1 Running gear The demonstration of conformity for running dynamic behaviour is set out in the specification referenced in Appendix D Index [8]. Units equipped with an established running gear as described in that specification are presumed to be in conformity with the relevant requirement provided that the running gears are operated within their established area of use. The minimum axle load and maximum axle load during operation of a wagon equipped with an established running gear shall be compliant with the loading conditions between tare and loaded specified for the established running gear, as in the specification referenced in Appendix D Index [8]. In case the minimum axle load is not achieved by the mass of the vehicle in tare condition, conditions for use can be applied to the wagon requiring to operate it always with a minimum payload or a ballast (for example with an empty loading device), to be compliant with the parameters of the specification referenced in Appendix D Index [8]. In such case, the parameter ‘Mass of wagon in tare conditions’ used for dispensation of on track tests can be substituted by ‘Minimum axle load’. This shall be reported in the Technical File as a condition for use. The assessment of the bogie frame strength shall be based on the specification referenced in Appendix D Index [9].’; |
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(33) |
point 6.1.2.2 is replace by the following: ‘6.1.2.2. Wheelset The demonstration of conformity for the mechanical behaviour of the wheelset assembly shall be carried out in accordance with the specification referenced in Appendix D Index [10], which defines limit values for the axial assembly force and the associated verification test.’; |
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(34) |
in point 6.1.2.3(a), the first, second and third paragraphs are replaced by the following: ‘Forged and rolled wheels: The mechanical characteristics shall be proven following the procedure described in the specification referenced in Appendix D Index [11]. If the wheel is intended to be used with brake blocks acting on the wheel running surface, the wheel shall be thermo mechanically proven by taking into account the maximum braking energy foreseen. A type test, as described in the specification referenced in Appendix D Index [11], shall be performed in order to check that the lateral displacement of the rim during braking and the residual stress are within the specified tolerance limits. The decision criteria of residual stresses for forged and rolled wheels are set out in the same specification’; |
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(35) |
in point 6.1.2.4, the first and second paragraphs are replaced by the following: ‘In addition to the requirement for the assembly above, the demonstration of conformity of the mechanical resistance and fatigue characteristics of the axle shall be based on the specification referenced in Appendix D, Index [12]. That specification includes the decision criteria for the permissible stress. A verification procedure shall exist to ensure at the production phase that no defects may adversely affect safety due to any change in the mechanical characteristics of the axles. The tensile strength of the material in the axle, the resistance to impact, the surface integrity, the material characteristics and the material cleanliness shall be verified. The verification procedure shall specify the batch sampling used for each characteristic to be verified.’; |
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(36) |
in point 6.2.2.1, the first paragraph is replaced by the following: ‘The demonstration of conformity shall be in accordance with one of the specifications referenced in Appendix D, either Index [3] or Index [1].’; |
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(37) |
point 6.2.2.2 is replaced by the following: ‘6.2.2.2. Safety against derailment running on twisted track The demonstration of conformity shall be carried out in accordance with the specification referenced in Appendix D Index [7].’; |
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(38) |
point 6.2.2.3 is amended as follows:
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(39) |
in point 6.2.2.4, the first paragraph is replaced by the following: ‘The demonstration of conformity for mechanical resistance and fatigue characteristics of the rolling bearing shall be in accordance with the specification referenced in Appendix D Index [13].’; |
|
(40) |
point 6.2.2.5 is replaced by the following: ‘6.2.2.5. Running gear for manual change of wheelsets Changeover between 1 435 mm and 1 668 mm track gauges The technical solutions described in the specification referenced in Appendix D Index [14] for axle units and for bogie units are deemed to be compliant with the requirements in point 4.2.3.6.7. Changeover between 1 435 mm and 1 524 mm track gauges The technical solution described in the specification referenced in Appendix D Index [15] is deemed to be compliant with the requirements in point 4.2.3.6.7.’; |
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(41) |
in point 6.2.2.8.1, the first sentence is replaced by the following: ‘Barriers shall be tested in accordance with the specification referenced in Appendix D Index [19].’; |
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(42) |
point 6.2.2.8.2 is amended as follows:
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(43) |
point 6.2.2.8.3 is replaced by the following: ‘6.2.2.8.3 Cables The electrical cables shall be selected and installed in accordance with the specification referenced in Appendix D Indexes [24] and [25].’; |
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(44) |
point 6.2.2.8.4 is replaced by the following: ‘6.2.2.8.4 Flammable liquids The measures taken shall be in accordance with the specification referenced in Appendix D Index [26].’; |
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(45) |
point 7.1 is replaced by the following: ‘7.1 Authorisation for placing on the market
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(46) |
point 7.1.1 is replaced by the following: ‘7.1.1. Application to ongoing projects
(*1) Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulations (EU) No 321/2013, (EU) No 1302/2014 and (EU) 2016/919 as regards the extension of the area of use and transition phases (OJ L 73, 10.3.2020, p. 6-18).’;" |
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(47) |
point 7.1.2, the third paragraph, is amended as follows:
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(48) |
in point 7.2.1, the fifth paragraph is replaced by the following: ‘Non-certified ICs: Components which correspond to an IC in Chapter 5 but are not holding a certificate of conformity and which are produced before the expiry of the transitional period referred to in Article 8’; |
|
(49) |
in point 7.2.2, the heading is replaced by the following:
|
|
(50) |
in point 7.2.2.1, the second paragraph, the first sentence is replaced by the following: ‘This point 7.2.2 applies in case of any change(s) to a unit in operation or to an existing unit type, including renewal or upgrade.’; |
|
(51) |
point 7.2.2.2 is amended as follows:
|
|
(52) |
in point 7.2.2.3, the heading and the first paragraph are replaced by the following: ‘7.2.2.3. Particular rules for units in operation not covered by an EC declaration of verification with a first authorisation for placing in service before 1 January 2015 The following rules apply, in addition to point 7.2.2.2, to units 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.’; |
|
(53) |
point 7.2.2.4 is amended as follows:
|
|
(54) |
point 7.2.3.1 is replaced by the following: ‘7.2.3.1. Rolling stock subsystem This point concerns a rolling stock type (unit type in the context of this TSI), as defined in Article 2(26) of Directive (EU) 2016/797, which is subject to an EC type or design verification procedure in accordance with section 6.2 of this TSI. It also applies to the EC type or design verification procedure in accordance with the TSI NOI, which refers to this TSI for its scope of application to freight units. The TSI assessment basis for an EC type or design examination is defined in columns ‘Design review’ and ‘Type test’ of Appendix F of this TSI and of Appendix C of the TSI NOI.’; |
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(55) |
points 7.2.3.1.1 and 7.2.3.1.2 are replaced by the following: ‘7.2.3.1.1. Definitions (1) Initial assessment framework The initial assessment framework is the set of TSIs (this TSI and the TSI NOI) 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 (this TSI and the TSI NOI) 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 units 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) Unit in operation A unit 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 Implementing Regulation (EU) 2019/779. 7.2.3.1.2. Rules related to the EC type or design examination certificate
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(56) |
the following point 7.2.3.1.3 is inserted: ‘7.2.3.1.3. Validity of the EC type or design examination certificate
|
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(57) |
point 7.2.3.2 is replaced by the following: ‘7.2.3.2. Interoperability constituents
|
|
(58) |
in point 7.3.1, the first paragraph is replaced by the following: ‘The specific cases, as listed in point 7.3.2, are classified as:
|
|
(59) |
point 7.3.2.2 is amended as follows:
|
|
(60) |
in point 7.3.2.4, the heading ‘Specific case UK for Great Britain’ and the following two paragraphs are deleted; |
|
(61) |
point 7.3.2.5 is replaced by the following: ‘7.3.2.5 Brake safety requirements (point 4.2.4.2) Specific case Finland For freight wagon intended to operate only on 1 524 mm network, the safety requirement defined in point 4.2.4.2 is deemed fulfilled if the unit complies with conditions defined in point 9 of Appendix C with the following modifications:
|
|
(62) |
point 7.3.2.7 is deleted; |
|
(63) |
point 7.6 is deleted; |
|
(64) |
Appendix A is replaced by the following: ‘Appendix A Changes of requirements and transition regimes For other TSI points than these listed in Table A.1 and Table A.2, compliance with the ‘previous TSI’ (i.e. this Regulation, as amended by Commission Implementing Regulation (EU) 2020/387 (*3) imply compliance with this TSI applicable from 28 September 2023. Changes with a generic transition regime of 7 years: For TSI points listed in Table A.1, compliance with the previous TSI does not imply compliance with the version of this TSI applicable from 28 September 2023. Projects already in design phase on 28 September 2023 shall comply with the requirement of this TSI from 28 September 2030. Projects in production phase and units in operation are not affected by the TSI requirements listed in Table A.1 Table A.1 transition regime of 7 years
Changes with a specific transition regime: For TSI points listed in Table A.2, compliance with the previous TSI does not imply compliance with this TSI applicable from 28 September 2023. Projects already in design phase on 28 September 2023, projects in production phase, and units in operation shall comply with the requirement of this TSI in accordance with the respective transition regime set out in Table A.2 starting from 28 September 2023. Table A.2 Specific transition regime
(*3) Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulation (EU) No 321/2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system (OJ L 73 10.3.2020, p. 6)." |
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|
(65) |
Appendix C is amended as follows:
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|
(66) |
Appendix D is replaced by the following: ‘Appendix D D.1 Standards or normative documents
D.2 Technical documents (available on ERA website)
|
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|
(67) |
Appendix E is amended as follows:
|
|
(68) |
Appendix F is amended as follows: A new line is added after ‘Running dynamic behaviour’ as follows:
|
|
(69) |
Appendix G is replaced by the following: ‘Appendix G List of composite brake blocks exempted of a declaration of conformity as referred in Article 8b This Appendix is referenced in Appendix D.2, index [C]. |
|
(70) |
the following Appendix H is added: ‘Appendix H Codification of units intended to be used in combined transport The codification of units intended to be used in combined transport shall be in accordance with the specification referenced in Appendix D.2, index [B]. The following requirements are applicable to units intended to be used in combined transport and requiring a Wagon Compatibility Code. H.1 Wagon Compatibility Code
H.2 Wagon Correction Digit
H.3 Characteristics of the reference wagons The combined transport 'P' profiles are calculated on the basis of the characteristics of the reference recess wagon defined as:
The combined transport 'C' and ISO profiles are calculated on the basis of the characteristics of the reference wagon defined as:
|
(*1) Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulations (EU) No 321/2013, (EU) No 1302/2014 and (EU) 2016/919 as regards the extension of the area of use and transition phases (OJ L 73, 10.3.2020, p. 6-18).’;
(*2) Commission Regulation (EU) No 1304/2014 of 26 November 2014 on the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ amending Decision 2008/232/EC and repealing Decision 2011/229/EU (OJ L 356, 12.12.2014, p. 421).’;
(*3) Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulation (EU) No 321/2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system (OJ L 73 10.3.2020, p. 6).’
(1) Two-axle wagons with axle load up to 22,5 t the value shall be taken as 1 651 mm.’
(2) Changeover in accordance with the specification referenced in Appendix D Index [38].
(3) An ‘S1’ unit is a unit with empty/load device. The maximum load per axle is 22,5 t.
(4) Only for two stage load brake (changeover command) and P10 (cast iron blocks with 10 ‰ phosphor)- or LL-brake blocks.
(5) The maximum mean retardation force allowed (for running speed at 100 km/h) is 
(6) Variable load relay in accordance with the specification referenced in Appendix D Index [35] in combination with a variable load sensing device in accordance with the specification referenced in Appendix D Index [39].
(7)
(8) An ‘S2’ unit is a unit with a variable load relay. The maximum load per axle is 22,5 t.
(9) The automatic-load controlled equipment of wagons worked under s conditions can provide a maximum braked weight of λ = 100%, up to load limit equal to 67 % of the maximum permissible wagon weight.
For standard wheelset with using the max axle load
Max 1 000 mm; minimal worn 840 mm, max axle load 22,5t,
Max axle load for λ=100: 15 t
Max 840 mm; minimal worn 760 mm,
max axle load 20 t, Max axle load for λ=100: 13 t
Max 760 mm; minimal worn 680 mm,
max axle load 18 t, Max axle load for λ=100: 12 t
Max 680 mm; minimal worn 620 mm
Max axle load 16 t, Max axle load for λ=100: 10,5 t
(10) An ‘SS’ unit shall be equipped with a variable load relay. The maximum load per axle is 22,5 t.
(11) λ must not exceed 125 %, considering for braking only on wheels (brake blocks), the maximum mean retardation force allowed of 16 kN/axle (for running speed at 120 km/h).
(12) The requirement by a running speed of 120 km/h is to fulfil λ = 100 % up to the SS load limit, with following derogation: the mean retardation force for tread brake with wheel diameter [new max 1 000mm, worn min. 840 mm] shall be limited to 16 kN/wheelset. This limit is caused by the maximum admissible braking energy corresponding to 20 t axle load with λ = 90 % and 18 t braked weight per wheelset.
If a braked weight percentage of more than 100 % is required with an axle load of more than 18 t, it is necessary to realize another type of brake system (for example disc brakes) to limit the thermal load on the wheel.’
ANNEX II
The Annex to Regulation (EU) No 1299/2014 is amended as follows:
|
(1) |
point 2.5 is replaced by the following: ‘2.5. Relation to the safety management system Necessary processes to manage safety and operations according to the requirements in the scope of this TSI, including interfaces to humans, organisations, or other technical systems, shall be designed and implemented in the infrastructure manager's safety management system as required by Directive (EU) 2016/798.’; |
|
(2) |
the following point 2.6 is added: ‘2.6. Relation to the codification of Combined Transport
|
|
(3) |
in point 4.1, point (6) is replaced by the following:
|
|
(4) |
point 4.2.1 is amended as follows:
|
|
(5) |
in point 4.2.3.1, points (1), (2) and (3) are replaced by the following:
|
|
(6) |
in point 4.2.3.2, point (3) is replaced by the following:
|
|
(7) |
in point 4.2.3.4, point (2) is replaced by the following:
|
|
(8) |
in point 4.2.4.5(4), the first paragraph is replaced by the following: ‘The following wheelsets, as defined in the specification referenced in Appendix T, index [6], shall be modelled passing over the designed track conditions (simulated by calculation in accordance with the specification referenced in Appendix T, Index [5]):
|
|
(9) |
in point 4.2.4.6, point (1) is replaced by the following:
|
|
(10) |
in point 4.2.6.1, points (b) and (c) are replaced by the following:
|
|
(11) |
in point 4.2.6.3, points (a) and (b) are replaced by the following:
|
|
(12) |
point 4.2.7 is replaced by the following: ‘4.2.7 Structures resistance to traffic loads The requirements of the specifications referenced in Appendix T, Index [10] and Index [11] specified in this point of the TSI are to be applied in accordance with the corresponding points in the national annexes to those specifications if they exist. 4.2.7.1. Resistance of new bridges to traffic loads 4.2.7.1.1. Vertical loads
4.2.7.1.2. Allowance for dynamic effects of vertical loads
4.2.7.1.3. Centrifugal forces Where the track on a bridge is curved over the whole or part of the length of the bridge, the centrifugal force shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10]. 4.2.7.1.4. Nosing forces The nosing force shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10]. 4.2.7.1.5. Actions due to traction and braking (longitudinal loads) Traction and braking forces shall be taken into account in the design of bridges as set out in the specification referenced in Appendix T, Index [10]. 4.2.7.1.6. Design track twist due to rail traffic actions The maximum total design track twist due to rail traffic actions shall not exceed the values set out in the specification referenced in Appendix T, Index [11]. 4.2.7.2. Equivalent vertical loading for new geotechnical structures, earthworks and earth pressure effects
4.2.7.3. Resistance of new structures over or adjacent to tracks Aerodynamic actions from passing trains shall be taken into account as set out in the specification referenced in Appendix T, Index [10]. 4.2.7.4. Resistance of existing structures (bridges, geotechnical structures and earthworks) to traffic loads
|
|
(13) |
in point 4.2.8.1, point (1) is replaced by the following:
|
|
(14) |
in point 4.2.8.2, point (1) is replaced by the following:
|
|
(15) |
point 4.2.8.3 is amended as follows:
|
|
(16) |
point 4.2.9.2 is amended as follows:
|
|
(17) |
point 4.2.9.3 is amended as follows:
|
|
(18) |
point 4.2.10.1 is replaced by the following: ‘4.2.10.1. Maximum pressure variations in tunnels
|
|
(19) |
point 4.2.12.4 is amended as follows:
|
|
(20) |
point 4.3.1 is amended as follows:
|
|
(21) |
In point 4.3.2, Table 17 is amended as follows:
|
|
(22) |
In point 4.3.3, Table 18 is amended as follows:
|
|
(23) |
In point 4.3.4, Table 19 is amended as follows:
|
|
(24) |
in point 5.3.3, point (2) is replaced by the following:
|
|
(25) |
in point 6.1.5.1, points (a), (b) and (c) are replaced by the following:
|
|
(26) |
in point 6.1.5.2, point (1) is replaced by the following:
|
|
(27) |
in point 6.2.4.1, point (1) is replaced by the following:
|
|
(28) |
in point 6.2.4.2, points (1) and (2) are replaced by the following:
|
|
(29) |
in point 6.2.4.4, the following point (3) is added:
|
|
(30) |
point 6.2.4.6 is replaced by the following: ‘6.2.4.6. Assessment of design values for equivalent conicity Assessment of design values for equivalent conicity shall be done using the results of calculations made by the infrastructure manager or the contracting entity on the basis of the specification referenced in Appendix T, Index [5].’; |
|
(31) |
point 6.2.4.10 is replaced by the following: ‘6.2.4.10. Assessment procedure of existing structures
|
|
(32) |
in point 6.2.4.11, point (1) is replaced by the following:
|
|
(33) |
point 6.2.4.12 is replaced by the following: ‘6.2.4.12. Assessment of maximum pressure variations in tunnels
|
|
(34) |
point 6.3 is replaced by the following:
|
|
(35) |
point 6.4 is replaced by the following: ‘6.4. Assessment of maintenance file
(*4) Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).’;" |
|
(36) |
in point 6.5.1(1), the introductory phrase is replaced by the following: ‘Until the list of interoperability constituents listed in Chapter 5 of this TSI are revised, a notified body is allowed to issue an EC certificate of verification for a subsystem even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following criteria are complied with:’; |
|
(37) |
in Chapter 7, the first paragraph is deleted; |
|
(38) |
points 7.1 to 7.6 are replaced by the following: ‘7.1. National implementation plan Member States shall develop a national plan for the implementation of this TSI, targeting the coherence of the entire rail system of the Union. This plan shall include all projects regarding new, renewal and upgrading of infrastructure subsystem and shall ensure a gradual migration within a reasonable timescale onwards an interoperable target infrastructure subsystem fully compliant with this TSI. 7.2. Application of this TSI to a new infrastructure subsystem
7.3. Application of this TSI to an existing infrastructure subsystem 7.3.1. Performance criteria of the subsystem In addition to the cases referred to in point 7.2.(3), ‘upgrading’ is a major modification work of an existing infrastructure subsystem resulting in at least compliance with one additional traffic code or a change in the declared combination of traffic codes (referred to Table 2 and Table 3 in point 4.2.1). 7.3.2. Application of the TSI The conformity with this TSI is mandatory for a subsystem or part(s) of it which are upgraded or renewed. Due to the characteristics of the inherited railway system, compliance of existing infrastructure subsystem with this TSI may be achieved through a gradual improvement of interoperability:
7.3.3. Existing lines that are not subject to a renewal or upgrading project Where an infrastructure manager wishes to demonstrate the level of compliance of an existing line with the basic parameters of this TSI, it shall apply the procedure described in Commission Recommendation 2014/881/EU (*6). 7.3.4. Route compatibility checks before the use of authorised vehicles The route compatibility check procedure to be applied and the parameters of the infrastructure subsystem to be used are set out in point 4.2.2.5 and Appendix D.1 of TSI OPE. 7.4. not used 7.5. not used 7.6. not used (*5) Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the templates for ‘EC’ declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the ‘EC’ verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 42, 13.2.2019, p. 9)." (*6) Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure for demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 356, 12.12.2014, p. 520).’;" |
|
(39) |
point 7.7.1.1. is replaced by the following:
|
|
(40) |
point 7.7.6.7. is replaced by the following: ‘7.7.6.7. Maximum unguided length of fixed obtuse crossings (4.2.5.3) P cases In Appendix J, for the nominal track gauge of 1 524 mm:
|
|
(41) |
the following point 7.7.8.2 is added: ‘7.7.8.2. Immediate action limits of track gauge as an isolated defect (4.2.8.4) P-case Instead of point 4.2.8.4(1), the minimum track gauge for all speeds is 1 430 mm.’; |
|
(42) |
point 7.7.10.2(2) is amended as follows:
|
|
(43) |
in point 7.7.15.1 point (1) and point (3), 7.7.15.2, 7.7.15.7 point (1), 7.7.15.8, 7.7.16.2, 7.7.6.2, 7.7.6.3, 7.7.6.11, 7.7.6.13, 7.7.13.1, 7.7.13.2, 7.7.13.6, 7.7.13.7, ‘EN 15273-3:2013’ is replaced by ‘EN 15273-3:2013+A1:2016’; |
|
(44) |
point 7.7.17 is replaced by the following:
|
|
(45) |
in Appendix C.1, point (c), second indent, the second sub-indent is replaced by the following:
|
|
(46) |
in Appendix C.2, point (c) is replaced by the following:
|
|
(47) |
Appendix E is replaced by the following: ‘Appendix E Capability requirements for existing structures in accordance with traffic code The minimum capability requirements for existing bridges in accordance with point 4.2.7.4(2) are set out in Table 38A and Table 39A in accordance with the traffic codes given in Table 2 and Table 3. These capability requirements are set out using the vertical loading only defined by the EN line category with a corresponding speed or by LM71 with the factor alpha. Additional dynamic capability requirements are expressed by the dynamic load model HSLM. The EN line category and associated speed shall be considered as a single combined quantity. The minimum capability requirements for existing geotechnical structures and earthworks in accordance with point 4.2.7.4(2) are set out in Table 38B and Table 39B in accordance with the traffic codes given in Table 2 and Table 3. EN line categories are a function of axle load and geometrical aspects relating to the spacing of axles and are set out in the specification referenced in Appendix T, Index [2]. For continuous bridges, the case with most onerous effects between Load Model 71 (LM71) and Load Model SW/0 shall be taken into account. LM71, Load Model SW/0 and Load Model HSLM are set out in the specification referenced in Appendix T, Index [10]. Table 38A Loading capability requirements for bridges and additional requirements due to dynamic effects (1) Passenger traffic
Table 39A Loading capability requirements for bridges expressed by EN Line Category –Associated Speed (1) Freight traffic
Notes:
Table 38B Loading capability requirements for geotechnical structures and earthworks(1)(2) Passenger traffic
Table 39B Loading capability requirements for geotechnical structures and earthworks Freight traffic (2)
Notes:
(*7) For local allowed speeds up to 100km/h the minimum required loading capability is D2 at the local allowed speed. For local allowed speeds exceeding 100km/h the minimum required loading capability is D2 at 100km/h." (*8) For local allowed speeds up to 200km/h the minimum required loading capability is D2 at the local allowed speed." |
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|
(48) |
Appendix F is amended as follows:
|
|
(49) |
Appendix I is replaced by the following: ‘Appendix I (not used) |
|
(50) |
Appendix K is replaced by the following: ‘Appendix K Basis of minimum requirements for structures for passenger carriages and multiple units The following mass definitions for passenger carriages and multiple units form the basis of the minimum dynamic requirements for structures and checking the compatibility of structures with passenger carriages and multiple units. Where a dynamic appraisal is required to determine the load carrying capacity of the bridge, the load carrying capacity of the bridge shall be specified and expressed in terms of the design mass under normal payload in accordance with the specification referenced in Appendix T, Index [1], taking into account the values for passenger payload in standing areas given in Table 45. Mass definitions for static compatibility are based upon the design mass under exceptional payload established in accordance with the specification referenced in Appendix T, Index [1], taking into account the specification referenced in Appendix T, Index [2]. Table 45 Passenger payload in standing areas in kg/m2 in accordance with the specification referenced in Appendix T, Index [1]
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|
(51) |
Appendix N is replaced by the following: ‘Appendix N (not used) |
|
(52) |
Appendix P is amended as follows:
|
|
(53) |
Appendix Q is replaced by the following: ‘Appendix Q (not used) |
|
(54) |
in Appendix R, point (4) is replaced by the following:
|
|
(55) |
in Appendix S, Table 48, third column is amended as follows:
|
|
(56) |
in Appendix S, a new line is inserted in alphabetical order as follows:
|
|
(57) |
Appendix T is replaced by the following: ‘Appendix T Technical specifications referenced in this TSI Table 49 Referenced standards
Table 50 Technical Documents (available on ERA website)
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(*1) Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139 I, 27.5.2019, p. 5).’;
(*2) Commission Regulation (EU) No 1302/2014 of 18 November 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, (OJ L 356 12.12.2014, p. 228).’;
(*3) Directive (EU) 2020/2184 of the European Parliament and of the Council of 16 December 2020 on the quality of water intended for human consumption (OJ L 435, 23.12.2020, p. 1).’;
(*4) Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).’;
(*5) Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the templates for ‘EC’ declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the ‘EC’ verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 42, 13.2.2019, p. 9).
