Commission Regulation (EU) No 321/2013Show full title

Additional optional conditions U.K.

The compliance with the following set of conditions C.1 to C.18 is optional. If the applicant selects this option, a notified body has to assess the compliance within the EC verification procedure.

1. Manual coupling system U.K.

The manual coupling system shall comply with the following requirements:

• The screw coupling system excluding the draw hook shall comply with the requirements related to freight wagons of EN 15566:2009+A1:2010 except clause 4.4,

• The draw hook shall comply with the requirements related to freight wagons of EN 15566:2009+A1:2010 except clause 4.4 and except the dimension ‘a’ in Annex A Figure A.1 which shall be treated as informative.

• The draw hook shall be located at a height between 920 and 1 045 mm above rail level in all loading and wear conditions.

• The centreline of the draw hook shall be located within a range of 0 to 20 mm below the buffing centre.

• [F1 The clearance for the draw hook shall be in accordance with chapter 2 of ERA technical document ERA/TD/2012-04/INT version 1.2 of 18.1.2013 published on the Agency website (http://www.era.europa.eu).]

• The buffer shall comply with the requirements related to freight wagons of EN 15551:2009+A1:2010.

• The buffing centre line shall be located at a height between 940 and 1 065 mm above rail level in all loading and wear conditions.

• There shall be no fixed parts within 40 mm of a vertical plane placed at the end of the fully compressed buffers.

• [F1 The space for shunting staff operation shall be in accordance with chapter 3 of ERA technical document ERA/TD/2012-04/INT version 1.2 of 18 January 2013 published on the Agency website (http://www.era.europa.eu).]

• Where a combined automatic and screw coupler is fitted, it is permissible for the auto coupler head to infringe the space specified above for shunting staff on the left hand side when it is stowed and the screw coupler is in use. In this case the marking in Figure 75 of EN 15877-1:2012 is mandatory.

Textual Amendments

F1 Substituted by Commission Regulation (EU) No 1236/2013 of 2 December 2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system in the European Union and amending Regulation (EU) No 321/2013 (Text with EEA relevance).

Interaction of buffers and draw gear U.K.

• The characteristics of the buffers and draw gear shall be designed in order to enable the safe transit of curves in the track with a radius of 150 m. Two units with bogies coupled on straight track with touching buffers shall generate compressive forces not higher than 250 kN on a 150 m radius curve. There is no requirement specified for two axle units.

• The distance between the front edge of a draw-hook opening and the front side of the fully extended buffers shall be 355 mm + 45/– 20 mm in the new condition as shown in Figure C.1:

  Figure C.1

  Configuration of buffers and draw gear

  

Units designed for 1 435 mm and 1 520 mm or 1 435 mm and 1 524 mm, or 1 435 mm and 1 668 mm gauge network(s), equipped with manual coupling and ‘UIC’ pneumatic brake system, shall be compatible with both,

• the interface requirements for ‘End Coupling’ mentioned in this Section, and

• specific buffer layouts related to broad gauge networks.

In order to provide this full compatibility, it is permitted to have a different value of the distance between buffer centrelines, 1 790 mm (Finland) and 1 850 mm (Portugal and Spain) taking into account clause 6.2.3.1 of EN 15551:2009+A1:2010.

2. UIC footsteps and handrails U.K.

[F1 The unit shall be equipped with footsteps and handrails in accordance with chapter 4 of ERA technical document ERA/TD/2012-04/INT version 1.2 of 18.1.2013 published on the Agency website (http://www.era.europa.eu).]

3. Ability to be hump shunted U.K.

In addition to the requirements of point 4.2.2.2 the unit shall be assessed in accordance with clause 8 of EN 12663-2:2010 and classified in Category F I in accordance with clause 5.1 of EN 12663-2:2010 with the following exception: for