(*6) Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure for demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 356, 12.12.2014, p. 520).’;
(*7) For local allowed speeds up to 100km/h the minimum required loading capability is D2 at the local allowed speed. For local allowed speeds exceeding 100km/h the minimum required loading capability is D2 at 100km/h.
(*8) For local allowed speeds up to 200km/h the minimum required loading capability is D2 at the local allowed speed.’
(1) Minimum required values of axle load to be used for checks of bridges using a dynamic appraisal, based on design mass in working order for power heads and locomotives and operational mass under normal payload for vehicles capable of carrying a payload of passengers or luggage (mass definitions in accordance with the specification referenced in Appendix T Index [1] .
(2) Minimum required values of axle load to be used for checks of infrastructure using a static loading, based on design mass under exceptional payload for vehicles capable of carrying a payload of passengers or luggage (mass definitions in accordance with the specification referenced in Appendix T Index [1] with regard of the specification referenced in Appendix T Index [2]). This axle load may be linked to limited speed.
(3) To be used for checks of infrastructure used for static loading, based on design mass in working order for power heads and locomotives and design mass under exceptional payload for other vehicles (mass definitions in accordance with the specification referenced in Appendix T Index [1] with regard of the specification referenced in Appendix T Index [2]). This axle load may be linked to limited speed.
(4) To be used for static checks of infrastructure, based on design mass in working order for power heads and locomotives and design mass under normal payload for other vehicles (mass definitions in accordance with the specification referenced in Appendix T Index [1]). This axle load may be linked to limited speed.
(5) Normal payload of the specification referenced in Appendix T, Index [1] plus an additional 160 kg/m2 for standing areas
(6) If agreed by the NSA, it is permitted to design geotechnical structures, earthworks and calculate earth pressure effects using line loads or point loads, where their load effects correspond to the Load Model 71 with factor α.
ANNEX III
The Annex to Regulation (EU) No 1300/2014 is amended as follows:
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(1) |
point 2.1.2 is replaced by the following: ‘2.1.2. Scope related to rolling stock subsystem This TSI applies to rolling stock which is in the scope of the Annex to Regulation (EU) No 1302/2014 (LOC&PAS TSI) and which is intended to carry passengers. This TSI does not apply to rolling stock intended for other purposes than the carriage of persons. Persons accompanying a freight train or riding on other rail vehicles than those intended for passengers shall be subject to conditions set up by the railway undertaking and published on its website.’; |
|
(2) |
in point 2.3, the following definition is added: ‘ “Interoperable wheelchair transportable by train” An interoperable wheelchair transportable by train is a wheelchair the characteristics of which permit the full usage of all features of rolling stock designed for wheelchair users. The characteristics of an interoperable wheelchair transportable by train are within the limits specified in Appendix M.’; |
|
(3) |
Chapter 3 is amended as follows:
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(4) |
in point 4.1(1), ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’; |
|
(5) |
in point 4.1(3), the second sentence is replaced by the following: ‘The operational requirements and responsibilities are set out in Commission Implementing Regulation (EU) 2019/773 (*2) (OPE TSI) and in point 4.4 of this TSI. (*2) Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139I 27.5.2019, p. 5).’;" |
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(6) |
in point 4.2.1, Table 3 is replaced by the following: ‘Table 3 Categories of basic parameters
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(7) |
in point 4.2.1.2, point (2) is replaced by the following:
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(8) |
in point 4.2.1.2.1, point (1) is deleted; |
|
(9) |
point 4.2.1.2.2. is replaced by the following: ‘4.2.1.2.2. Vertical circulation
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(10) |
point 4.2.1.2.3 is replaced by the following: ‘4.2.1.2.3. Route identification
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(11) |
in point 4.2.1.6, point (2) is replaced by the following:
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(12) |
point 4.2.1.8 is amended as follows:
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(13) |
in point 4.2.1.9, point (3) is replaced by the following:
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(14) |
point 4.2.1.10 is replaced by the following: ‘4.2.1.10. Visual information: signposting, pictograms, printed or dynamic information
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(15) |
in point 4.2.1.12, point (5) is deleted; |
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(16) |
in point 4.2.1.15, point (1) is replaced by the following:
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(17) |
in point 4.2.2.1.1.(1), the first and second indents are replaced by the following:
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(18) |
point 4.2.2.1.2.1 is amended as follows:
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(19) |
in point 4.2.2.1.2.2, point (1) is replaced by the following:
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(20) |
point 4.2.2.1.2.3. is replaced by the following: ‘4.2.2.1.2.3. Facing seats arrangement
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(21) |
point 4.2.2.2 is amended as follows:
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(22) |
point 4.2.2.3.2. is replaced by the following: ‘4.2.2.3.2. Exterior doors
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(23) |
point 4.2.2.4. is replaced by the following: ‘4.2.2.4. Lighting Minimum values of average illuminance in the passenger areas shall be in accordance with the specification referenced in Appendix A, Index [6]. Requirements relative to the uniformity of those values are not applicable for conformity with this TSI.’; |
|
(24) |
point 4.2.2.6. is replaced by the following: ‘4.2.2.6. Clearways
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(25) |
in point 4.2.2.7.1, points (2) and (3) are replaced by the following:
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(26) |
in point 4.2.2.7.2., point (2) is replaced by the following:
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(27) |
point 4.2.2.7.3. is replaced by the following: ‘4.2.2.7.3. Dynamic visual information
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(28) |
point 4.2.2.8 is amended as follows:
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(29) |
in point 4.2.2.9, point (5) is replaced by the following:
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(30) |
in point 4.2.2.10, point (9) is replaced by the following:
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(31) |
in point 4.2.2.11.1, point (3) is replaced by the following:
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(32) |
in point 4.2.2.11.2, point (7) is replaced by the following:
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(33) |
in point 4.2.2.12.1, the point (3) is replaced by ‘Not used.’; |
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(34) |
point 4.2.2.12.3 is replaced by the following: ‘4.2.2.12.3. On-board lift
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(35) |
in point 4.3.2, Table 11 is replaced by the following: ‘Table 11 Interface with the rolling stock subsystem
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(36) |
in point 4.4, second paragraph, the following sentence is added: ‘The following operating rules apply to the operation of the whole infrastructure and rolling stock subsystems.’; |
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(37) |
point 4.4.1 is amended as follows:
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(38) |
point 4.4.2. is replaced by the following: ‘4.4.2 Rolling Stock subsystem In light of the essential requirements in Chapter 3, the operating rules specific to the rolling stock subsystem related to accessibility for persons with disabilities and persons with reduced mobility are as follows: 4.4.2.1. General The railway undertaking shall have a written policy to ensure accessibility to passenger rolling stock at all operational times in accordance with the technical requirements of this TSI. Furthermore, the policy shall be compatible with the infrastructure manager or station manager policy (refer to point 4.4.1) as appropriate. The policy shall be implemented through the provision of adequate information to staff, procedures and training. The rolling stock policy shall include, but not be limited to, operating rules for the following situations: 4.4.2.2. Access and Reservation of Priority Seats Two possible conditions exist in connection with seats classified as ‘priority’; (i) unreserved and (ii) reserved (refer to point 4.2.2.1.2.1(2)). In case (i), the operating rules will be directed to other passengers (i.e. provision of signage) requesting them to ensure that priority is given to all persons with disabilities and persons with reduced mobility that are defined as being eligible to use such seats and that occupied priority seats are given-up as appropriate. In case (ii), operating rules shall be implemented by the railway undertaking to ensure that the ticketing reservation system is equitable with regards to persons with disabilities and persons with reduced mobility. Such rules will ensure that priority seating is initially only available for reservation by persons with disabilities and persons with reduced mobility until a given cut-off period prior to departure. After that point in time, priority seats will be made available to the entire passenger population, including persons with disabilities and persons with reduced mobility. 4.4.2.3. Carriage of Assistance Dogs Operating rules shall be made to ensure that persons with disabilities and persons with reduced mobility with an assistance dog shall not be charged extra. 4.4.2.4. Access and Reservation of Wheelchair Spaces The priority seating access and reservation rules also apply to wheelchair spaces, with only wheelchair users having priority. Additionally, operating rules shall provide for (i) unreserved or (ii) reserved accompanying persons (non-PRM) seating adjacent or facing the wheelchair space. 4.4.2.5. Access and Reservation of Universal Sleeping Compartments The priority seating reservation rules also apply to universal sleeping compartments (refer to point 4.2.2.10). However, operational rules shall prevent non-reserved occupation of universal sleeping compartments (i.e. advanced booking will always be necessary). 4.4.2.6. Train crew — exterior doors activation Operational rules shall be implemented regarding the procedure for external door activation by train crew to ensure safety of all passengers including persons with disabilities and persons with reduced mobility (refer to point 4.2.2.3.2). 4.4.2.7. Call for aid device in wheelchair space, universal toilets or wheelchair accessible sleeping accommodation Operational rules shall be implemented to ensure appropriate response and action from the staff in the event of activation of the call for aid device (refer to points 4.2.2.2, 4.2.2.5 and 4.2.2.10). Response and action need not be the same according to the origin of the call for aid. 4.4.2.8. Lighting Where every passenger seat is equipped with an individual light, it is permitted to reduce the lighting level in the unit according to the type of operation (e.g. night service, passenger comfort). The requirements of the specification referenced in Appendix A, Index [6], shall be met. 4.4.2.9. Audible safety instructions in case of emergency Operational rules shall be implemented regarding the transmission of audible safety instructions to passengers in the event of an emergency (refer to point 4.2.2.7.4). Those rules shall include the nature of the instructions and of their transmission. 4.4.2.10. Visual and audible information — Control of advertisements Details of the route or network on which the train operates shall be available (the railway undertaking shall decide the manner in which this information is provided). Advertisements shall not be combined with routing information. Note: General information about public transport services shall not be considered as advertisements for the purposes of this point. 4.4.2.11. Automatic Information Systems — Manual Correction of incorrect or misleading information Operational rules shall be implemented for the validation and ability to correct erroneous automatic information by the train crew (refer to point 4.2.2.7). 4.4.2.12. Rules for announcement of the final destination and the next stop Operational rules shall be implemented to ensure that the next stop is announced no later than 2 minutes prior to the event and that the dynamic information displays revert to show the final destination as soon as the train has stopped (refer to point 4.2.2.7). 4.4.2.13. Rules on train composition to make wheelchair boarding aid devices usable according to the arrangement of the platforms. Operational rules shall be implemented to take account of train composition variations such that the safe operational zones for wheelchair boarding aids can be determined with respect to the stopping point of trains. 4.4.2.14. Safety of Manual and Powered Wheelchair Boarding Aids Operational rules shall be implemented concerning the operation of boarding aids by train and station staff. In the case of manual devices, procedures shall ensure that minimum physical effort is required from staff. In the case of powered devices, procedures shall ensure emergency fail-safe-operation in the event of loss of power. An operational rule shall be implemented concerning the use by train or station staff of the moveable safety barrier fitted to wheelchair lifts. Operational rules shall be implemented to ensure that train and station staff is able to safely operate boarding ramps, with respect to deployment, securing, raising, lowering and stowing. 4.4.2.15. Assistance to board and alight the train Operational rules shall be implemented to ensure that staff are aware that disabled persons and persons with reduced mobility may require assistance to board and alight the train, and shall provide such assistance if required. Conditions on which assistance to persons with disabilities and persons with reduced mobility is provided are defined in Regulation (EU) 2021/782. 4.4.2.16. Platform — Wheelchair Boarding Aid Operational Zone The railway undertaking and the infrastructure manager or station manager shall define together the area on the platform where the facility is likely to be used and shall demonstrate its validity. That area shall be compatible with the existing platforms where the train is likely to stop. As a consequence, the stopping point of the train shall in some cases be adjusted in order to comply with this requirement. Operational rules shall be implemented to take account of train composition variations (refer to point 4.2.1.12) so that the stopping point of trains can be determined with respect to the boarding aid operational zones. 4.4.2.17. Emergency method to deploy moveable steps Operational rules shall be implemented for the emergency stowage or deployment of the bridging plate in the case of power failure. 4.4.2.18. Operating combinations of rolling stock compliant and non-compliant with this TSI When forming a train from a mixture of compliant and non-compliant rolling stock, operational procedures shall be implemented to ensure that a minimum of two wheelchair spaces compliant with this TSI are provided on the train. If toilets are available on the train, it shall be ensured that wheelchair users have access to a universal toilet. Under such rolling stock combinations, procedures shall be in place to ensure that visual and audible route information is available on all vehicles. It is accepted that dynamic information systems, wheelchair space, universal toilet, wheelchair accessible sleeping accommodation and call for aid devices may not be fully functional when working in such formations. 4.4.2.19. Forming trains from individual vehicles compliant with this TSI When vehicles that have been individually assessed in accordance with point 6.2.7 are formed into a train, operational procedures shall be in place to ensure that the complete train complies with point 4.2 of this TSI. 4.4.2.20. Providing services on-board trains When a service is provided to passengers in a specific area of a train that cannot be accessed by wheelchair users, operational means shall be in place to ensure that:
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(39) |
point 4.4.3 is replaced by the following: ‘4.4.3. Provision of boarding aids and provision of assistance The infrastructure manager or station manager and railway undertaking shall agree the provision and management of the boarding aids as well as the provision of assistance and alternative transport in line with Regulation (EU) 2021/782in order to establish which party is responsible for the operation of boarding aids and alternative transport. The infrastructure manager (or station manager(s)) and railway undertaking shall ensure that the division of responsibilities they agree is the most viable overall solution. Such agreements shall take into consideration the area of use of boarding aids referred to in points 5.3.1.2, 5.3.1.3, 5.3.2.9 and 5.3.2.10. Such agreements shall define:
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|
(40) |
point 4.8 is deleted; |
|
(41) |
point 5.1 is deleted; |
|
(42) |
in point 5.3, introductory paragraph, ‘Directive 2008/57/EC’ is replaced by ‘Directive (EU) 2016/797’; |
|
(43) |
point 5.3.1.1. is deleted; |
|
(44) |
point 5.3.1.2 is amended as follows:
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|
(45) |
in point 5.3.1.3, point (6) is replaced by the following:
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|
(46) |
in point 5.3.2.2., the following points (7) to (9) are added:
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|
(47) |
in point 5.3.2.6, point (1) is replaced by the following:
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|
(48) |
point 5.3.2.7 is deleted; |
|
(49) |
point 5.3.2.8 is amended as follows:
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|
(50) |
in point 5.3.2.9, point (1) is replaced by the following:
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|
(51) |
point 6.1.1 is replaced by the following: ‘6.1.1. Conformity assessment An EC declaration of conformity or suitability for use, in accordance with Article 9(2) and Article 10(1) of Directive (EU) 2016/797, shall be drawn up by the manufacturer or his authorised representative established in the Union before placing an interoperability constituent on the market. The conformity assessment of an interoperability constituent shall be in accordance with the prescribed module(s) of that particular constituent specified in point 6.1.2 of this TSI.’; |
|
(52) |
in point 6.1.2, Table 15 is replaced by the following: ‘Table 15 Combination of modules for EC certification of conformity of interoperability constituents
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(53) |
point 6.2.1 is replaced by the following: ‘6.2.1 EC verification (general) The EC verification procedures to be applied to the subsystems are described in Article 15 of Directive (EU) 2016/797 and Annex IV to that Directive. The EC verification procedure shall be performed in accordance with the prescribed modules(s) specified in point 6.2.2 of this TSI. For the infrastructure subsystem, if the applicant demonstrates that tests or assessments of a subsystem or parts of a subsystem are the same or have been successful for previous applications of a design, the notified body shall consider the results of those tests and assessments for the EC verification. For the infrastructure subsystem, the objective of inspection by a notified body is to ensure that the requirements of the TSI are fulfilled. The inspection is performed as a visual examination; in case of doubt, for the values verification, the notified body can ask the applicant to perform measurements. In case different methods are possible (e.g. for contrast), the measurement method shall be the one used by the applicant. The approval process and the contents of the assessment shall be agreed between the applicant and a notified body in accordance with the requirements set out in this TSI.’; |
|
(54) |
the following point 6.2.3.3. is added: ‘6.2.3.3. Assessment of contrast for the rolling stock subsystem Assessment of contrast for the rolling stock subsystem shall be performed in accordance with the specification referenced in Appendix A, Index [18].’; |
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(55) |
points 6.2.5 and 6.2.6 are replaced by the following: ‘6.2.5. Assessment of maintenance In accordance with Article 15(4) of Directive (EU) 2016/797, the applicant shall be responsible for compiling the technical file, containing the documentation requested for operation and maintenance. The notified body shall verify only that the documentation requested for operation and maintenance, as defined in point 4.5 of this TSI, is provided. The notified body is not required to verify the information contained in the documentation provided. 6.2.6. Assessment of operational rules In conformity with Articles 10 and 12 of Directive (EU) 2016/798, railway undertakings and infrastructure managers must demonstrate compliance with the operational requirements of this TSI within their safety management system when applying for any new or amended safety certificate or safety authorisation.’; |
|
(56) |
in point 6.2.7, the third paragraph is replaced by the following: ‘After such a unit has received the authorisation to be placed on the market, it is the responsibility of the railway undertaking to make sure, when forming the train with other compatible vehicles, that point 4.2 of this TSI is complied with at train level, in accordance with the rules defined in point 4.2.2.5 of the OPE TSI (train composition).’; |
|
(57) |
points 7.1.1 and 7.1.2 are replaced by the following: ‘7.1.1. New Infrastructure This TSI is applicable to all new stations in its scope. It is not mandatory to apply this TSI to new stations which have already been granted a building permit or which are subject to a contract for major construction works that is either already signed or in the final phase of a tendering procedure at the date of application of this TSI. However, an earlier version of this TSI must be applied within its defined scope. The consistence of applicable requirements of partial application of different versions of this TSI to particular sections of the station must be justified by the applicant certified by the notified body. Where stations which were closed for a long time to passenger service are put in service again, this may be treated as renewal or upgrade in accordance with point 7.2. In all cases of construction of a new station, the station manager or planning entity shall organise a consultation of the entities in charge of the management of the neighbourhood, in order to enable as far as possible the accessibility requirements to be met not only in the station, but also for the access to the station. In the case of multimodal stations, other transport authorities shall be consulted for access to and from the railway and to and from other modes of transport. 7.1.2. New Rolling Stock
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(58) |
in point 7.2.1.1.1, the third paragraph is replaced by the following: ‘The specifications referenced in Appendix A, Indexes [21] and [22] shall apply for the formatting and exchange of accessibility data’; |
|
(59) |
in point 7.2.1.1.3, the last sentence is deleted; |
|
(60) |
point 7.2.3. is replaced by the following: ‘7.2.3. Application of this TSI to rolling stock in operation or to an existing rolling stock type.
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|
(61) |
point 7.3.2.6 is amended as follows:
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(62) |
the following points 7.3.2.7 and 7.3.2.8 are added: ‘7.3.2.7. Provision of boarding aids and provision of assistance (point 4.4.3) Specific Case Spain ‘P’ In the Spanish network, it is possible to operate trains with a design gauge narrower than the structure gauge considered for the installation of platforms (see Note). That situation might cause a wider horizontal gap between train and platform. Therefore, the railway undertaking and the infrastructure manager or station manager involved shall perform a shared risk management, in the following cases:
7.3.2.8. Obstacle free route identification (point 4.2.1.2.3) Specific Case France ‘T’ Tactile and contrasted walking surface indicators may be omitted in small stations for the provision of information on the obstacle-free route when remotely controlled audible beacons are provided.’; |
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(63) |
Appendix A is replaced by the following: ‘Appendix A Standards or Normative Documents Referred to in this TSI
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(64) |
Appendix C is replaced by: ‘Appendix C (not used) |
|
(65) |
in Appendix D, Table D.1 is amended as follows:
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(66) |
in Appendix E, Tables E.1 and E.2 are replaced by the following: ‘Table E.1 Assessment of the infrastructure subsystem (constructed and supplied as single entity)
Table E.2 Assessment of the rolling stock subsystem (constructed and supplied as serial products)
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(67) |
Appendix F is replaced by the following: ‘Appendix F Renewal or upgrade of rolling stock Where parts of a rolling stock are renewed or upgraded, they shall comply with the requirements of this TSI; compliance with the content of this TSI is not mandatory in the following cases: Structures Compliance is not mandatory if the work would require structural alterations to door portals (interior or external), underframes, collision pillars, vehicle bodies, vehicle over-ride protection, or more generally if the work would necessitate re-validation of the vehicle structural integrity. Seats Compliance with point 4.2.2.1 with regard to seat back grab handles is only mandatory if the seat structures are renewed or upgraded within an entire vehicle. Compliance with point 4.2.2.1.2 with regard to the dimensions of priority seats and their surroundings is only mandatory if the seating layout is altered within an entire train and this can be achieved without reducing the existing capacity of the train. In that case, the maximum number of priority seats shall be provided. Compliance with requirements regarding headroom above priority seating is not mandatory if the limiting factor is a luggage rack that is not being structurally altered during the renewal or upgrading work. Wheelchair spaces The provision of wheelchair spaces is only required when the seating layout is altered within a complete train formation. However, if the entrance doorway, or clearways, cannot be modified to enable wheelchair access, a wheelchair space does not need to be provided if the seating layout is altered. Wheelchair spaces created in an existing rolling stock may be arranged in accordance with the specification referenced in Appendix A, Index [16]. The provision of call for aid devices at the wheelchair positions is not mandatory if the vehicle does not have an electrical communications system that can be adapted to include such a device. The provision of a transfer seat is only mandatory when it does not require modifying the layout of an existing wheelchair space. Exterior doors Compliance with requirements to define the interior position of external doorways by contrast at floor level is only mandatory when the floor covering is renewed or upgraded. Compliance with requirements to provide door opening and closing signals is only mandatory when the door control system is renewed or upgraded. Full compliance with requirements regarding the position and illumination of door controls is only mandatory when the door control system is renewed or upgraded and when the controls can be re-positioned without alteration to the vehicle structure or door. However, in such an event, the renewed or upgraded controls shall be installed as close as possible to the compliant position. Interior doors Compliance with the requirements for door control operation operating forces and positioning is only mandatory if the door and door mechanism and/or control is being upgraded or renewed. Lighting Compliance with the requirement is not required if it can be established that there is insufficient capacity in the electrical system to support additional load, or that such lighting cannot locally be accommodated without structural alterations (doorways etc.). Toilets Provision of a fully compliant universal toilet is only mandatory when existing toilets are being completely renewed or upgraded and a wheelchair space is provided, and a compliant universal toilet can be accommodated without structural alteration to the vehicle body. The provision of call for aid devices in the universal toilet is not mandatory if the vehicle does not have an electrical communications system that can be adapted to include such a device. Clearways Compliance with the requirements of point 4.2.2.6 is only mandatory if the seating layout is altered within an entire vehicle and a wheelchair space is being provided. Compliance with the requirements for clearways between connecting vehicles is only mandatory if the gangway is being renewed or upgraded. Information Compliance with the requirements of point 4.2.2.7 in respect of route information is not mandatory at renewal or upgrade. However, where an automated route information system is installed as part of a renewal or upgrade programme, it shall comply with the requirements of that point. Compliance with the other parts of point 4.2.2.7 shall be mandatory whenever signage or interior finishes are renewed or upgraded. Height Changes Compliance with the requirements of point 4.2.2.8 is not mandatory at renewal or upgrade. However, a contrasting warning band on step nosings shall be provided when tread surface materials are renewed or upgraded. Handrails Compliance with the requirements of point 4.2.2.9 is only mandatory where existing handrails are being renewed or upgraded. Wheelchair accessible sleeping accommodation Compliance with the requirement to provide wheelchair accessible sleeping accommodation is only mandatory when existing sleeping accommodation is being renewed or upgraded. The provision of call for aid devices in the wheelchair accessible sleeping accommodation is not mandatory if the vehicle does not have an electrical communications system that can be adapted to include such a device. Step positions, steps and boarding aids Compliance with the requirements of points 4.2.2.11 and 4.2.2.12 is not mandatory at renewal or upgrade. However, if moveable steps or other integral boarding aids are fitted, they shall comply with the relevant provisions of those points. However, if a wheelchair space in accordance with point 4.2.2.3 is created at renewal or upgrade, then it shall be mandatory to provide some form of boarding aid in accordance with point 4.4.3. |
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(68) |
Appendix G is replaced by the following: ‘Appendix G Passenger external doors audible signals G.1. Definitions The following terms are used in this Appendix:
G.2 Door opening and closing signals G.2.1 Door opening signal
G.2.2 Door closing signal
G.3. Door finding signals The door finding signal can be a single tone signal (in accordance with point G.3.1) or a dual tone signal (in accordance with point G.3.2). Both signal types shall be equally accepted in all Member States. G.3.1 Single Tone Signal
G.3.2 Dual Tone Signal
G.4. Measuring Positions The microphone position for the measurements of audible door signals shall be in accordance with the specification referenced in Appendix A, Index [20]. The specification shall also be used for the microphone position of the door finding signal despite the scope of the specification excluding the door finding signal. Measurements to demonstrate compliance shall be carried out at three door locations on a train. The door shall be fully open for the close test and fully closed for the open test. |
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(69) |
Appendixes H, I, J, K and L are deleted; |
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(70) |
Appendix M is replaced by the following: ‘Appendix M Interoperable wheelchair transportable by train M.1 SCOPE This Appendix identifies the maximum engineering limits for an interoperable wheelchair transportable by train. Those limits are used for designing and assessing the rolling stock (architecture, structure, layout) and its components (access doors, internal doors, seats, toilets etc.). When the characteristics of a wheelchair exceed those limits, the conditions of use of the rolling stock might be degraded for the user (for instance no access to the wheelchair areas). Exceeding some limits may prevent the user to access the rolling stock. Those limits are defined by each railway undertaking as specified in the point 4.2.6.1 of the Annex to Regulation (EU) No 454/2011. M.2 CHARACTERISTICS The values considered as engineering limits are:
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(71) |
Appendix N is amended as follows:
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(72) |
the following Appendix P is added: ‘Appendix P Changes of requirements and transition regimes For other TSI points than these listed in Table P.1 and Table P.2, compliance with the ‘previous TSI’ (i.e. this Regulation as amended by Commission Implementing Regulation (EU) 2019/772 (*5)) imply compliance with this TSI applicable from 28 September 2023. Changes with a generic transition regime of 7 years For TSI points listed in Table P.1, compliance with the previous TSI does not imply compliance with the version of this TSI applicable from 28 September 2023. Projects already in design phase on 28 September 2023, shall comply with the requirement of this TSI from 28 September 2030. Projects in production phase and rolling stock in operation are not affected by the TSI requirements listed in Table P.1. Table P.1 Transition regime of 7 years
Changes with a specific transition regime: For TSI points listed in Table P.2, compliance with the previous TSI does not imply compliance with this TSI applicable from 28 September 2023. Projects already in design phase on 28 September 2023, projects in production phase, and rolling stock in operation shall comply with the requirement of this TSI in accordance with the respective transition regime set out in Table P.2 from 28 September 2023. Table P.2 Specific transition regime
(*5) Commission Implementing Regulation (EU) 2019/772 of 16 May 2019 amending Regulation (EU) No 1300/2014 as regards inventory of assets with a view to identifying barriers to accessibility, providing information to users and monitoring and evaluating progress on accessibility (OJ L 139I, 27.5.2019, p. 1)." |
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(*1) Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).’;
(*2) Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139I 27.5.2019, p. 5).’;
(*3) Regulation (EU) 2021/782 of the European Parliament and of the Council of 29 April 2021 on rail passengers’ rights and obligations (recast) (OJ L 172, 17.5.2021, p. 1).’;
(*4) Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European Union (OJ L 356, 12.12.2014, p. 1).’;
(*5) Commission Implementing Regulation (EU) 2019/772 of 16 May 2019 amending Regulation (EU) No 1300/2014 as regards inventory of assets with a view to identifying barriers to accessibility, providing information to users and monitoring and evaluating progress on accessibility (OJ L 139I, 27.5.2019, p. 1).’
(1) Modules CA1, CA2 or CH may be used only in the case of products manufactured in accordance with a design developed and already used to place products on the market before the application of relevant TSIs applicable to those products, provided that the manufacturer demonstrates to the notified body that design review and type examination were performed for previous applications under comparable conditions, and are in conformity with the requirements of this TSI; this demonstration shall be documented, and is considered as providing the same level of proof as module CB or design examination in accordance with module CH1.’
ANNEX IV
The Annex to Regulation (EU) No 1301/2014 is amended as follows:
|
(1) |
in point 2.1(2), point (a) is replaced by the following:
|
|
(2) |
point 2.1.1 is replaced by the following: ‘2.1.1. Traction power supply
|
|
(3) |
in point 2.1.2, point (1) is replaced by the following:
|
|
(4) |
in Chapter 3, the Table, rows 4.2.4 and 4.2.5 are replaced by the following:
|
|
(5) |
point 4.2.1 is replaced by the following:
|
|
(6) |
point 4.2.2.1 is replaced by the following: ‘4.2.2.1. Traction power supply system:
|
|
(7) |
point 4.2.3 is replaced by the following: ‘4.2.3. Voltage and frequency The nominal voltage and nominal frequency of the traction power supply system shall be one of the four systems:
For new lines with speed greater than 250 km/h, implementation rules are specified in point 7.1.1.’; |
|
(8) |
point 4.2.4 is replaced by the following: ‘4.2.4. Traction power supply system performance For newly built subsystems, or in the case the traction power supply system is changed (e.g. migration from DC to AC), the quality index for the subsystem shall comply with the specification referenced in Appendix E, Index [1] in order to enable trains to meet the design timetable.’; |
|
(9) |
point 4.2.5 is replaced by the following: ‘4.2.5. Current at standstill The OCL shall be designed to sustain at least the values of current at standstill per pantograph, in accordance with the specification referenced in Appendix E, Index [2].’; |
|
(10) |
in point 4.2.6, point (1) is replaced by the following:
|
|
(11) |
point 4.2.7 is replaced by the following: ‘4.2.7. Electrical protection coordination arrangements Electrical protection coordination design of the energy subsystem shall comply with the requirements detailed in the specification referenced in Appendix E, Index [1].’; |
|
(12) |
in point 4.2.8, point (2) is replaced by the following:
|
|
(13) |
point 4.2.9 is amended as follows:
|
|
(14) |
in point 4.2.9.1, points (1), (2) and (3) are replaced by the following:
|
|
(15) |
point 4.2.9.2 is amended as follows:
|
|
(16) |
point 4.2.10 is replaced by the following: ‘4.2.10. Pantograph gauge
|
|
(17) |
in point 4.2.11, points (2) and (3) are replaced by the following:
|
|
(18) |
in point 4.2.12, points (2) and (3) are replaced by the following:
|
|
(19) |
point 4.2.13 is replaced by the following: ‘4.2.13. Pantograph spacing for overhead contact line design The overhead contact line shall be designed for trains with two pantographs operating simultaneously. The design spacing of the two pantograph heads, centre line to centre line, shall be equal or lower than values set out in the specification referenced in Appendix E, Index [2].’; |
|
(20) |
in point 4.2.14, point (3) is replaced by the following:
|
|
(21) |
point 4.2.15 is replaced by the following: ‘4.2.15. Phase separation sections 4.2.15.1. General
4.2.15.2. Lines with speed v ≥ 250 km/h Two types of design of phase separation sections may be adopted:
4.2.15.3. Lines with speed v < 250 km/h The design of separation sections shall normally adopt solutions as described in the specification referenced in Appendix E, Index [2]. Where an alternative solution is proposed, it shall be demonstrated that the alternative is at least as reliable.’; |
|
(22) |
point 4.2.16.1 is amended as follows:
|
|
(23) |
point 4.2.16.2 is amended as follows:
|
|
(24) |
in point 4.2.16.3, point (2) is replaced by the following:
|
|
(25) |
in point 4.2.17, points (2) and (3) are replaced by the following:
|
|
(26) |
point 4.2.18 is replaced by the following: ‘4.2.18. Protective provisions against electric shock Electrical safety of the overhead contact line system and protection against electric shock shall be achieved by compliance with the specification referenced in Appendix E, Index [4] and, regarding AC voltage limits for the safety of persons and DC voltage limits, by compliance with the specification referenced in Appendix E, Index [4].’; |
|
(27) |
in point 4.3.2, the table is amended as follows:
|
|
(28) |
in point 4.3.4, points (2) and (3) are replaced by the following:
|
|
(29) |
in point 4.3.5, the table, the first row is replaced by the following:
|
|
(30) |
point 5.2.1.6 is replaced by the following: ‘5.2.1.6. Current at standstill The overhead contact line shall be designed for the requirements set out in point 4.2.5.’; |
|
(31) |
point 6.1.4.1 is amended as follows:
|
|
(32) |
point 6.1.4.2 is replaced by the following: ‘6.1.4.2. Assessment of current at standstill (DC systems only) The conformity assessment for DC systems shall be carried out in accordance with the specification referenced in Appendix E, Index [2].’; |
|
(33) |
in point 6.1.5, the introductory phrase is replaced by the following: ‘In accordance with Article 9(2) of Directive (EU) 2016/797, the EC declaration of conformity shall be accompanied by statement setting out the condition of use:’; |
|
(34) |
point 6.2.4.1 is replaced by the following: ‘6.2.4.1. Assessment of voltage and frequency
|
|
(35) |
the following point 6.2.4.1a is inserted: ‘6.2.4.1a. Assessment of traction power supply performance
|
|
(36) |
point 6.2.4.2 is replaced by the following: ‘6.2.4.2. Assessment of regenerative braking
|
|
(37) |
points 6.2.4.3 and 6.2.4.4 are replaced by the following: ‘6.2.4.3. Assessment of electrical protection coordination arrangements The assessment shall be demonstrated for design and operation of substations in accordance with the specification referenced in Appendix E, Index [1]. 6.2.4.4. Assessment of harmonics and dynamic effects for AC traction power supply systems
|
|
(38) |
in point 6.2.4.5, point (2) is replaced by the following:
|
|
(39) |
in point 6.3.1(1), the introductory phrase is replaced by the following: ‘Until the list of interoperability constituents listed in Chapter 5 of this TSI is revised, a notified body is allowed to issue an EC certificate of verification for a subsystem, even if some of the interoperability constituents incorporated within the subsystem are not covered by the relevant EC declarations of conformity and/or suitability for use according to this TSI, if the following criteria are complied with:’; |
|
(40) |
in Chapter 7, the first paragraph is deleted; |
|
(41) |
points 7.1 to 7.3 are replaced by the following: ‘7.1. National implementation plan
7.1.1. Implementation rules for voltage and frequency New lines with speed greater than 250 km/h shall be supplied with one of the AC systems listed in point 4.2.3 (a) and (b). 7.1.2. Implementation rules for OCL geometry 7.1.2.1. Implementation rules for 1 435 mm track gauge system The OCL shall be designed taking into account the following rules:
7.1.2.2. Track gauge systems different than 1 435 mm The OCL shall be designed for use by at least one of the pantographs with the head geometry specified in point 4.2.8.2.9.2 of the LOC & PAS TSI. 7.2. Application of this TSI to a new energy subsystem
7.3. Application of this TSI to an existing energy subsystem 7.3.1. Performance criteria of the subsystem In addition to the cases referred to in point 7.2.(3), ‘upgrading’ is a major modification work of an existing energy subsystem resulting in an increase of the line speed of more than 30km/h. 7.3.2. Application of the TSI The conformity with this TSI is mandatory for a subsystem or part(s) of it which are upgraded or renewed. Due to the characteristics of the inherited railway system, compliance of existing energy subsystem with this TSI may be achieved through a gradual improvement of interoperability:
7.3.3. Existing lines that are not subject to a renewal or upgrading project Where an infrastructure manager wishes to demonstrate the level of compliance of an existing line with the basic parameters of this TSI, it shall apply the procedure described in in Commission Recommendation 2014/881/EU (*3). 7.3.4 Route compatibility checks before the use of authorised vehicles The ‘route compatibility check’ procedure to be applied and the parameters of the energy subsystem to be used are laid down in point 4.2.2.5 and Appendix D.1 of the TSI OPE. (*1) Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the templates for ‘EC’ declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the ‘EC’ verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 42, 13.2.2019, p. 9)." (*2) Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44)." (*3) Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure for demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 356, 12.12.2014, p. 520).’;" |
|
(42) |
point 7.4.1 is amended as follows:
|
|
(43) |
point 7.4.2.2.1 is replaced by the following:
|
|
(44) |
point 7.4.2.6 is replaced by the following:
|
|
(45) |
point 7.4.2.7.1 is replaced by the following:
|
|
(46) |
point 7.4.2.8 is replaced by the following:
|
|
(47) |
point 7.4.2.9 is replaced by the following:
|
|
(48) |
in Appendix A, Table A.1, row ‘Current at standstill — 5.2.1.6’, fourth column, ‘X’ is replaced by ‘X (only for DC systems)’; |
|
(49) |
in Appendix B, Table B.1, first column, the second and third rows are replaced by the following:
|
|
(50) |
Appendix C is replaced by the following: ‘Appendix C (not used) |
|
(51) |
Appendix D is amended as follows:
|
|
(52) |
Appendix E is replaced by the following: ‘Appendix E List of referenced standards
|
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|
(53) |
in Appendix G, Table G.1, the rows ‘Mean useful voltage train’ and ‘Mean useful voltage zone’ are deleted. |
(*1) Commission Implementing Regulation (EU) 2019/250 of 12 February 2019 on the templates for ‘EC’ declarations and certificates for railway interoperability constituents and subsystems, on the model of declaration of conformity to an authorised railway vehicle type and on the ‘EC’ verification procedures for subsystems in accordance with Directive (EU) 2016/797 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 201/2011 (OJ L 42, 13.2.2019, p. 9).
(*2) Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).
(*3) Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure for demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 356, 12.12.2014, p. 520).’;’
(1) Taking into account tolerances and uplift in accordance with the specification referenced in Appendix E, Index [3], the maximum contact wire height shall not be greater than 6 500 mm.
ANNEX V
The Annex to Regulation (EU) No 1302/2014 is amended as follows:
|
(1) |
Unless indicated otherwise in points (2) to (165), the term ‘clause’ or ‘Clause’ is replaced by the term ‘point’; |
|
(2) |
point 1 is replaced by the following: ‘1. INTRODUCTION A Technical Specification for Interoperability (TSI) is a specification that covers a subsystem, or part thereof, as defined in Article 2(11) of Directive (EU) 2016/797 of the European Parliament and of the Council (*1). (*1) Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).’;" |
|
(3) |
point 1.2 is replaced by the following: ‘1.2. Geographical scope This TSI applies to the Union rail system.’; |
|
(4) |
point 1.3 is replaced by the following: ‘1.3. Content of the TSI In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI covers the ‘rolling stock - Locomotives and passenger rolling stock’ subsystem.’; |
|
(5) |
point 2.1 is replaced as follows: ‘2.1. The rolling stock subsystem as part of the Union's rail system The Union's rail system has been broken down into subsystems as set out in Annex II to Directive (EU) 2016/797. The Locomotives and passenger rolling stock subsystem has interfaces with other subsystems of the Union rail system. Those interfaces are considered within the frame of an integrated system, compliant with all the relevant TSIs. In addition to the rolling stock subsystem, other TSIs describe specific aspects of the railway system and concern several subsystems. The requirements concerning the rolling stock subsystem expressed in the Commission Regulation (EU) No 1300/2014 (*2) (‘TSI PRM’) and the Commission Regulation (EU) No 1304/2014 (*3) (‘TSI NOI’) are not repeated in this TSI. They apply to “Locomotives and passenger rolling stock” subsystem in accordance with their respective scope and implementation rules. (*2) Commission Regulation (EU) No 1300/2014 of 18 November 2014 on the technical specifications for interoperability relating to accessibility of the Union's rail system for persons with disabilities and persons with reduced mobility Text with EEA relevance (OJ L 356, 12.12.2014, p. 110)." (*3) Commission Regulation (EU) No 1304/2014 of 26 November 2014 on the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ amending Decision 2008/232/EC and repealing Decision 2011/229/EU Text with EEA relevance (OJ L 356, 12.12.2014, p. 421).’;" |
|
(6) |
in point 2.2.1, point (g) is replaced by the following:
|
|
(7) |
in point 2.2.2.(A)(2) the title is replaced by the following: ‘Self-propelling thermal or electric trainsets’; |
|
(8) |
in point 2.2.2., points (B) and (C) are replaced by the following:
(*4) Commission Regulation (EU) No 321/2013 of 13 March 2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system in the European Union and repealing Decision 2006/861/EC (OJ L 104, 12.4.2013, p. 1)." (*5) Commission Implementing Decision (EU) 2018/1614 of 25 October 2018 laying down specifications for the vehicle registers referred to in Article 47 of Directive (EU) 2016/797 of the European Parliament and of the Council and amending and repealing Commission Decision 2007/756/EC, C/2018/6929 (OJ L 268, 26.10.2018, p. 53).’;" |
|
(9) |
letters (B) and (C) point 2.3.1 are replaced by the following:
|
|
(10) |
point 3.1 is replaced by the following: ‘3.1. Elements of the rolling stock subsystem corresponding to the essential requirements The following table indicates the essential requirements, as set out and numbered in Annex III of Directive (EU) 2016/797, taken into account by the specifications set out in Chapter 4. Rolling stock elements corresponding to essential requirements
|
|
(11) |
point 3.2 is replaced by the following: ‘3.2. Essential requirements not covered by this TSI Some of the essential requirements classified as “general requirements” or “requirements specific to each subsystem” in Annex III to Directive (EU) 2016/797 that have an impact on the rolling stock subsystem are covered in a limited way by the scope of this TSI.’; |
|
(12) |
in point 4.1.1, point (4) is replaced by the following:
|
|
(13) |
in point 4.1.3, point (3), the last two indents are replaced by:
|
|
(14) |
point 4.2.1.2 is replaced by the following: ‘4.2.1.2. Open points Open points in accordance with Article 4(6) of Directive (EU) 2016/797 are listed in Appendix I.’; |
|
(15) |
in point 4.2.2.2.3, point (b), point (b-2), points (1) and (2) are replaced by the following:
|
|
(16) |
In point 4.2.2.2.4, point(3)(a), the second indent is replaced by the following:
|
|
(17) |
point 4.2.2.2.5 (2) is replaced as follows: ‘To comply with this requirement, units fitted with manual coupling systems of UIC type as per point 4.2.2.2.3(b) shall comply with the following requirements (the ‘Bern rectangle’):
There shall be a handrail under each buffer. The handrails shall withstand a force of 1,5 kN.’; |
|
(18) |
point 4.2.2.4, points (3), (4) and (5) are replaced by the following:
|
|
(19) |
point 4.2.2.5. is replaced by the following: ‘4.2.2.5. Passive safety
|
|
(20) |
in point 4.2.2.6, points (7), (8) and (9) are replaced by the following:
|
|
(21) |
in point 4.2.2.7.(3), ‘index 12’ is replaced by ‘index [1]’; |
|
(22) |
point 4.2.2.10 is amended as follows:
|
|
(23) |
point 4.2.3.1 is replaced by the following: ‘4.2.3.1. Gauging
(*6) Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘energy’ subsystem of the rail system in the Union (OJ L 356, 12.12.2014, p. 179).’;" |
|
(24) |
point 4.2.3.2.1 is replaced by the following: ‘4.2.3.2.1. Axle load parameter
(*7) Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European Union (OJ L 356, 12.12.2014, p. 1)." (*8) Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision (OJ L 139I , 27.5.2019, p. 5).’;" |
|
(25) |
point 4.2.3.3.1 is replaced by the following: ‘4.2.3.3.1. ‘Rolling Stock characteristics for the compatibility with train detection systems
(*9) Commission Implementing Regulation (EU) 2023/1695 of 10 August 2023 on the technical specification for interoperability relating to the control-command and signalling subsystems of the rail system in the European Union and repealing Regulation (EU) 2016/919 (JO L 222, 8.9.2023, p. 380).’;" |
|
(26) |
point 4.2.3.3.1.1 is replaced by the following: ‘4.2.3.3.1.1. Rolling stock characteristics for compatibility with train detection system based on track circuits The specification referenced in Appendix J-2 index [A] specifies the characteristics relative to:
|
|
(27) |
point 4.2.3.3.1.2 is replaced by the following: ‘4.2.3.3.1.2. Rolling stock characteristics for compatibility with train detection system based on axle counters The specification referenced in Appendix J-2 index [A] specifies the characteristics relative to:
|
|
(28) |
point 4.2.3.3.1.3 is replaced by the following: ‘4.2.3.3.1.3. Rolling stock characteristics for compatibility with loop equipment The specification referenced in Appendix J-2 index [A] specifies the characteristics relative to:
|
|
(29) |
in point 4.2.3.3.2.1, points (3) and (4) are replaced by the following:
|
|
(30) |
in point 4.2.3.3.2.2, in points (1) and (2a), ‘index 15’ is replaced by ‘index [8].’; |
|
(31) |
in point 4.2.3.4.1, the second paragraph is replaced by the following: ‘This conformity assessment procedure is applicable for axle loads in the range of those mentioned in the point 4.2.1 of TSI INF and in the specification referenced in Appendix J-1, index [9].’; |
|
(32) |
point 4.2.3.4.2 is amended as follows:
|
|
(33) |
in point 4.2.3.4.2.1 (1) ‘index 17’ is replaced by ‘index [9]’; |
|
(34) |
in point 4.2.3.4.2.2. (1) ‘index 19’ is replaced by ‘index [9]’; |
|
(35) |
in point 4.2.3.4.3.2, point (1) is replaced by the following:
|
|
(36) |
in points 4.2.3.5.1 (1) and (3) ‘index 20’ is replaced by ‘index [11]’; |
|
(37) |
in point 4.2.3.5.1 (2) ‘index 21’ is replaced by ‘index [1]’; |
|
(38) |
in point 4.2.3.5.2.1, point (3) is replaced by the following:
|
|
(39) |
in point 4.2.3.5.2.1, in Table 1, ‘Back to back’ is replaced by ‘Back-to-back’; |
|
(40) |
point 4.2.3.7 is replaced by the following: ‘4.2.3.7. Life guards
|
|
(41) |
point 4.2.4.3 is replaced by the following: ‘4.2.4.3. Type of brake system
|
|
(42) |
point 4.2.4.4.1 (3) is replaced by the following:
|
|
(43) |
in Point 4.2.4.4.2 the following point (5) is added:
|
|
(44) |
in point 4.2.4.4.4 the following points (4) and (5) are added after the note in point (3):
|
|
(45) |
in point 4.2.4.5.1, points (1) and (2) are replaced by the following:
Each calculation shall be performed for wheel diameters corresponding to new, half-worn and worn wheels, and shall include the calculation of the required wheel/rail adhesion level (see point 4.2.4.6.1).
|
|
(46) |
point 4.2.4.5.2 is replaced as follows: ‘4.2.4.5.2. Emergency braking Response time:
Calculation of the deceleration:
|
|
(47) |
in point 4.2.4.5.3 points (1) and (2) are replaced by the following:
|
|
(48) |
in point 4.2.4.5.5 point (3) ‘index 29’ is replaced by ‘index [13]’; |
|
(49) |
point 4.2.4.6.1 is replaced by the following: ‘4.2.4.6.1. Limit of wheel rail adhesion profile
|
|
(50) |
point 4.2.4.6.2 is replaced by the following: ‘4.2.4.6.2. Wheel Slide Protection (WSP) system
|
|
(51) |
point 4.2.4.7 is replaced by the following: ‘4.2.4.7. Dynamic brake — Braking system linked to traction system Where the braking performance of the dynamic brake or of braking system linked to the traction system is included in the performance of the emergency braking in normal mode defined in point 4.2.4.5.2, the dynamic brake or the braking system linked to traction:
This safety analysis shall be considered in the safety analysis required by the safety requirement N° 3 set out in point 4.2.4.2.2 for the emergency brake function. For electric units, in case the presence on-board the unit of the voltage delivered by the external power supply is a condition for the dynamic brake application, the safety analysis shall cover failures leading to absence on-board the unit of that voltage. In case the hazard above is not controlled at the level of the rolling stock (failure of the external power supply system), the braking performance of the dynamic brake or of braking system linked to the traction system shall not be included in the performance of the emergency braking in normal mode defined in point 4.2.4.5.2.’; |
|
(52) |
point 4.2.4.8.1 is replaced by the following: ‘4.2.4.8.1. General
|
|
(53) |
point 4.2.4.8.2 is replaced by the following: ‘4.2.4.8.2. Magnetic track brake
|
|
(54) |
point 4.2.4.8.3 is replaced by the following: ‘4.2.4.8.3. Eddy current track brake
|
|
(55) |
point 4.2.4.9 is amended as follows:
|
|
(56) |
in point 4.2.4.10, points (4) and (5) are replaced by the following:
|
|
(57) |
point 4.2.5.1 is replaced by the following: ‘4.2.5.1. Sanitary systems
(*10) Directive (EU) 2020/2184 of the European Parliament and of the Council of 16 December 2020 on the quality of water intended for human consumption (OJ L 435, 23.12.2020, p. 1)." (*11) Directive 2006/7/EC of the European Parliament and of the Council of 15 February 2006 concerning the management of bathing water quality and repealing Directive 76/160/EEC (OJ L 64, 4.3.2006, p. 37)." (*12) Directive 2006/11/EC of the European Parliament and of the Council of 15 February 2006 on pollution caused by certain dangerous substances discharged into the aquatic environment of the Community (OJ L 64, 4.3.2006, p. 52).’;" |
|
(58) |
point 4.2.5.2 (5) is replaced by the following:
|
|
(59) |
in point 4.2.5.3.2 point (4a) is inserted as follows:
|
|
(60) |
point 4.2.5.4 is amended as follows:
|
|
(61) |
in point 4.2.5.5.3, points (4) and (5) are replaced by the following:
|
|
(62) |
in point 4.2.5.5.6, point (2) is replaced by the following:
|
|
(63) |
in point 4.2.5.5.9.(6) ‘index 33’ is replaced by ‘index [17]’; |
|
(64) |
in point 4.2.6.1.1 (1), ‘index 34’ is replaced by ‘index [18]’; |
|
(65) |
in point 4.2.6.1.2 (1), ‘index 35’ is replaced by ‘index [18]’; |
|
(66) |
in point 4.2.6.1.2.(4), the first two paragraphs of the first indent are replaced by the following:
|
|
(67) |
point 4.2.6.2, point (1) is replaced by the following:
|
|
(68) |
in point 4.2.6.2.1, point (1), the introductory wording of point (2) and point (3) are replaced by the following:
|
|
(69) |
in point 4.2.6.2.2, point (2) and the introductory wording of point (3) are replaced by the following:
|
|
(70) |
point 4.2.6.2.3 is replaced by the following: ‘4.2.6.2.3. Maximum pressure variations in tunnels
|
|
(71) |
point 4.2.6.2.4 is replaced by the following: ‘4.2.6.2.4. Crosswind
|
|
(72) |
in point 4.2.7.1.1, points (4), (5) and (6) are replaced by the following:
|
|
(73) |
point 4.2.7.1.2 is amended as follows:
|
|
(74) |
in point 4.2.7.1.3, point (4) is replaced by the following:
|
|
(75) |
point 4.2.7.1.4. is replaced by the following: ‘4.2.7.1.4. Lamp controls
|
|
(76) |
in point 4.2.7.2.1, point (4), ‘clause 4.2.7.2.2.’ is replaced by ‘point 4.2.7.2.2.’. |
|
(77) |
point 4.2.7.2.2 is replaced by the following: ‘4.2.7.2.2. Warning horn sound pressure levels
|
|
(78) |
point 4.2.8.1.2 is replaced by the following: ‘4.2.8.1.2. Requirements on performance
|
|
(79) |
in point 4.2.8.2.2, point (1) is replaced by the following:
|
|
(80) |
points 4.2.8.2.3 to 4.2.8.2.8.4 are replaced by the following: ‘4.2.8.2.3. Regenerative brake with energy to the overhead contact line
4.2.8.2.4. Maximum power and current from the overhead contact line
4.2.8.2.5. Maximum current at standstill
4.2.8.2.6. Power factor
4.2.8.2.7. Harmonics and dynamic effects for AC systems
4.2.8.2.8. On-board energy measurement system 4.2.8.2.8.1. General
4.2.8.2.8.2. Energy Measurement Function (EMF)
4.2.8.2.8.3. Data Handling System (DHS)
4.2.8.2.8.4. Interface protocols and transferred data format between EMS and DCS The data exchange between EMS and DCS shall fulfil the requirements specified in the specification referenced in Appendix J-1, index [58] with regards to the following characteristics:
|
|
(81) |
in point 4.2.8.2.9.1.1, point (5) shall be modified as follows ‘4 190 mm and 5 700 mm above rail level for electric units designed to be operated on the 1 500 V DC system in accordance with the IRL gauge (track gauge system 1 600 mm).’; |
|
(82) |
in point 4.2.8.2.9.1.2, point (2) ‘index 46’ is replaced by ‘index [23].’; |
|
(83) |
in point 4.2.8.2.9.2, point (2) is replaced by the following:
|
|
(84) |
in point 4.2.8.2.9.2, point (5) ‘index 47’ is replaced by ‘index [24]’; |
|
(85) |
in point 4.2.8.2.9.2.1, point (1) ‘index 48’ is replaced by ‘index [24]’; |
|
(86) |
in point 4.2.8.2.9.2.2, point (1) ‘index 49’ is replaced by ‘index [24]’; |
|
(87) |
point 4.2.8.2.9.3a is replaced by the following: ‘4.2.8.2.9.3a. Pantograph current capacity (IC level)
|
|
(88) |
in point 4.2.8.2.9.4.2., point (3) ‘(see clause 6.1.3.8)’ is replaced by ‘(see point 6.1.3.8).’; |
|
(89) |
points 4.2.8.2.9.6 to 4.2.8.2.10 are replaced by the following: ‘4.2.8.2.9.6. Pantograph contact force and dynamic behaviour
4.2.8.2.9.7. Arrangement of pantographs (RST level)
4.2.8.2.9.8. Running through phase or system separation sections (RST level)
4.2.8.2.9.9. Insulation of pantograph from the vehicle (RST level)
4.2.8.2.9.10. Pantograph lowering (RST level)
4.2.8.2.10. Electrical protection of the train
|
|
(90) |
point 4.2.8.3 is replaced by ‘Intentionally blank’; |
|
(91) |
in point 4.2.8.4, point (1), ‘index 54’ is replaced by ‘index [27]’; |
|
(92) |
in point 4.2.9.1.4, point (5), ‘(see clause 4.2.9.1.5)’ is replaced by ‘(see point 4.2.9.1.5)’; |
|
(93) |
in point 4.2.9.1.5, point (2) is replaced by the following:
|
|
(94) |
in point 4.2.9.1.6 the following points (5) and (6) are added:
|
|
(95) |
in point 4.2.9.1.7, point (2), ‘(as defined in the clause 4.2.9.1.3.)’ is replaced by ‘(as defined in the point 4.2.9.1.3).’; |
|
(96) |
point 4.2.9.2 is replaced by the following: ‘4.2.9.2. Windscreen 4.2.9.2.1. Mechanical characteristics
4.2.9.2.2. Optical characteristics
|
|
(97) |
Points from 4.2.9.3.6 to 4.2.9.6 are replaced by the following: ‘4.2.9.3.6. Radio Remote control function by staff for shunting operation
4.2.9.3.7. Derailment detection and prevention signal processing
4.2.9.3.7a. On-board derailment detection and prevention function
4.2.9.3.8. Requirements for management of ETCS modes 4.2.9.3.8.1. Sleeping mode
4.2.9.3.8.2. Passive shunting
4.2.9.3.8.3. Non leading
4.2.9.3.9. Traction status
4.2.9.4. On-board tools and portable equipment
4.2.9.5. Storage facility for staff personal effects
4.2.9.6. Recording device
(*13) Commission Regulation (EU) No 1303/2014 of 18 November 2014 concerning the technical specification for interoperability relating to ‘safety in railway tunnels’ of the rail system of the European Union (OJ L 356, 12.12.2014, p. 394).’;" |
|
(98) |
point 4.2.10.2.1 is replaced by the following: ‘4.2.10.2.1. Material requirements
|
|
(99) |
in point 4.2.10.2.2, point (2), ‘index 59’ is replaced by ‘index [30].’; |
|
(100) |
point 4.2.10.3.4 is amended as follows:
|
|
(101) |
in point 4.2.10.3.5, point (3), ‘index 61’ is replaced by ‘index [31]’; |
|
(102) |
in point 4.2.10.4.1, point (5), ‘index 62’ is replaced by ‘index [32]’; |
|
(103) |
in point 4.2.10.4.2 points (5) is replaced and point (6) is inserted as follows:
|
|
(104) |
in point 4.2.10.4.4, point (3), ‘index 63’ is replaced by ‘index [33]’; |
|
(105) |
point 4.2.10.5.1 is amended as follows:
|
|
(106) |
point 4.2.11.3 is replaced by the following: ‘4.2.11.3. Connection to Toilet discharge system
|
|
(107) |
point 4.2.11.4 is replaced by: ‘4.2.11.4. Not used’; |
|
(108) |
point 4.2.11.5 is replaced by the following: ‘4.2.11.5. Interface for water refilling
|
|
(109) |
point 4.2.11.6 is replaced as follows: ‘4.2.11.6. Special requirements for stabling of trains
|
|
(110) |
point 4.2.12.2 is replaced by the following: ‘4.2.12.2. General documentation The following documentation describing the rolling stock shall be provided; the point of this TSI where the documentation is required is referenced:
|
|
(111) |
the following point 4.2.13 is inserted: ‘4.2.13. Interface requirements with Automated Train Operation on-board
|
|
(112) |
point 4.3 is replaced by the following: ‘4.3. Functional and technical specification of the interfaces 4.3.1. Interface with Energy subsystem Table 6 Interface with the Energy subsystem
4.3.2. Interface with Infrastructure subsystem Table 7 Interface with the Infrastructure subsystem
4.3.3. Interface with Operation subsystem Table 8 Interface with the Operation subsystem
4.3.4. Interface with the Control, command and signalling subsystem Table 9 Interface with the Control, command and signalling subsystem
4.3.5 Interface with the telematics applications subsystem Table 10 Interface with the telematics applications subsystem
|
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|
(113) |
in point 4.4, point (4), ‘clause 4.2.12.4’ is replaced by ‘point 4.2.12.4’; |
|
(114) |
in point 4.5, point (1), ‘Section 3’ is replaced by ‘Chapter 3’; |
|
(115) |
in point 4.5, point (2), ‘section 4.2’ is replaced by ‘point 4.2’; |
|
(116) |
in point 4.8, point (2), ‘in the clause 4.2.12’ is replaced by ‘in point 4.2.12’; |
|
(117) |
point 4.9 is replaced by the following: ‘4.9. Route compatibility checks before the use of authorised vehicles The parameters of the subsystem ‘rolling stock — locomotives and passenger rolling stock’ to be used by the railway undertaking, for the purpose of route compatibility check, are described in Appendix D1 of the TSI OPE.’; |
|
(118) |
in point 5.1, point (3), the third indent, ‘in Section 6.1’ is replaced by ‘in point 6.1’; |
|
(119) |
in point 5.2, point (1), ‘clause 6.1.5’ is replaced by ‘point 6.1.5’; |
|
(120) |
in point 5.3.1, point (1), ‘index 66’ is replaced by ‘index [36]’ and the text of the note is replaced by the following:
|
|
(121) |
in point 5.3.2, point (1), all references to ‘index 67’ are replaced by ‘index [37]’ and all references to ‘index 68’ are replaced by ‘index [38]’; |
|
(122) |
in point 5.3.3, point (1), ‘index 69’ is replaced by ‘index [39].’; |
|
(123) |
in point 5.3.4, point (4), ‘clause 4.2.3.5.2.2.’ is replaced by ‘point 4.2.3.5.2.2.’; |
|
(124) |
in point 5.3.4a, point (2) is replaced by the following: ‘An automatic variable gauge system shall comply with the requirements set out in point 4.2.3.5.3; these requirements shall be assessed at IC level as set out in point 6.1.3.1a.’; |
|
(125) |
points 5.3.6 to 5.3.15 are replaced by the following: ‘5.3.6. Head lamps
5.3.7. Marker lamps
5.3.8. Tail lamps
5.3.9. Horns
5.3.10. Pantograph A pantograph shall be designed and assessed for an area of use defined by:
5.3.11. Contact strips The contact strips are the replaceable parts of the pantograph head which are in contact with the contact wire. Contact strips shall be designed and assessed for an area of use defined by:
5.3.12. Main circuit breaker A main circuit breaker shall be designed and assessed for an area of use defined by:
5.3.13. Driver's seat
5.3.14. Toilet discharge connection
5.3.15. Inlet connection for water tanks
|
|
(126) |
in point 6.1.1, point (3), the first paragraph is replaced by the following: ‘In case of a specific case applicable to a component defined as interoperability constituent in section 5.3, the corresponding requirement can be part of the verification at interoperability constituent level only in the case where the component remains compliant to the chapters 4 and 5 , and where the specific case does not refer to a national rule.’; |
|
(127) |
point 6.1.2 is replaced as follows: ‘6.1.2. Application of modules Modules for EC certification of conformity of interoperability constituents:
|
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|
(128) |
point 6.1.3 is replaced by the following: ‘6.1.3. Particular assessment procedures for interoperability constituents 6.1.3.1. Wheels (point 5.3.4)
Thermo-mechanical behaviour:
Verification of the wheels:
|
|
(129) |
point 6.1.3.1a is replaced by the following: ‘6.1.3.1a. Automatic variable gauge system (point 5.3.4a)
|
|
(130) |
points 6.1.3.2 to 6.1.3.8 are replaced by the following: ‘6.1.3.2. Wheel slide protection system (point 5.3.5)
6.1.3.3. Headlamps (point 5.3.6)
6.1.3.4. Marker lamps (point 5.3.7)
6.1.3.5. Tail lamps (point 5.3.8)
6.1.3.6. Horn (point 5.3.9)
6.1.3.7. Pantograph (point 5.3.10)
6.1.3.8. Contact strips (point 5.3.11)
(*14) Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 356, 12.12.2014, p. 520)." (*15) Commission Recommendation 2011/622/EU of 20 September 2011 on the procedure demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 243, 21.9.2011, p. 23).’;" |
|
(131) |
point 6.1.4 is replaced by the following: ‘6.1.4. Project phases where assessment is required
|
|
(132) |
point 6.1.6 is replaced by the following: ‘6.1.6. Assessment of suitability for use
|
|
(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)
|
|
(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)
|
|
(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:
|
|
(138) |
point 6.2.3.6 is amended as follows:
|
|
(139) |
point 6.2.3.7 is amended as follows:
|
|
(140) |
point 6.2.3.8 is amended as follows:
|
|
(141) |
point 6.2.3.9 is replaced: ‘6.2.3.9. Service braking (point 4.2.4.5.3)
|
|
(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)
|
|
(144) |
point 6.2.3.14 is replaced by the following: ‘6.2.3.14. Head pressure pulse (point 4.2.6.2.2)
|
|
(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)
6.2.3.17. Warning Horn sound pressure levels (point 4.2.7.2.2)
6.2.3.18. Maximum power and current from the overhead contact line (point 4.2.8.2.4)
6.2.3.19. Power factor (point 4.2.8.2.6)
|
|
(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)
|
|
(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)
|
|
(149) |
point 6.2.3.21 is replaced by following: ‘6.2.3.21. Arrangement of pantographs (point 4.2.8.2.9.7)
|
|
(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
|
|
(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
|
|
(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)
|
|
(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
6.2.11. EC verification for rolling stock/rolling stock type when ATO on-board is installed
(*16) 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
|
|
(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
7.1.1.2. Application to ongoing projects
7.1.1.3. Application to 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.
7.1.1.5.1. Conditions applicable to coaches intended to be used in predefined formations
7.1.1.5.2. Additional optional conditions applicable to coaches intended to be used in general operation
7.1.2. Changes to rolling stock in operation or to an existing rolling stock type 7.1.2.1. Introduction
7.1.2.2. Rules to manage changes in both rolling stock and rolling stock 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):
7.1.2.2b. Particular rules for vehicles modified to test performance or reliability of technological innovations for a limited period of time
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
7.1.3.1.2. Rules related to the EC type or design examination certificate
7.1.3.1.3. Validity of the EC type or design examination certificate
7.1.3.2. Interoperability constituents
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
7.1.5. Pre fitment requirements for new rolling stock design where ETCS is not yet installed
(*17) Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulations (EU) No 321/2013, (EU) No 1302/2014 and (EU) 2016/919 as regards the extension of the area of use and transition phases (OJ L 73, 10.3.2020, p. 6)." (*18) Commission Implementing Regulation (EU) 2019/779 of 16 May 2019 laying down detailed provisions on a system of certification of entities in charge of maintenance of vehicles pursuant to Directive (EU) 2016/798 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 445/2011 (OJ L 139I , 27.5.2019, p. 360).’;" |
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|
(162) |
point 7.3.2 is replaced by the following: ‘7.3.2. List of specific cases 7.3.2.1. Mechanical interfaces (4.2.2.2) Specific case Ireland and the United Kingdom in respect of Northern Ireland (“P”) End coupling, height above rail (clause 4.2.2.2.3).
7.3.2.2. Gauging (4.2.3.1) Specific case Ireland and the United Kingdom in respect of Northern Ireland (“P”) It is permissible for the reference profile of the upper and the lower part of the unit to be established in accordance with the national technical rules notified for this purpose. 7.3.2.3. Rolling stock requirements for compatibility with trackside equipment (4.2.3.3.2.2) Specific case Finland (“P”) For rolling stock intended to be used on Finnish network (1 524 mm track gauge) which depends on track side equipment for axle bearing condition monitoring, the target areas on the underside of an axle box that shall remain un-obstructed to permit observation by a trackside HABD shall use dimensions as defined in EN 15437-1:2009, and replace the values by the following: System based on trackside equipment: The dimensions in points 5.1 and 5.2 of EN 15437-1:2009 are replaced respectively by the following dimensions. There are two different target areas (I and II) including their prohibitive and measuring zones defined:
Specific case France (“P”) This specific case is applicable to all units which are not fitted with on-board axle bearing condition monitoring equipment. Points 5.1 and 5.2 of standard EN 15437-1 apply with the following specificities. The notations are the ones used in picture 3 of standard.
Specific case Ireland and the United Kingdom in respect of Northern Ireland (“P”) Rolling stock that depends on track side equipment for axle bearing condition monitoring, shall meet the following the target areas on the underside of an axle box (dimensions as defined in EN 15437-1:2009): Table 18 Target area
Specific case Sweden (“T2”) This specific case is applicable to all units which are not fitted with on-board axle bearing condition monitoring equipment and are intended for operation on lines with non-upgraded axle bearing detectors. These lines are indicated in the infrastructure register as being non-TSI compliant in this respect. The two zones underneath the axle box/journal set out in table below referring to the parameters of the standard EN 15437-1:2009 shall be free to facilitate vertical monitoring by trackside axle box detection system: Table 19 Target and prohibitive zone for units intended to be operated in Sweden
The compatibility with these systems shall be set out in the technical file for the vehicle. 7.3.2.4. Internal air quality (4.2.5.8) Specific case Channel Tunnel (“P”) Passenger vehicles: passenger trains must have systems in place to provide ventilation capable of ensuring CO2 levels remain under 10 000ppm for at least 90 minutes in the event of a failure of traction systems. 7.3.2.5. Running dynamic behaviour (4.2.3.4.2, 6.2.3.4) Specific case Finland (“P”) The following modifications to the running dynamic behaviour points of the TSI applies to vehicle to be operated solely on Finnish 1 524 mm network:
Specific case Ireland and the United Kingdom in respect of Northern Ireland (“P”) For technical compatibility with the existing network it is permissible to use notified national technical rules for the purpose of assessing running dynamic behaviour. Specific case Spain (“P”) For rolling stock intended to be used on 1 668 mm track gauge, the quasi-static guiding force Yqst limit value shall be evaluated for curve radii 250 m ≤ Rm < 400 m. The limit value shall be: (Yqst)lim = 66 kN. For the normalisation of the estimated value to the radius Rm = 350 m according to point 7.6.3.2.6 (2) of EN 14363:2016, the formula ‘Ya,nf,qst = Ya,f,qst – (10 500 m/Rm – 30) kN’ shall be replaced by ‘Ya,nf,qst = Ya,f,qst – (11 550 m/Rm – 33) kN’. Values of cant deficiency can be adapted to 1 668 mm track gauge by multiplying the corresponding 1 435 mm parameter values by the following conversion factor: 1733/1500. 7.3.2.5a. Structural design of bogie frame (4.2.3.5.1) Specific case Spain (“P”) For bogies designed to run on 1 668 mm track gauge, alpha (α) and beta (β) parameters shall be considered as 0,15 and 0,35 respectively in conformity with the specification referenced in Appendix J-1, index [11] [Annex F of EN 13749] 7.3.2.6. Mechanical and geometric characteristics of wheelset and wheel (4.2.3.5.2.1 and 4.2.3.5.2.2) Specific case Estonia, Latvia, Lithuania, and Poland for 1 520 mm system (“P”) The geometrical dimensions of the wheels as defined in Figure 2 shall be compliant with limit values specified in the Table 20. Table 20 In-service limits of the geometric dimensions of wheel
New wheel profile for locomotives and trainsets of maximum speed up to 200 km/h is defined in the figure 3 below: Figure 3 New wheel profile for locomotives and trainsets of maximum speed up to 200 km/h
New wheel profile for trainsets of maximum speed up to 130 km/h is defined in Figure 4 below Figure 4 New wheel profile for trainsets of maximum speed up to 130 km/h
Specific case Finland (“P”) The minimum wheel diameter shall be taken as 400 mm. For rolling stock to be used in traffic between Finnish 1 524 network and a third country 1 520 network, it is allowed to use special wheelsets designed to accommodate the differences in track gauges. Specific case Ireland (“P”) The geometrical dimensions of the wheels (as defined in Figure 2) shall be compliant with limit values specified in the Table 21: Table 21 In-service limits of the geometric dimensions of wheel
Specific case for the United Kingdom in respect of Northern Ireland (“P”) The geometrical dimensions of the wheelsets and the wheels (as defined in Figure 1 and 2) shall be compliant with limit values specified in the Table 22: Table 22 In-service limits of the geometric dimensions of wheelsets and wheel
Specific case Spain for 1 668 mm track gauge (“P”) The minimum value of thickness of the flange (Sd) for wheel diameter D ≥ 840 mm shall be taken as 25 mm. For wheel diameters 330 mm ≤ D < 840 mm, the minimum value shall be taken as 27,5 mm. Specific case Czech Republic (“T0”) For the inner wheels of 3-axle bogies, that are not involved in track guidance, lower limit values of the wheels geometrical dimensions than those required in Table 1 and in Table 2 are permitted for the thickness of the flange (Sd) and for the front to front dimension (SR). 7.3.2.6a. Minimum curve radius (4.2.3.6) Specific case Ireland (“P”) In the case of track gauge system 1 600 mm, the minimum curve radius to be negotiated shall be 105 m for all units. 7.3.2.7 Not used 7.3.2.8. Aerodynamic effects (4.2.6.2) Specific case Italy (“P”) Maximum pressure variations in tunnels (4.2.6.2.3): For unrestricted operation on the existing lines taking into account the numerous tunnels with a cross section of 54 m2 which are traversed at 250 km/h, and those with a cross section of 82,5 m2 and traversed at 300 km/h, units of maximum design speed higher than or equal to190 km/h shall conform to the requirements set out in the Table 23. Table 23 Requirements for interoperable train in a solo run in a non-inclined tube-like tunnel
If a vehicle does not fulfil the values specified in the table above (e.g. TSI compliant vehicle), operating rules (e.g. speed restrictions) may apply. 7.3.2.8.a. Lamp controls (4.2.7.1.4) Specific case France, Luxembourg, Belgium, Spain, Sweden, Poland (“T0”) It shall be possible for the driver to activate the head lamps in flashing/blinking mode to inform of an emergency situation. 7.3.2.9. Not used 7.3.2.10. Not used 7.3.2.11 Operation within range of voltages and frequencies (4.2.8.2.2) Specific case Estonia (“T1”) Electric units designed to be operated on DC 3,0 kV lines shall be able to operate within the ranges of voltages and frequencies as set out in the TSI ENE point 7.4.2.1.1. Specific case France (“T2”) To avoid restrictions of use, electric units designed to be operated on DC 1,5 kV or AC 25 kV lines shall comply with the characteristics described in the register of infrastructure (parameter 1.1.1.2.2.1.3). The maximum current at standstill per pantograph (point 4.2.8.2.5) allowed on DC 1,5 kV existing lines may be lower than the limit values as set out in the TSI ENE point 4.2.5; the current at standstill per pantograph shall be limited accordingly on electric units designed to be operated on these lines. Specific case Latvia (“T1”) Electric units designed to be operated on DC 3,0 kV lines shall be able to operate within the ranges of voltages and frequencies as set out in the TSI ENE point 7.4.2.4.1. 7.3.2.12. Use of regenerative brakes (4.2.8.2.3) Specific case Belgium (“T2”) For technical compatibility with the existing system, the maximum voltage regenerated to the catenary (Umax2 according to EN 50388-1:2022 point 12.2.1) on 3 kV network shall not be higher than 3,8 kV. Specific case Czech Republic (“T2”) For technical compatibility with the existing system, the maximum voltage regenerated to the catenary (Umax2 according to EN 50388-1:2022 point 12.2.1) on 3 kV network shall not be higher than 3,55 kV. Specific case Sweden (“T2”) For technical compatibility with the existing system, the maximum voltage regenerated to the catenary (Umax2 according to EN 50388-1:2022 point 12.2.1) on 15 kV network shall not be higher than 17,5 kV. 7.3.2.13. Height of interaction with contact wires (RST level) (4.2.8.2.9.1.1) Specific case The Netherlands (“T0”) For unrestricted access to the 1 500 V DC lines, the maximum height of pantograph shall be limited to 5 860 mm. 7.3.2.14. Pantograph head geometry (4.2.8.2.9.2) Specific case Croatia (“T1”) For operation on the existing network 3 kV DC system, it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367:2020+A1:2022 annex B.3 figure B1 (as alternative to requirement in point 4.2.8.2.9.2). Specific case Finland (“T1”) For technical compatibility with the existing network, the width of the pantograph head shall not exceed 0.422 metres. Specific case France (“T2”) For operation on the existing network, in particular on lines with catenary system only compatible with narrow pantograph, and for operation in France and Switzerland, it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367:2020+A1:2022, Annex B.3 figure B.1 (as alternative to requirement in point 4.2.8.2.9.2). Specific case Italy (“T0”) For operation on the existing network 3 kV DC and 25 kV AC HST systems (and additionally in Switzerland on 15 kV AC system), it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367: 2020+A1:2022 annex B.3 figure B1 (as alternative to requirement in point 4.2.8.2.9.2). Specific case Portugal (“T0”) For operation on the existing network 25 kV 50 Hz system, it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367:2020+A1:2022, Annex B.3 figure B.1 (as alternative to requirement in point 4.2.8.2.9.2). For operation on the existing network 1,5 kV DC system, it is allowed to equip electric units with a pantograph having a head geometry of length 2 180 mm as depicted in national rule notified for this purpose (as alternative to requirement in point 4.2.8.2.9.2). Specific case Slovenia (“T0”) For operation on the existing network 3 kV DC system, it is allowed to equip electric units with a pantograph having a head geometry of length 1 450 mm as depicted in EN 50367:2020+A1:2022, Annex B.3 figure B.1 (as alternative to requirement in point 4.2.8.2.9.2). Specific case Sweden (“T0”) For operation on the existing network, it is allowed to equip electric units with a pantograph having a head geometry of length 1 800 mm as depicted in EN 50367:2020+A1:2022, Annex B.3 figure B.5 (as alternative to requirement in point 4.2.8.2.9.2). 7.3.2.15. Contact strip material (4.2.8.2.9.4.2) Specific case France (“P”) The metallic content of the carbon contact strips is allowed to be increased up to 60 % by weight where used on 1 500 V DC lines. 7.3.2.16. Pantograph contact force and dynamic behaviour (4.2.8.2.9.6) Specific case France (“T2”) For technical compatibility with the existing network, electric units intended to be operated on DC 1,5 kV lines shall, in addition to the requirement of point 4.2.8.2.9.6, be validated with consideration of a mean contact force in the following range:
The conformity assessment procedure (simulation and/or test according to points 6.1.3.7 and 6.2.3.20) shall take into account the following environmental conditions:
Specific case Sweden (“T2”) For technical compatibility with the existing network in Sweden, the static contact force of the pantograph shall fulfil the requirements in EN 50367:2020+A1:2022 Annex B Table B3 column SE (55 N). The compatibility with these requirements shall be set out in the technical file for the vehicle. Specific case Channel tunnel (“P”) For technical compatibility with existing lines, the verification at interoperability constituent level (points 5.3.10 and 6.1.3.7) shall validate capability of the pantograph to collect current for the additional range of contact wire heights between 5 920 mm and 6 020 mm. 7.3.2.17. Not used 7.3.2.18. Not used 7.3.2.19. Not used 7.3.2.20. Fire safety and evacuation (4.2.10) Specific case Italy (“T0”) Additional specifications for units intended to be operated in the existing Italian tunnels are detailed below. Fire detection systems (points 4.2.10.3.2 and 6.2.3.23) In addition to the areas specified in point 6.2.3.23, fire detection systems shall be installed in all passenger and train staff areas. Fire containment and control systems for passenger rolling stock (point 4.2.10.3.4) In addition to requirements of the point 4.2.10.3.4, units of category A and B passenger rolling stock shall be equipped with active Fire Containment and Control Systems. Fire Containment and Control Systems shall be assessed according to the notified National Rules about fire automatic extinguishing systems. In addition to the requirements specified in point 4.2.10.3.4, the units of category A and B passenger rolling stock shall be equipped with automatic fire extinguishing systems in all technical areas. Freight locomotives and freight self-propelling units: fire spreading protection measures (point 4.2.10.3.5) and running capability (point 4.2.10.4.4) In addition to the requirements specified in point 4.2.10.3.5, freight locomotives and freight self-propelling units shall be equipped with fire automatic extinguishing systems in all technical areas. In addition to the requirements specified in point 4.2.10.4.4, freight locomotives and freight self-propelling units shall have a running capability equivalent to that of category B passenger rolling stock. Review clause: At the latest by 31 July 2025, the Member State shall deliver to the Commission a report on possible alternatives to the above additional specifications, in order to remove or significantly reduce the constraints on rolling stocks caused by the non-compliance of the tunnels with the TSIs. 7.3.2.21. Running capability (4.2.10.4.4) and fire containment and control system (4.2.10.3.4) Specific case Channel Tunnel (“P”) Passenger rolling stock intended to be operated in the Channel Tunnel shall be of category B, considering the length of the tunnel. Due to the lack of firefighting points with safe area (see TSI SRT, point 4.2.1.7) amendments to the following points of this TSI apply:
7.3.2.22. Interface for toilet discharge (4.2.11.3) Specific case Finland (“P”) Alternatively to, or in addition to what is specified in point 4.2.11.3, it is allowed to install connections for toilet discharge and for rinsing of the sanitary discharge tanks, compatible with the track side installations on the Finnish network in accordance with figure AI1. Figure AI 1 Emptying connections for toilet tank
Quick connector SFS 4428, connector part A, size DN80 Material: acid-proof stainless steel Sealing on the counter-connector's side. Specific definition in the standard SFS 4428 7.3.2.23. Interface for water refilling (4.2.11.5) Specific case Finland (“P”) Alternatively to, or in addition to what is specified in point 4.2.11.5, it is allowed to install water filling connections compatible with the track side installations on the Finnish network in accordance with Figure AII1. Figure A II1 The water filling adapters
Type: Connector C for fire fighting NCU1 Material: brass or aluminium Specific definition in the standard SFS 3802 (sealing defined by each connector manufacturer). Specific case Ireland and the United Kingdom in respect of Northern Ireland (“P”) Alternatively to, or in addition to what is specified in point 4.2.11.5, it is allowed to install a nozzle type water refilling interface. This nozzle type refilling interface must fulfil the requirements of the national technical rules notified for the purpose. 7.3.2.24. Special requirements for stabling of trains (4.2.11.6) Specific case Ireland and the United Kingdom in respect of Northern Ireland (“P”) Shore supply of electrical power to stabled trains must fulfil the requirements of the national technical rules notified for the purpose 7.3.2.25. Refuelling equipment (4.2.11.7) Specific case Finland (“P”) In order to be able to be refuelled on the Finnish network, the fuel tank of units with a diesel filling interface has to be equipped with the over flow controller according to standards SFS 5684 and SFS 5685. Specific case Ireland and the United Kingdom in respect of Northern Ireland (“P”) The refuelling equipment interface must fulfil the requirements of the national technical rules notified for the purpose. 7.3.2.26. Rolling stock originated from third country (general) Specific case Finland (“P”) The application of national technical rules instead of the requirements in this TSI is allowed for third countries' rolling stock to be used on the Finnish 1 524 network in traffic between Finland and 3rd countries 1 520 network. 7.3.2.27. Not used’; |
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(163) |
point 7.4 is replaced as follows: ‘7.4. Specific environmental conditions Specific conditions Austria Unrestricted access in Austria under winter conditions is granted if the following conditions are met:
Specific conditions Bulgaria Unrestricted access in Bulgaria under winter conditions is granted if the following condition is met:
Specific conditions Croatia Unrestricted access in Croatia under winter conditions is granted if the following condition is met:
Specific conditions Estonia Latvia and Lithuania For unrestricted access of rolling stock on the Estonian, Latvian and Lithuanian network under winter conditions, it shall be demonstrated that the rolling stock meets the following requirements:
Specific conditions Finland For unrestricted access of rolling stock on the Finnish network under winter conditions, it shall be demonstrated that the rolling stock meets the following requirements:
Specific conditions France Unrestricted access in France under winter conditions is granted if the following condition is met:
Specific conditions Germany Unrestricted access in Germany under winter conditions, is granted if the following condition is met:
Specific conditions Greece For unrestricted access to the Greek network under summer conditions, temperature zone T3 as specified in point 4.2.6.1.1 shall be selected. Unrestricted access in Greece under winter conditions is granted if the following condition is met:
Specific conditions Portugal For unrestricted access to the Portuguese network under:
Specific conditions Spain For unrestricted access to the Spanish network under summer conditions, temperature zone T3 as specified in point 4.2.6.1.1 shall be selected. Specific conditions Sweden For unrestricted access of rolling stock on the Swedish network under winter conditions, it shall be demonstrated that the rolling stock meets the following requirements:
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(164) |
point 7.5 is replaced as follows: ‘7.5. Aspects that have to be considered in the revision process or in other activities of the Agency Further to the analysis performed during the drafting process of this TSI, particular aspects have been identified as of interest for the future development of the EU railway system. These aspects are of 3 different groups:
These aspects are identified below, classified according to the breakdown of the point 4.2 of the TSI. 7.5.1. Aspects related to a basic parameter in this TSI 7.5.1.1. Axle load parameter (point 4.2.3.2.1) This basic parameter covers the interface between infrastructure and rolling stock regarding the vertical load. Further development is required for route compatibility check regarding static and dynamic compatibility. Regarding dynamic compatibility, no harmonised classification method of the Rolling Stock is yet available including requirements related to High Speed Load Model (HSLM) compatibility:
7.5.1.2. Not used 7.5.1.3. Aerodynamic effects on ballasted tracks (point 4.2.6.2.5) Requirements on aerodynamic effects on ballasted tracks have been set up for units of maximum design speed higher than 250 km/h. As the current state of the art does not allow to provide for a harmonized requirement nor assessment methodology, the TSI allows the application of national rules. This will need to be reviewed in order to consider the following:
7.5.2. Aspects not related to a basic parameter in this TSI but subject to research projects 7.5.2.1. Not used 7.5.2.2. Further activities related to the conditions for having vehicle type authorisation and/or an authorization for placing on the market not limited to a particular area of use To facilitate free circulation of locomotives and passenger coaches, conditions for having an authorization for placing on the market not limited to a particular area of use are lay down in clause 7.1.1.5. These provisions should be complemented with harmonised limit values for interference currents and magnetic fields at unit level, either as a percentage of the value defined for an Influencing unit, or as absolute limit values. These harmonised limits will be determined based on the specific cases or technical documents referred to in Article 13 of CCS TSI and on the future standard EN 50728 expected to be published in 2024. The specification of interfaces between coaches intended to be used in general operations should be further detailed in point 7.1.1.5.2 with the objective to facilitate the interchangeability of those coaches (new and existing coaches). 7.5.2.3. Equipment of a rolling stock with places for bicycles - Impact of the Passenger Rights Regulation Article 6(4) of Regulation (EU) 2021/782 of the European Parliament and of the Council (*19) specifies the requirements for equipping rolling stock with places for bicycles. Places for bicycles need to be realised in case of:
According to the principle specified in point 7.1.2.2.(1), major upgrades affecting other parts and basic parameters than the layout and furnishing of the passenger area may not entail the equipment of the rolling stock with places for bicycles. (*19) Regulation (EU) 2021/782 of the European Parliament and of the Council of 29 April 2021 on rail passengers’ rights and obligations (recast). (OJ L 172, 17.5.2021, p. 1).’;" |
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the appendices are amended as follows:
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(*1) Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).’;
(*2) Commission Regulation (EU) No 1300/2014 of 18 November 2014 on the technical specifications for interoperability relating to accessibility of the Union's rail system for persons with disabilities and persons with reduced mobility Text with EEA relevance (OJ L 356, 12.12.2014, p. 110).
(*3) Commission Regulation (EU) No 1304/2014 of 26 November 2014 on the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ amending Decision 2008/232/EC and repealing Decision 2011/229/EU Text with EEA relevance (OJ L 356, 12.12.2014, p. 421).’;
(*4) Commission Regulation (EU) No 321/2013 of 13 March 2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system in the European Union and repealing Decision 2006/861/EC (OJ L 104, 12.4.2013, p. 1).
(*5) Commission Implementing Decision (EU) 2018/1614 of 25 October 2018 laying down specifications for the vehicle registers referred to in Article 47 of Directive (EU) 2016/797 of the European Parliament and of the Council and amending and repealing Commission Decision 2007/756/EC, C/2018/6929 (OJ L 268, 26.10.2018, p. 53).’;
(*6) Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘energy’ subsystem of the rail system in the Union (OJ L 356, 12.12.2014, p. 179).’;
(*7) Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the ‘infrastructure’ subsystem of the rail system in the European Union (OJ L 356, 12.12.2014, p. 1).
(*8) Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision (OJ L 139I , 27.5.2019, p. 5).’;
(*9) Commission Implementing Regulation (EU) 2023/1695 of 10 August 2023 on the technical specification for interoperability relating to the control-command and signalling subsystems of the rail system in the European Union and repealing Regulation (EU) 2016/919 (JO L 222, 8.9.2023, p. 380).’;
(*10) Directive (EU) 2020/2184 of the European Parliament and of the Council of 16 December 2020 on the quality of water intended for human consumption (OJ L 435, 23.12.2020, p. 1).
(*11) Directive 2006/7/EC of the European Parliament and of the Council of 15 February 2006 concerning the management of bathing water quality and repealing Directive 76/160/EEC (OJ L 64, 4.3.2006, p. 37).
(*12) Directive 2006/11/EC of the European Parliament and of the Council of 15 February 2006 on pollution caused by certain dangerous substances discharged into the aquatic environment of the Community (OJ L 64, 4.3.2006, p. 52).’;
(*13) Commission Regulation (EU) No 1303/2014 of 18 November 2014 concerning the technical specification for interoperability relating to ‘safety in railway tunnels’ of the rail system of the European Union (OJ L 356, 12.12.2014, p. 394).’;
(*14) Commission Recommendation 2014/881/EU of 18 November 2014 on the procedure demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 356, 12.12.2014, p. 520).
(*15) Commission Recommendation 2011/622/EU of 20 September 2011 on the procedure demonstrating the level of compliance of existing railway lines with the basic parameters of the technical specifications for interoperability (OJ L 243, 21.9.2011, p. 23).’;
(*16) 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).’;
(*17) Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulations (EU) No 321/2013, (EU) No 1302/2014 and (EU) 2016/919 as regards the extension of the area of use and transition phases (OJ L 73, 10.3.2020, p. 6).
(*18) Commission Implementing Regulation (EU) 2019/779 of 16 May 2019 laying down detailed provisions on a system of certification of entities in charge of maintenance of vehicles pursuant to Directive (EU) 2016/798 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 445/2011 (OJ L 139I , 27.5.2019, p. 360).’;
(*19) Regulation (EU) 2021/782 of the European Parliament and of the Council of 29 April 2021 on rail passengers’ rights and obligations (recast). (OJ L 172, 17.5.2021, p. 1).’;’
(1) Modules CA1, CA2 or CH may be used only in the case of products manufactured according to a design developed and already used to place products on the market before the entry into force of relevant TSIs applicable to those products, provided that the manufacturer demonstrates to the notified body that design review and type examination were performed for previous applications under comparable conditions, and are in conformity with the requirements of this TSI; this demonstration shall be documented, and is considered as providing the same level of proof as module CB or design examination according to module CH1.
(2) The word “Check” means that the applicant will apply Annex I of the CSM on RA in order to demonstrate that the changed vehicle ensures an equal or higher level of safety. This demonstration shall be independently assessed by an assessment body as defined in CSM on RA. If the body concludes that the new safety assessment demonstrates a lower level of safety or the result is unclear, the applicant shall request an authorization for placing on the market.
(3) The rolling stock fulfilling one of the following conditions are deemed to be compatible with all rail inclinations:
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Rolling stock assessed according to the specification referenced in Appendix J-1 index [9] or [73] |
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Rolling stock assessed according to the specification referenced in Appendix J-1 index [63] (amended or not amended by ERA/TD/2012-17/INT) or to the specification referenced in Appendix J-1 index [64] with the result, that there is no restriction to one rail inclination |
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Rolling stock assessed according to the specification referenced in Appendix J-1 index [63] (amended or not amended by ERA/TD/2012-17/INT) or to the specification referenced in Appendix J-1 index [64] with the result, that there is a restriction to one rail inclination and a new assessment of the wheel-rail-contact test conditions based on real wheel- and rail profiles and measured track gauge show compliance with the requirements on wheel-rail-contact conditions of the specification referenced in Appendix J-1 index [9]. |
(4) For inner wheels of the 3-axle bogies a dimension of 21mm is permitted
ANNEX VI
‘ANNEX
Table of contents
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1. |
INTRODUCTION | 308 |
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1.1. |
Technical scope | 308 |
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1.1.1. |
Scope related to rolling stock | 308 |
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1.1.2. |
Scope related to operational aspects | 308 |
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1.2. |
Geographical scope | 308 |
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2. |
DEFINITION OF THE SUBSYSTEM | 308 |
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3. |
ESSENTIAL REQUIREMENTS | 309 |
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4. |
CHARACTERISATION OF THE SUBSYSTEM | 309 |
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4.1. |
Introduction | 309 |
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4.2. |
Functional and technical specifications of the subsystems | 309 |
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4.2.1. |
Limits for stationary noise | 310 |
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4.2.2. |
Limits for starting noise | 310 |
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4.2.3. |
Limits for pass-by noise | 311 |
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4.2.4. |
Limits for the driver's cab interior noise | 311 |
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4.3. |
Functional and technical specifications of the interfaces | 312 |
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4.4. |
Operating rules | 312 |
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4.4.1. |
Specific rules for the operation of wagons on quieter routes in case of degraded operation | 312 |
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4.4.2. |
Specific rules for the operation of wagons on quieter routes in case of infrastructure works and wagons maintenance | 312 |
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4.5. |
Maintenance rules | 312 |
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4.6. |
Professional qualifications | 312 |
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4.7. |
Health and safety conditions | 312 |
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5. |
INTEROPERABILITY CONSTITUENTS | 312 |
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5.1. |
General | 312 |
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5.2. |
Interoperability constituent specifications | 312 |
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5.2.1. |
Friction element for wheel tread brakes | 312 |
|
6. |
CONFORMITY ASSESSMENT AND EC VERIFICATION | 313 |
|
6.1. |
Interoperability constituents | 313 |
|
6.1.1. |
Modules | 313 |
|
6.1.2. |
Conformity assessment procedures | 313 |
|
6.2. |
Subsystem rolling stock regarding noise emitted by rolling stock | 313 |
|
6.2.1. |
Modules | 313 |
|
6.2.2. |
EC verification procedures | 314 |
|
6.2.3. |
Simplified evaluation | 316 |
|
7. |
IMPLEMENTATION | 317 |
|
7.1. |
Application of this TSI to new subsystems | 317 |
|
7.2. |
Application of this TSI to existing subsystems | 317 |
|
7.2.1. |
Provisions in case of changes to rolling stock in operation or to an existing rolling stock type | 317 |
|
7.2.2. |
Additional provisions for the application of this TSI to existing wagons | 318 |
|
7.3. |
Specific cases | 318 |
|
7.3.1. |
Introduction | 318 |
|
7.3.2. |
List of specific cases | 318 |
|
7.4. |
Particular implementation rules | 319 |
|
7.4.1. |
Particular implementation rules for the application of this TSI to existing wagons (point 7.2.2) | 319 |
|
7.4.2. |
Particular implementation rules for wagons operated on quieter routes (point 7.2.2.2) | 319 |
| Appendixes | 321 |
1. INTRODUCTION
Technical Specifications for Interoperability (TSI) lay down the optimal level of harmonised specifications for each subsystem (or part of it), to ensure the safety and interoperability of the rail system, to facilitate, improve and develop rail transport services within the Union and with third countries, and to contribute to the completion of the single European railway area and the progressive achievement of the internal market. The specifications of the TSIs must meet the essential requirements as set out in Annex III to Directive (EU) 2016/797.
In accordance with the proportionality principle, this TSI sets out the optimal level of harmonisation related to specifications on the rolling stock subsystem as defined in point 1.1 intended to limit the noise emission of the rail system within the Union.
1.1. Technical scope
1.1.1. Scope related to rolling stock
This TSI applies to all rolling stock within the scope of the Annex to Regulation (EU) No 1302/2014 (“TSI LOC&PAS”) and the Annex to Regulation (EU) No 321/2013 (“TSI WAG”).
1.1.2. Scope related to operational aspects
Alongside with the Annex to Commission Implementing Regulation (EU) 2019/773 (1) (“TSI OPE”), this TSI applies to the operation of freight wagons, which are used on railway infrastructure designated as “quieter routes”.
1.2. Geographical scope
The geographical scope of this TSI corresponds to the scopes defined in point 1.2 of LOC&PAS TSI and in point 1.2 of WAG TSI, each for their rolling stock (RST) concerned.
2. DEFINITION OF THE SUBSYSTEM
A “unit” means the rolling stock, which is subject to the application of this TSI, and therefore subject to the “EC” verification procedure. Chapter 2 of LOC&PAS TSI and Chapter 2 of WAG TSI describe what a unit can consist of.
The requirements of this TSI apply to the following categories of rolling stock set out in Section 2 of Annex I to Directive (EU) 2016/797:
|
(a) |
locomotives and passenger rolling stock including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coaches. This category is further defined in Chapter 2 of LOC&PAS TSI and shall be referred to in this TSI as locomotives, electric multiple units (EMU), diesel multiple units (DMU) and coaches; |
|
(b) |
freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries. This category is further defined in Chapter 2 of WAG TSI and shall be referred to in this TSI as wagons; |
|
(c) |
special vehicles, such as on-track machines. This category is further defined in Chapter 2 of LOC&PAS TSI. |
3. ESSENTIAL REQUIREMENTS
All basic parameters set out in this TSI shall be linked to at least one of the essential requirements as set out in Annex III to Directive (EU) 2016/797. Table 1 indicates the allocation.
Table 1
Basic parameters and their link to the essential requirements
|
Point |
Basic parameter |
Essential requirements |
|||||
|
Safety |
Reliability and availability |
Health |
Environ-mental protection |
Technical compatibility |
Accessibility |
||
|
4.2.1 |
Limits for stationary noise |
|
|
|
1.4.4 |
|
|
|
4.2.2 |
Limits for starting noise |
|
|
|
1.4.4 |
|
|
|
4.2.3 |
Limits for pass-by noise |
|
|
|
1.4.4 |
|
|
|
4.2.4 |
Limits for driver's cab interior noise |
|
|
|
1.4.4 |
|
|
4. CHARACTERISATION OF THE SUBSYSTEM
4.1. Introduction
This Chapter sets out the optimal level of harmonisation related to specifications on the rolling stock subsystem intended to limit the noise emission of the Union rail system and to achieve interoperability.
4.2. Functional and technical specifications of the subsystems
The following parameters have been identified as critical for the interoperability (basic parameters):
|
(a) |
“stationary noise”; |
|
(b) |
“starting noise”; |
|
(c) |
“pass-by noise”; |
|
(d) |
“driver's cab interior noise”. |
The corresponding functional and technical specifications allocated to the different categories of rolling stock are set out in this point. In case of units equipped with both thermal and electric power, the relevant limit values under all normal operation modes shall be respected. If one of those operation modes plans the use of both thermal and electric power at the same time, the less restrictive limit value applies. In accordance with Article 4(5) and Article 2(13) of Directive (EU) 2016/797, provision may be made for specific cases. Such provisions are indicated in point 7.3.
The assessment procedures for the requirements in this point are defined in the indicated points of Chapter 6.
4.2.1. Limits for stationary noise
The limit values for the following sound pressure levels under normal vehicle conditions concerning the stationary noise allocated to the categories of the rolling stock subsystem are set out in Table 2:
|
(a) |
the A-weighted equivalent continuous sound pressure level of the unit (LpAeq,T[unit]); |
|
(b) |
the A-weighted equivalent continuous sound pressure level at the nearest measuring position i considering the main air compressor (Li pAeq,T); |
|
(c) |
the AF-weighted sound pressure level at the nearest measuring position i considering impulsive noise of the exhaust valve of the air dryer (Li pAFmax). |
The limit values are set at a distance of 7,5 m from the centre of the track and 1,2 m above top of rail.
Table 2
Limit values for stationary noise
|
Category of the rolling stock subsystem |
LpAeq,T[unit] [dB] |
Li pAeq,T [dB] |
Li pAFmax [dB] |
|
Electric locomotives and special vehicles with electric traction |
70 |
75 |
85 |
|
Diesel locomotives and special vehicles with diesel traction |
71 |
78 |
|
|
EMUs |
65 |
68 |
|
|
DMUs |
72 |
76 |
|
|
Coaches |
64 |
68 |
|
|
Wagons |
65 |
n.a. |
n.a. |
The demonstration of conformity is described in point 6.2.2.1.
4.2.2. Limits for starting noise
The limit values for the AF-weighted maximum sound pressure level (LpAF,max) concerning the starting noise allocated to the categories of the rolling stock subsystem are set out in Table 3. The limit values are set at a distance of 7,5 m from the centre of the track and 1,2 m above top of rail.
Table 3
Limit values for starting noise
|
Category of the rolling stock subsystem |
LpAF,max [dB] |
|
Electric locomotives with total tractive power P < 4 500 kW |
81 |
|
Electric locomotives with total tractive power P ≥ 4 500 kW Special vehicles with electric traction |
84 |
|
Diesel locomotives P < 2 000 kW at the engine output shaft |
85 |
|
Diesel locomotives P ≥ 2 000 kW at the engine output shaft Special vehicles with diesel traction |
87 |
|
EMUs with a maximum speed vmax < 250 km/h |
80 |
|
EMUs with a maximum speed vmax ≥ 250 km/h |
83 |
|
DMUs P < 560 kW/engine at the engine output shaft |
82 |
|
DMUs P ≥ 560 kW/engine at the engine output shaft |
83 |
The demonstration of conformity is described in point 6.2.2.2.
4.2.3. Limits for pass-by noise
The limit values for the A-weighted equivalent continuous sound pressure level at a speed of 80 km/h (LpAeq,Tp,(80 km/h)) and, if applicable, at 250 km/h (LpAeq,Tp,(250 km/h)) concerning the pass-by noise allocated to the categories of the rolling stock subsystem are set out in Table 4. The limit values are set at a distance of 7,5 m from the centre of the track and 1,2 m above top of rail.
Measurements at speeds higher than or equal to 250 km/h shall also be made at the “additional measurement position” with a height of 3,5 m above top of rail in accordance with the specification referenced in Appendix B, Index [1] and assessed against the applicable limit values of Table 4.
Table 4
Limit values for pass-by noise
|
Category of the rolling stock subsystem |
LpAeq,Tp (80 km/h) [dB] |
LpAeq,Tp (250 km/h) [dB] |
|
Electric locomotives and special vehicles with electric traction |
84 |
99 |
|
Diesel locomotives and special vehicles with diesel traction |
85 |
n.a. |
|
EMUs |
80 |
95 |
|
DMUs |
81 |
96 |
|
Coaches |
79 |
n.a. |
|
Wagons (normalised to APL = 0,225) (2) |
83 |
n.a. |
The demonstration of conformity is described in point 6.2.2.3.
4.2.3.a. Friction elements for wheel tread brakes
The friction element for wheel tread brakes (i.e. brake block) has an influence on the pass-by noise by creating roughness on the wheel tread when braking.
The demonstration of conformity of brake blocks for freight wagons is described in point 6.1.2.1 of this TSI. Conformity of its brake blocks to that point does not exempt the unit under assessment from the requirements set out in point 4.2.3 and the demonstration of conformity set out in point 6.2.2.3.
4.2.4. Limits for the driver's cab interior noise
The limit values for the A-weighted equivalent continuous sound pressure level (LpAeq,T) concerning the noise within the driver's cab of electric and diesel locomotives, EMUs, DMUs and coaches fitted with a cab are set out in Table 5. The limit values are set in the vicinity of the driver's ear.
These limit values are not mandatory for special vehicles. However, the demonstration of conformity referred to in point 6.2.2.4 shall be performed and the resulting values shall be recorded in the technical file.
Table 5
Limit values for driver's cab interior noise
|
Noise within the driver's cab |
LpAeq,T [dB] |
|
At standstill with horns sounding |
95 |
|
At maximum speed vmax if vmax < 250 km/h |
78 |
|
At maximum speed vmax if 250 km/h ≤ vmax < 350 km/h |
80 |
The demonstration of conformity is described in point 6.2.2.4.
4.3. Functional and technical specifications of the interfaces
This TSI has the following interfaces with the rolling stock subsystem:
Interface with subsystems referred to in Chapter 2, points (a) and (c), of this Annex (dealt with in LOC&PAS TSI) with regard to:
|
— |
stationary noise, |
|
— |
starting noise (not applicable to coaches), |
|
— |
pass-by noise, |
|
— |
interior noise within the driver's cab, where applicable. |
Interface with subsystems referred to in Chapter 2, point (b), of this Annex (dealt with in WAG TSI) with regard to:
|
— |
pass-by noise, |
|
— |
stationary noise. |
This TSI has the following interface with OPE TSI with regard to:
|
— |
pass-by noise. |
4.4. Operating rules
Requirements concerning the operating rules for the subsystem rolling stock are set out in point 4.4 of LOC&PAS TSI and in point 4.4 of WAG TSI.
4.4.1. Specific rules for the operation of wagons on quieter routes in case of degraded operation
The contingency arrangements as set out in point 4.2.3.6.3 of OPE TSI include the operation of wagons not compliant with point 7.2.2.2 of this Annex on quieter routes.
This measure can be applied to address capacity restrictions or operational constraints caused by rolling stock failures, extreme weather conditions, accidents or incidents and infrastructure failures.
4.4.2. Specific rules for the operation of wagons on quieter routes in case of infrastructure works and wagons maintenance
The operation of wagons not compliant with point 7.2.2.2 on quieter routes shall be possible in case of wagons maintenance activities where only a quieter route is available in order to access the maintenance workshop.
Contingency arrangements set out in point 4.4.1 are applicable in case of infrastructure works where a quieter route is the only suitable alternative.
4.5. Maintenance rules
Requirements concerning the maintenance rules for the subsystem rolling stock are set out in point 4.5 of TSI LOC&PAS and in point 4.5 of TSI WAG.
4.6. Professional qualifications
Not applicable.
4.7. Health and safety conditions
See Article 6.
5. INTEROPERABILITY CONSTITUENTS
5.1. General
Interoperability constituents (ICs), as defined in Article 2(7) of Directive (EU) 2016/797, are listed in point 5.2 of this Annex together with the reference to corresponding requirements set out in point 4.2 of this Annex.
5.2. Interoperability constituent specifications
5.2.1. Friction element for wheel tread brakes
This interoperability constituent is only applicable to the “rolling stock - freight wagons” subsystem.
A friction element for wheel tread brakes shall comply with the requirements set out in point 4.2.3.a. Those requirements shall be assessed at IC level.
6. CONFORMITY ASSESSMENT AND EC VERIFICATION
6.1. Interoperability constituents
6.1.1. Modules
The conformity assessment of an interoperability constituent shall be performed in accordance with the module(s) described in Table 5a.
Table 5a
Modules for conformity assessment of interoperability constituents
|
Module CB |
EC-Type examination |
|
Module CD |
Conformity to type based on quality management system of the production process |
|
Module CF |
Conformity to type based on product verification |
|
Module CH1 |
Conformity based on full quality management system plus design examination |
Those modules are specified in detail in Decision 2010/713/EU.
6.1.2. Conformity assessment procedures
The manufacturer or his authorised representative established within the Union shall choose one of the modules or module combinations indicated below for the constituent “Friction element for wheel tread brakes”:
|
— |
CB+CD, |
|
— |
CB+CF, |
|
— |
CH1. |
Within the application of the chosen module or combination of modules, the interoperability constituent shall be assessed against the requirements set out in point 4.2. If necessary, additional requirements concerning the assessment of particular interoperability constituents are defined in the following points.
6.1.2.1. Friction element for wheel tread brakes of freight wagons
A friction element for wheel tread brakes of freight wagons shall comply with the requirements set out in Appendix F.
Until the end of the transition period set out in Appendix G, the types of friction elements for wheel tread brakes listed in Appendix G are deemed compliant with the requirements set out in Appendix F without testing.
6.2. Subsystem rolling stock regarding noise emitted by rolling stock
6.2.1. Modules
The EC verification shall be performed in accordance with the module(s) described in Table 6.
Table 6
Modules for EC verification of subsystems
|
SB |
EC-Type Examination |
|
SD |
EC verification based on quality management system of the production process |
|
SF |
EC verification based on product verification |
|
SH1 |
EC verification based on full quality management system plus design examination |
Those modules are specified in detail in Decision 2010/713/EU.
6.2.2. EC verification procedures
The applicant shall choose one of the following assessment procedures consisting of one or more modules for the EC verification of the subsystem:
|
— |
(SB+SD), |
|
— |
(SB+SF), |
|
— |
(SH1). |
Within the application of the chosen module or module combination the subsystem shall be assessed against the requirements set out in point 4.2. If necessary, additional requirements concerning the assessment are given in the following points.
6.2.2.1. Stationary noise
The demonstration of conformity with the limit values on stationary noise as set out in point 4.2.1 shall be carried out in accordance with the specification referenced in Appendix B, Index [1].
For the assessment of the main air compressor noise at the nearest measuring position i, the Li pAeq,T indicator shall be used with T representative of one operating cycle as defined in the specification referenced in Appendix B, Index [1]. Only the train systems that are required for the air compressor to run under normal operating conditions shall be used for that purpose. The train systems which are not needed for the operation of the compressor may be switched off to prevent contribution to the noise measurement. The demonstration of conformity with the limit values shall be carried out under the conditions solely necessary for operation of the main air compressor at the lowest rpm.
For the assessment of the impulsive noise sources at the nearest measuring position i, the Li pAFmax indicator shall be used. The relevant noise source is the exhaust from the valves of the air dryer.
6.2.2.2. Starting noise
The demonstration of conformity with the limit values on starting noise as set out in point 4.2.2 shall be carried out in accordance with the specification referenced in Appendix B, Index [1]. The maximum level method shall apply. Deviating from the test procedure of the specification, the train shall accelerate from standstill up to 30 km/h and then maintain the speed.
In addition the noise shall be measured at the same distance from the centre of the track and the same height above top of rail as set out in point 4.2.2. The “averaged level method” and the “maximum level method” in accordance with the specification referenced in Appendix B, Index [1] shall apply and the train shall accelerate from standstill up to 40 km/h and then maintain the speed. The measured values are not assessed against any limit value and shall be recorded in the technical file and communicated to the Agency.
For special vehicles the starting procedure shall be performed without additional trailer loads.
6.2.2.3. Pass-by noise
The demonstration of conformity with the limit values on pass-by noise as set out in point 4.2.3 shall be carried out in accordance with points 6.2.2.3.1 and 6.2.2.3.2.
6.2.2.3.1. Test track conditions
The tests shall be performed on a reference track as defined in the specification referenced in Appendix B, Index [1].
However, it is permitted to carry out the test on a track that does not comply with the reference track conditions in terms of acoustic rail roughness level and track decay rates as long as the noise levels measured in accordance with point 6.2.2.3.2 do not exceed the limit values set out in point 4.2.3.
The acoustic rail roughness and the decay rates of the test track shall be determined in any case. If the track on which the tests are performed does meet the reference track conditions, the measured noise levels shall be marked “comparable”, otherwise they shall be marked “non-comparable”. It shall be recorded in the technical file whether the measured noise levels are “comparable” or “non-comparable”.
The measured acoustic rail roughness values of the test track remain valid during a period starting 3 months before and ending 3 months after that measurement, provided that during that period no track maintenance has been performed which influences the rail acoustic roughness.
The measured track decay rate values of the test track shall remain valid during a period starting 1 year before and ending 1 year after that measurement, provided that during that period no track maintenance has been performed which influences the track decay rates.
Confirmation shall be provided in the technical file that the track data related to the type's pass-by noise measurement were valid during the day(s) of testing, e.g. by providing the date of last maintenance having an impact on noise.
Furthermore, it is permitted to carry out tests at speeds equal to or higher than 250 km/h on slab tracks. In that case the limit values shall be 2 dB higher than those set out in point 4.2.3.
6.2.2.3.2. Procedure
The tests shall be carried out in accordance with the specification referenced in Appendix B, Index [1]. Any comparison against limit values shall be carried out with results rounded to the nearest integer decibel. Any normalisation shall be performed before rounding. The detailed assessment procedure is set out in points 6.2.2.3.2.1, 6.2.2.3.2.2 and 6.2.2.3.2.3.
6.2.2.3.2.1. EMU, DMUs, locomotives and coaches
For EMU, DMUs, locomotives and coaches three classes of maximum operational speed are distinguished:
|
(1) |
If the maximum operational speed of the unit is lower than or equal to 80 km/h, the pass-by noise shall be measured at its maximum speed vmax. That value shall not exceed the limit value LpAeq,Tp(80 km/h) as set out in point 4.2.3. |
|
(2) |
If the maximum operational speed vmax of the unit is higher than 80 km/h and lower than 250 km/h, the pass-by noise shall be measured at 80 km/h and at its maximum speed. Both measured pass-by noise values LpAeq,Tp(Vtest) shall be normalised to the reference speed of 80 km/h LpAeq,Tp(80 km/h) using Formula (1). The normalised value shall not exceed the limit value LpAeq,Tp(80 km/h) as set out in point 4.2.3. Formula (1):
|
|
(3) |
If the maximum operational speed vmax of the unit is equal to or higher than 250 km/h, the pass-by noise shall be measured at 80 km/h and at its maximum speed with an upper test speed limit of 320 km/h. The measured pass-by noise value LpAeq,Tp(Vtest) at 80 km/h shall be normalised to the reference speed of 80 km/h LpAeq,Tp(80 km/h) using Formula (1). The normalised value shall not exceed the limit value LpAeq,Tp(80 km/h) as set out in point 4.2.3. The measured pass-by noise value at maximum speed LpAeq,Tp(Vtest) shall be normalised to the reference speed of 250 km/h LpAeq,Tp(250 km/h) using Formula (2). The normalised value shall not exceed the limit value LpAeq,Tp(250 km/h) as set out in point 4.2.3. Formula (2):
|
6.2.2.3.2.2. Wagons
For wagons two classes of maximum operational speed are distinguished:
|
(1) |
If the maximum operational speed vmax of the unit is lower than or equal to 80 km/h, the pass-by noise shall be measured at its maximum speed. The measured pass-by noise value LpAeq,Tp(Vtest) shall be normalised to a reference APL of 0,225 m-1 LpAeq,Tp (APLref) using Formula (3). That value shall not exceed the limit value LpAeq,Tp(80 km/h) as set out in point 4.2.3. Formula (3):
|
|
(2) |
If the maximum operational speed vmax of the unit is higher than 80 km/h, the pass-by noise shall be measured at 80 km/h and at its maximum speed. Both measured pass-by noise values LpAeq,Tp(Vtest) shall be normalised to the reference speed of 80 km/h and to a reference APL of 0,225 m-1 LpAeq,Tp(APL ref, 80 km/h) using Formula (4). The normalised value shall not exceed the limit value LpAeq,Tp(80 km/h) as set out in point 4.2.3. Formula (4):
|
6.2.2.3.2.3. Special vehicles
For special vehicles the same assessment procedure as set out in 6.2.2.3.2.1 applies. The measuring procedure shall be performed without additional trailer loads.
Special vehicles are deemed to comply with the pass-by noise level requirements in point 4.2.3 without measuring when they are:
|
— |
solely braked by either composite brake blocks or disc brakes, and |
|
— |
equipped with composite scrubbers, if scrubber blocks are fitted. |
6.2.2.4. Driver's cab interior noise
The demonstration of conformity with the limit values on the driver's cab interior noise as set out in point 4.2.4 shall be carried out in accordance with the specification referenced in Appendix B, Index [2]. For special vehicles the measuring procedure shall be performed without additional trailer loads.
6.2.3. Simplified evaluation
Instead of the test procedures as set out in point 6.2.2, it is permitted to substitute some or all of the tests by a simplified evaluation. The simplified evaluation consists of acoustically comparing the unit under assessment to an existing type (further referred to as the reference type) with documented noise characteristics.
The simplified evaluation may be used for each of the applicable basic parameters “stationary noise”, “starting noise”, “pass-by noise” and “driver's cab interior noise” autonomously and shall consist of providing evidence that the effects of the differences of the unit under assessment do not result in exceeding the limit values set out in point 4.2.
For the units under simplified evaluation, the proof of conformity shall include a detailed description of the noise relevant changes compared to the reference type. On the basis of that description, a simplified evaluation shall be performed. The estimated noise values shall include the uncertainties of the applied evaluation method. The simplified evaluation can either be a calculation and/or simplified measurement.
A unit certified on the basis of the simplified evaluation method shall not be used as a reference unit for a further evaluation.
If the simplified evaluation is applied for pass-by noise, the reference-type shall comply with at least one of the following:
|
— |
Chapter 4 of this Annex and for which the pass-by noise results are marked “comparable”, |
|
— |
Chapter 4 of the Annex to Decision 2011/229/EU and for which the pass-by noise results are marked “comparable”, |
|
— |
Chapter 4 of the Annex to Decision 2006/66/EC, |
|
— |
Chapter 4 of the Annex to Decision 2008/232/EC. |
In case of a wagon whose parameters remain, compared to the reference type, within the permitted range of Table 7 it is deemed without further verification that the unit complies with the limit values on pass-by noise as set out in point 4.2.3.
Table 7
Permitted variation of wagons for the exemption from verification
|
Parameter |
Permitted variation (compared to the reference unit) |
|
Max. unit speed |
Any speed up to 160 km/h |
|
Type of wheel |
Only if equally or less noisy (acoustic characterisation i. a. w. the specification referenced in Appendix B, Index [3]) |
|
Tare weight |
Only within the range of +20 %/- 5 % |
|
Brake block |
Only if the reference unit is fitted with brake blocks and the brake block of the unit under assessment is covered either by an EC Declaration of Conformity in accordance with this TSI or it is listed in Appendix G to this TSI. |
7. IMPLEMENTATION
7.1. Application of this TSI to new subsystems
|
(1) |
This TSI is applicable to all units of rolling stock in its scope which are placed on the market after 28 September 2023, except where point 7.1.1.2 “Application to ongoing projects” or point 7.1.1.3 “Application to special vehicles” of TSI LOC&PAS or point 7.1.1 “Application to ongoing projects” of TSI WAG applies. |
|
(2) |
Compliance with this Annex in its version applicable before 28 September 2023 is deemed equivalent to compliance with this TSI, except for the TSI changes listed in Appendix H. |
|
(3) |
For the rolling stock subsystem and the associated interoperability constituents, the rules related to the EC type or design examination certificates shall be as specified in point 7.1.3 of TSI LOC&PAS. and point 7.2.3 of TSI WAG. |
7.2. Application of this TSI to existing subsystems
The principles to be applied by the applicants and authorising entities in case of change(s) to a rolling stock in operation or to an existing rolling stock type are defined in point 7.1.2 of LOC&PAS TSI and point 7.2.2 of WAG TSI.
7.2.1. Provisions in case of changes to rolling stock in operation or to an existing rolling stock type
The applicant shall ensure that the noise levels of rolling stock subject to change(s) remain below the limits set out in the version of the TSI which was applicable when the rolling stock in question was first authorised. If no TSI existed at the time of the first authorisation, the applicant shall ensure that the noise levels of the rolling stock subject to change(s) are either not increased or remain below the limits set out in Decision 2006/66/EC or Commission Decision 2002/735/EC (3).
If an assessment is required, it shall be limited to the basic parameters affected by the change(s).
If the simplified evaluation is applied, the original unit may represent the reference unit in accordance with the provisions of point 6.2.3.
The replacement of a whole unit or (a) vehicle(s) within a unit (e.g. a replacement after a severe damage) does not require a conformity assessment against this TSI, as long as the unit or the vehicle(s) are identical to the ones they replace.
7.2.2. Additional provisions for the application of this TSI to existing wagons
The restriction of the operation set out in Article 5a shall not apply to wagons mostly operated on lines with a gradient of more than 40 ‰, wagons with a maximum operating speed higher than 120 km/h, wagons with a maximum axle load higher than 22,5 t, wagons exclusively operated for infrastructure works and wagons used in rescue trains.
If a wagon is being equipped with either friction elements for wheel tread brakes covered by an EC Declaration of Conformity in accordance with this TSI or with friction elements for wheel tread brakes listed in Appendix G and no noise sources are added to the wagon, then it shall be assumed that the requirements of point 4.2.3 are met without further testing.
7.2.2.1. Not used
7.2.2.2. Wagons operated on quieter routes
Wagons belonging to one of the following categories may be operated on the quieter routes within their area of use:
|
— |
wagons holding an EC declaration of verification against Decision 2006/66/EC, |
|
— |
wagons holding an EC declaration of verification against Decision 2011/229/EU, |
|
— |
wagons holding an EC declaration of verification against this TSI, |
|
— |
wagons fitted with either of the following:
|
|
— |
wagons fitted with composite brake blocks listed in Appendix E for the service brake function. The operation of those wagons on the quieter routes shall be limited in accordance with the conditions described in this Appendix. |
7.2.2.3. Interoperability constituents
|
— |
This point concerns interoperability constituents, which are subject to type examination or design examination. |
|
— |
The type or design examination or suitability for use remains valid even if a revision of this TSI comes into force, unless explicitly otherwise specified in the revision of this TSI. |
|
— |
During this time, new constituents of the same type are permitted to be placed on the market without a new type assessment. |
7.3. Specific cases
7.3.1. Introduction
The specific cases, as listed in point 7.3.2, are classified as:
|
(a) |
“P cases”: “permanent” cases |
|
(b) |
“T cases”: “temporary” cases |
7.3.2. List of specific cases
7.3.2.1. Specific cases
(a) Specific case Estonia, Finland, Latvia, Lithuania, Poland and Slovakia
(“P”) For units, which are in shared use with third countries, the track gauge of which is different from that of the main rail network within the Union, the application of national technical rules instead of the requirements in this TSI shall be permitted.
(b) Specific case Finland
(“T”) Decision 2011/229/EU may continue to apply for freight wagons to be used only on the territory of Finland and until the relevant technical solution in relation to severe winter conditions is found, but in any case not later than until 31 December 2032. That shall not prevent freight wagons from other Member States to operate on the Finnish network.
7.3.2.2. Limits for stationary noise (point 4.2.1)
(a) Specific case Finland
(“T”) For coaches and wagons equipped with a diesel generator for electrical power supply higher than 100 kW and intended to operate solely on the railway network of Finland the limit value for stationary noise LpAeq,T [unit] in Table 2 may be raised up to 72 dB.
7.3.2.3. Limits for starting noise (point 4.2.2)
(a) Specific case Sweden
(“T”) For locomotives with total tractive power of more than 6 000 kW and a maximum axle load of more than 25 t the limit values for starting noise LpAF,max in Table 3 may be raised up to 89 dB.
7.3.2.4. Limits for pass-by noise (point 4.2.3)
(a) Specific case Channel Tunnel
(“P”) For the Channel Tunnel, the limits for pass-by noise shall not apply to wagons dedicated to the transport of heavy goods vehicles between Coquelles (France) and Folkestone (United Kingdom).
(b) Specific case Sweden
(“T”) For locomotives with total tractive power of more than 6 000 kW and a maximum axle load of more than 25 t the limit values for pass-by noise LpAeq,Tp (80 km/h) in Table 4 may be raised up to 85 dB.
7.4. Particular implementation rules
7.4.1. Particular implementation rules for the application of this TSI to existing wagons (point 7.2.2)
(a) Particular implementation rules for the application of this TSI to existing wagons in the Channel Tunnel
(“P”) For the calculation of the annual average daily operated freight trains during night-time the freight trains composed of wagons dedicated to the transport of heavy goods vehicles confined in the Coquelles (France) - Folkestone (United Kingdom) line shall not be taken into account.
(b) Particular implementation rules for the application of this TSI to existing wagons in Finland and Sweden
(“T”) The concept of quieter routes shall not apply on the Finnish and Swedish networks due to uncertainties related to the operation in severe winter conditions with composite brake blocks until 31 December 2032. That shall not prevent freight wagons from other Member States to operate on the Finnish and Swedish network.
7.4.2. Particular implementation rules for wagons operated on quieter routes (point 7.2.2.2)
(a) Particular implementation rules for wagons operated on quieter routes of Belgium
(“T”) On top of the wagons listed in point 7.2.2.2, the following existing wagons may be operated on quieter routes in the territory of Belgium:
|
— |
wagons with tyred wheels until 31 December 2026, |
|
— |
wagons which require the fitting of a kink valve in order to replace the cast iron block with composite brake blocks until 31 December 2026, |
|
— |
wagons fitted with cast iron blocks which require the replacement of wheels with wheels compliant with the requirements set out in the specification referenced in Appendix B, Index [3] in order to be retrofitted with composite brake blocks until 31 December 2026. |
(b) Particular implementation rules for wagons operated on quieter routes of Channel Tunnel
(“P”) On top of the wagons listed in point 7.2.2.2, the following existing wagons may be operated on quieter routes in the Channel Tunnel concession:
Wagons dedicated to the transport of heavy goods vehicles between Coquelles (France) and Folkestone (United Kingdom).
(c) Particular implementation rules for wagons operated on quieter routes of Czechia
(“T”) On top of the wagons listed in point 7.2.2.2, the following existing wagons may be operated on quieter routes in the territory of Czechia:
|
— |
wagons with tyred wheels, until 31 December 2026, |
|
— |
wagons with 59V type bearings until 31 December 2034, |
|
— |
wagons which require the fitting of a kink valve in order to replace the cast iron block with composite brake blocks, until 31 December 2034, |
|
— |
wagons with 1Bg or 1Bgu brake configuration fitted with cast iron brake blocks until 31 December 2036, |
|
— |
wagons fitted with cast iron blocks which require the replacement of wheels with wheels compliant with the requirements set out in the specification referenced in Appendix B, Index [3] in order to be retrofitted with composite brake blocks until 31 December 2029. |
Furthermore, it shall not be mandatory to use composite brake blocks on quieter routes for existing wagons not covered by the first paragraph and for which there exists no one-to-one-solution for replacement of cast iron brake blocks until 31 December 2030.
(d) Particular implementation rules for wagons operated on quieter routes of France
(“T”) On top of the wagons listed in point 7.2.2.2, the following existing wagons may be operated on quieter routes in the territory of France:
|
— |
wagons with 1Bg or 1Bgu brake configuration fitted with cast iron brake blocks until 31 December 2030, |
|
— |
wagons fitted with small wheels (diameter under 920 mm) until 31 December 2030. |
(e) Particular implementation rules for wagons operated on quieter routes of Italy
(“T”) On top of the wagons listed in point 7.2.2.2, the following existing wagons may be operated on quieter routes in the territory of Italy:
|
— |
wagons with tyred wheels until 31 December 2026, |
|
— |
wagons which require the fitting of a kink valve in order to replace the cast iron block with composite brake blocks until 31 December 2026, |
|
— |
wagons fitted with cast iron blocks which require the replacement of wheels with wheels compliant with the requirements set out in the specification referenced in Appendix B, Index [3] in order to be retrofitted with composite brake blocks until 31 December 2026. |
Furthermore, it shall not be mandatory to use composite brake blocks on quieter routes for existing wagons not covered by the first paragraph and for which there exists no one-to-one-solution for replacement of cast iron brake blocks until 31 December 2030.
(f) Particular implementation rules for wagons operated on quieter routes of Poland
(“T”) On top of the wagons listed in point 7.2.2.2, the following existing wagons may be operated on quieter routes in the territory of Poland until 31 December 2036:
|
— |
wagons with tyred wheels, |
|
— |
wagons with 1Bg or 1Bgu brake configuration fitted with cast iron blocks, |
|
— |
wagons designed for “S” traffic equipped with “SS” brake fitted with cast iron blocks, |
|
— |
wagons fitted with cast iron blocks and designed for “SS” traffic for which retrofitting with LL brake blocks would require fitting with wheels complying with the specification referenced in Appendix B, Index [3] and a kink valve. |
(g) Particular implementation rules for wagons operated on quieter routes of Slovakia
(“T”) On top of the wagons listed in point 7.2.2.2, the following existing wagons may be operated on quieter routes in the territory of Slovakia:
|
— |
wagons with tyred wheels until 31 December 2026, |
|
— |
wagons with bogies of type 26-2.8 fitted with cast iron blocks P10 until 31 December 2036, |
|
— |
wagons which require the fitting of a kink valve in order to replace the cast iron block with composite brake blocks until 31 December 2036. |
(“P”) Wagons with bogies 2TS intended for circulation between Slovakia and third countries by means of exchange of bogies in the border station.
Appendix A
Not used
Appendix B
Standards referred to in this TSI
Table B.1
Standards or normative documents
|
Index |
Characteristics to be assessed |
TSI Point |
Mandatory standard point |
|
[1] |
EN ISO 3095 :2013 Acoustics — Railway applications — Measurement of noise emitted by railbound vehicles |
||
|
[1.1] |
Pass-by noise - measurements at speeds higher than or equal to 250 km/h |
4.2.3 |
6 |
|
[1.2] |
Stationary noise – demonstration of conformity |
6.2.2.1 |
5.1, 5.2, 5.3, 5.4, 5.5 (without 5.5.2), 5.7 and clause 5.8.1 |
|
[1.3] |
Stationary noise – operating cycle of the main air compressor |
6.2.2.1 |
5.7 |
|
[1.4] |
Starting noise |
6.2.2.2 |
7 (without 7.5.1.2) Deviation to 7.5.3 |
|
[1.5] |
Pass-by noise – test track conditions |
6.2.2.3.1 |
6.2 |
|
[1.6] |
Pass-by noise - procedure |
6.2.2.3.2 |
6.1, 6.3, 6.4, 6.5, 6.6 and 6.7 (without 6.7.2) |
|
[2] |
EN ISO 3381:2021 Railway applications - Acoustics - Noise measurement inside railbound vehicles |
||
|
[2.1] |
Driver's cab interior noise |
6.2.2.4 |
7, 8 except 8.4.5 and 8.7.2 |
|
[3] |
EN 13979-1:2020 Railway applications - Wheelsets and bogies - Monobloc wheels - Technical approval procedure - Part 1: Forged and rolled wheels Note: EN 13979-1:2003+A2:2011 is also acceptable |
||
|
[3.1] |
Simplified evaluation |
6.2.3 – table 7 |
Annex E |
|
[3.2] |
Particular implementation rules for wagons operated on quieter routes |
7.4.2 |
All |
|
[4] |
UIC 541-4 :2020 Composite brake blocks - General conditions for certification and use |
||
|
[4.1] |
Brake performance test program |
Appendix F |
Test programs A1_a and A2_a |
|
[5] |
EN 16452:2015+A1:2019 Railway applications - Braking - Brake blocks |
||
|
[5.1] |
Brake performance test program – LL-blocks and K-blocks |
Appendix F |
Test programs D.1 and C.1 |
|
[5.2] |
Brake performance test program – other blocks |
Appendix F |
Test program J.2 |
|
[6] |
EN 15610:2019 Railway applications - Acoustics - Rail and wheel roughness measurement related to noise generation |
||
|
[6.1] |
Wheel acoustic roughness measurement procedure |
Appendix F |
All except clause 6.2.2.2 |
Appendix C
Assessment of the rolling stock subsystem
|
Characteristics to be assessed, as specified in point 4.2 |
Design review |
Type Test |
Routine Test |
Particular assessment procedure |
|
|
Element of the rolling stock sub-system |
TSI point |
TSI point |
|||
|
Stationary noise |
4.2.1 |
X (4) |
X |
n.a. |
6.2.2.1 |
|
Starting noise |
4.2.2 |
X (4) |
X |
n.a. |
6.2.2.2 |
|
Pass-by noise |
4.2.3 |
X (4) |
X |
n.a. |
6.2.2.3 |
|
Driver's cab interior noise |
4.2.4 |
X (4) |
X |
n.a. |
6.2.2.4 |
Appendix D
Quieter routes
D.1 Identification of quieter routes
In accordance with Article 5c(1), the Member States shall provide the Agency with a list of quieter routes and ensure that the infrastructure managers identify them in the RINF (application) as set out in Commission Implementing Regulation (EU) 2019/777 (5) (RINF). The list shall contain at least the following information:
|
— |
start and end points of the quieter routes and their corresponding sections, using geographical code location in the register set out in RINF. If one of those points is at the border of the Member State, it shall be reflected; |
|
— |
identification of the sections making up the quieter route |
The list shall be provided using the template below:
|
Quieter route |
Sections in the route |
Unique section ID |
Quieter route starts/finishes at the border of the Member State |
|
Point A — Point E |
Point A — Point B |
201 |
Yes POINT E (Country Y) |
|
Point B — Point C |
202 |
||
|
Point C — Point D |
203 |
||
|
Point D — Point E |
204 |
||
|
Point F — Point I |
Point F — Point G |
501 |
No |
|
Point G — Point H |
502 |
||
|
Point H — Point I |
503 |
In addition, the Member States may provide maps illustrating the quieter routes on a voluntary basis. All lists and maps shall be published on the Agency website (http://www.era.europa.eu) no later than 9 months after 27.5.2019.
By the same date the Agency shall inform the Commission of the lists and maps of quieter routes. The Commission shall inform the Member States accordingly through the committee referred to in Article 51 of Directive (EU) 2016/797.
D.2 Update of quieter routes
The freight traffic data used for the update of quieter routes in accordance with Article 5c(2) shall refer to the last three years preceding the update for which the data is available. Where, due to exceptional circumstances, the freight traffic diverges in a given year from that average number by more than 25 %, the Member State concerned may calculate the average number on the basis of the remaining two years. Member States shall ensure that the infrastructure managers update quieter routes in the RINF (application) as soon as these updates become available. Updates shall apply from the next timetable change following their publication.
The routes designated as quieter routes shall remain as such following the update unless during the period concerned the volume of traffic has decreased by more than 50 % and the average number of daily operated freight trains during the night-time is lower than 12.
In the case of new and upgraded lines, the expected volume of traffic shall be used for the designation of those lines as quieter routes.
Appendix E
Historic composite brake blocks
E.1 Historic composite brake blocks for international use
Existing wagons equipped with the brake blocks listed in the table are allowed to be used on the quieter routes within their area of use, until the relevant date set out in Appendix N of UIC 541-4.
|
Manufacturer/name of product |
Designation/type of block |
Type of friction coefficient |
|
Valeo/Hersot Wabco/Cobra |
693 W554 |
K |
|
Ferodo |
I/B 436 |
K |
|
Abex |
229 |
K (Fe — sintered) |
|
Jurid |
738 |
K (Fe — sintered) |
Wagons equipped with historic composite brake blocks not listed in the table but already authorised for international traffic in conformity with Commission Decision 2004/446/EC (6) or Commission Decision 2006/861/EC (7) may still be used without any deadline within the area of use covered by their authorisation.
E.2 Historic composite brake blocks for national use
Existing wagons equipped with the brake blocks listed in the table are only allowed to be used on the railway networks, including quieter routes, of the corresponding Member States within their area of use.
|
Manufacturer/name of the product |
Designation/type of block |
Member State |
|
Cobra/Wabco |
V133 |
Italy |
|
Cofren |
S153 |
Sweden |
|
Cofren |
128 |
Sweden |
|
Cofren |
229 |
Italy |
|
ICER |
904 |
Spain, Portugal |
|
ICER |
905 |
Spain, Portugal |
|
Jurid |
838 |
Spain, Portugal |
Appendix F
Assessment of acoustic performance of a brake block
The purpose of this procedure is to demonstrate the acoustic performance of a composite brake block at interoperability constituent level.
The procedure consists of the following steps:
1. Measure the acoustic roughness of a wheel representative of the brake block under assessment.
Wheel acoustic roughness development on bench test
New brake blocks shall be used. Only new or reprofiled wheels shall be used. The wheels shall be free of any damage (cracks, flats, etc.).
One of the following brake performance test programs shall be applied to at least one wheel of 920 mm nominal diameter:
|
— |
A2_a for LL-Blocks and A1_a for K-blocks of the specification referenced in Appendix B, index [4]; |
|
— |
D.1 for LL-Blocks and C.1 for K-blocks of the specification referenced in Appendix B, index [5]; |
|
— |
J.2 of the specification referenced in Appendix B, index [5] for other blocks. |
The selected program shall be completed and the results of the measurement series after completion shall be used to determine the wheel roughness index.
It is optional to continue with a second run of the selected program. If that option is chosen, the results of the measurement series after completion of the second run shall be used to determine the wheel roughness index. The results from both runs shall be documented.
The second run shall be performed with the same wheel, but the brake block may be renewed and replaced with another block of the same type. In that option, the bedding-in of the new brake block shall be completely executed at the beginning of the second run.
Wheel acoustic roughness measurement procedure
The measurement will be performed as set out in the specification referenced in Appendix B, Index [6]. In order to ensure the representativeness of the acoustic roughness of the wheel tread, 8 measurement lines spaced 5 mm are deemed sufficient instead of the positions set out in the specification referenced in Appendix B, Index [6].
The measurement shall be performed during the wheel acoustic roughness development on bench test specified in the previous section in accordance with one of the tables below:
If the selected program is A2_a of the specification referenced in Appendix B, index [4]:
|
Acoustic roughness measurement series / Label |
Programme section |
Brake application No. |
|
|
1st run |
2nd run |
||
|
A |
|
At start |
Initial condition |
|
B |
I |
After bedding-in |
after Br 6 |
|
C |
J |
After conditioning the block for empty load |
after Br. 26 |
|
D |
K |
Dry and empty conditions |
after Br. 51 |
|
E |
L |
Wet and empty conditions |
after Br. 87 |
|
F |
M |
Laden conditions |
after Br. 128 |
|
G |
N |
Drag braking (steep gradient downhill simulation) |
after Br. 130 |
|
H |
O |
End of programme |
after Br. 164 |
If the selected program is A1_a of the specification referenced in Appendix B, index [4]:
|
Acoustic roughness measurement series / Label |
Programme section |
Brake application No. |
|
|
1st run |
2nd run |
||
|
A |
|
At start |
Initial condition |
|
B |
I |
After bedding-in |
after Br 6 |
|
C |
J |
After conditioning the block for empty load |
after Br. 26 |
|
D |
K |
Dry and empty conditions |
after Br. 51 |
|
E |
L |
Wet and empty conditions |
after Br. 87 |
|
F |
M |
Laden conditions |
after Br. 128 |
|
G |
N |
Drag braking (steep gradient downhill simulation) |
after Br. 130 |
|
H |
O |
End of programme |
after Br. 164 |
If the selected program is D.1 of the specification referenced in Appendix B, index [5]
|
Acoustic roughness measurement series / Label |
Programme section |
Brake application No. |
|
|
1st run |
2nd run |
||
|
A |
|
At start |
Initial condition |
|
B |
I |
After bedding-in |
after Br 6 |
|
C |
J |
After conditioning the block for empty load |
after Br. 26 |
|
D |
K |
Dry and empty conditions |
after Br. 51 |
|
E |
L |
Wet and empty conditions |
after Br. 87 |
|
F |
M |
Laden conditions |
after Br. 128 |
|
G |
N |
Drag braking (steep gradient downhill simulation) |
after Br. 130 |
|
H |
O |
End of programme |
after Br. 149 |
If the selected program is C.1 of the specification referenced in Appendix B, index [5]
|
Acoustic roughness measurement series / Label |
Programme section |
Brake application No. |
|
|
1st run |
2nd run |
||
|
A |
|
At start |
Initial condition |
|
B |
I |
After bedding-in |
after Br 6 |
|
C |
J |
After conditioning the block for empty load |
after Br. 26 |
|
D |
K |
Dry and empty conditions |
after Br. 51 |
|
E |
L |
Wet and empty conditions |
after Br. 87 |
|
F |
M |
Laden conditions |
after Br. 128 |
|
G |
N |
Drag braking (steep gradient downhill simulation) |
after Br. 130 |
|
H |
O |
End of programme |
after Br. 149 |
If the selected program is J.2 of the specification referenced in Appendix B, index [5]
|
Acoustic roughness measurement series / Label |
Programme section |
Brake application No. |
|
|
1st run |
2nd run |
||
|
A |
|
At start |
Initial condition |
|
B |
I |
After bedding-in |
after Br 6 |
|
C |
J |
After conditioning the block for empty load |
after Br. 26 |
|
D |
K |
Dry and empty conditions |
after Br. 51 |
|
E |
L |
Wet and empty conditions |
after Br. 87 |
|
F |
M |
Laden conditions |
after Br. 128 |
|
G |
N |
Drag braking (steep gradient downhill simulation) |
after Br. 130 |
|
H |
O |
End of programme |
after Br. 149 |
|
— |
Sampling: The acoustic roughness of 1 wheel shall be measured. |
|
— |
Averaging: the RMS average of the acoustic roughness shall be used. |
The result is a representative one-third octave wavelength wheel roughness spectrum in the wavelength domain L r .
2. Derive a scalar indicator from the measured wheel roughness L r in step 1
|
|
|
|
|
Where A(i) and B(i) are tabulated as follows (8):
|
3. Pass-fail criterion
The indicator measured in step 2 shall be lower than or equal to 1.
The indicator measured in step 2 as well as the representative one-third octave wavelength wheel roughness spectrum in the wavelength domain Lr shall be recorded in the IC certificate.
Appendix G
Exempted brake blocks
The blocks listed below are exempted from an EC Declaration of conformity until 28 September 2033. Until that date, the manufacturer or its representative may notify to the Commission the need to revise the pass-fail criterion set out in point 3 of Appendix F or the methodology set out in that Appendix.
|
Manufacturer |
Type description and abbreviated designation (if different) |
|
Becorit |
K40 |
|
CoFren |
C333 |
|
CoFren |
C810 |
|
Knorr-Bremse |
Cosid 704 |
|
Knorr-Bremse |
PROBLOCK J816M |
|
Frenoplast |
FR513 |
|
Federal Mogul |
Jurid 816 M abbreviated: J816M |
|
Federal Mogul |
Jurid 822 |
|
Knorr-Bremse |
PROBLOCK J822 |
|
CoFren |
C952-1 |
|
Federal Mogul |
J847 |
|
Knorr-Bremse |
PROBLOCK J847 |
|
Icer Rail / Becorit |
IB 116* |
|
Alstom/Flertex |
W30-1 |
Appendix H
Changes of requirements and transition regimes
For other TSI points than these listed in Table H.1 and Table H.2, compliance with the ‘previous TSI’ (i.e. this Regulation as amended by Commission Implementing Regulation (EU) 2019/774 (9)) imply compliance with this TSI applicable from 28 September 2023.
Changes with a generic transition regime of 7 years:
For TSI points listed in Table H.1, compliance with the previous TSI does not imply compliance with the version of this TSI applicable from 28 September 2023.
Projects already in design phase on 28 September 2023 shall comply with the requirement of this TSI from 28 September 2030.
Projects in production phase and rolling stock in operation are not affected by the TSI requirements listed in Table H.1.
Table H.1
Transition regime of 7 years
|
TSI point(s) |
TSI point(s) in the previous TSI |
Explanation of the TSI change |
|
Not applicable |
||
Changes with a specific transition regime:
For TSI points listed in Table H.2, compliance with the previous TSI does not imply compliance with this TSI applicable from 28 September 2023.
Projects already in design phase on 28 September 2023, projects in production phase, and rolling stock in operation shall comply with the requirement of this TSI in accordance with the respective transition regime set out in Table H.2 starting from 28 September 2023.
Table H.2
Specific transition regime
|
TSI point(s) |
TSI points(s) in the previous TSI |
Explanation on TSI change |
Transition regime |
|||
|
Design phase not started |
Design phase started |
Production phase |
rolling stock in operation |
|||
|
Not applicable |
||||||
(1) Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU (OJ L 139I, 27.5.2019, p. 5).
(2) APL: the number of axles divided by the length over the buffers (m-1)
(3) Commission Decision 2002/735/EC of 30 May 2002 concerning the technical specification for interoperability relating to the rolling stock subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC (OJ L 245, 12.9.2002, p. 402).
(4) Only if the simplified evaluation in accordance with point 6.2.3 is applied.
(5) Commission Implementing Regulation (EU) 2019/777 of 16 May 2019 on the common specifications for the register of railway infrastructure and repealing Implementing Decision 2014/880/EU (OJ L 139I, 27.5.2019, p. 312).
(6) Commission Decision 2004/446/EC of 29 April 2004 specifying the basic parameters of the ‘Noise’, ‘Freight Wagons’ and ‘Telematic applications for freight’ Technical Specifications for Interoperability referred to in Directive 2001/16/EC (OJ L 155, 30.4.2004, p. 1).
(7) Commission Decision 2006/861/EC of 28 July 2006 concerning the technical specification of interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the trans-European conventional rail system (OJ L 344, 8.12.2006, p. 1).
(8) Coefficients A(i) and B(i) are tailored to the current limit values for pass-by noise and reference track conditions
(9) Commission Implementing Regulation (EU) 2019/774 of 16 May 2019 amending Regulation (EU) No 1304/2014 as regards application of the technical specification for interoperability relating to the subsystem ‘rolling stock — noise’ to the existing freight wagons (OJ L 139I, 27.5.2019, p. 89).
ANNEX VII
The Annex to Implementing Regulation (EU) 2019/777 is amended as follows:
|
(1) |
point 3 is replaced by: ‘3. COMMON CHARACTERISTICS The characteristics set out in this Annex shall be applied across the Union rail system, as a common vocabulary specification enabling:
|
|
(2) |
a new point (6) is added in point 3.1 as follows:
|
|
(3) |
point 3.2.1 is replaced by the following:
|
|
(4) |
point 3.3.3 is replaced as follows:
|
|
(5) |
Table 1 is replaced by the following: ‘Table 1 Items for the register of infrastructure (RINF)
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(6) |
point 4.1 is amended as follows: The first paragraph is replaced by the following: ‘The architecture of the registers of infrastructure system shall be as follows:’; |
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(7) |
Figure 1 is replaced by the following:
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(8) |
point 4.2 is replaced by the following: ‘The RINF application shall be a web-based application set up, managed, maintained and administered by the Agency. The Agency shall make available to infrastructure managers the following files and documents that shall be used for submitting the data to the RINF application:
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(9) |
point 4.3 is amended as follows:
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(10) |
point 4.4 is replaced by the following: ‘4.4. Operating mode The register of infrastructure system shall provide three main interfaces via the RINF application:
The RINF application central database shall make data provided by infrastructure managers publicly available without any modification. The basic functionality of the RINF application shall allow users to search and retrieve data of register of infrastructure. The RINF application shall retain the complete historical record of data made available by the infrastructure managers. Those records shall be stored for two years from the date of withdrawal of the data. The Agency, as administrator of the RINF application, shall provide access to users upon request. Answers to the queries initiated by the RINF application users shall be provided within 24 hours from the moment the query was initiated. Infrastructure Managers shall be able to keep their data updated directly in RINF, following the specifications of Table 1 and submit it to the RINF application in accordance with Article 5. Infrastructure Managers shall upload the files to the RINF application through a dedicated interface provided for this operation. A specific module shall facilitate the validation and uploading of data.’; |
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(11) |
point 5 is amended as follows:
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(12) |
a new appendix A is added as follows: ‘Appendix A Technical specifications referenced in this Regulation A-1 Technical documents (available on ERA website)
A-2 Standards
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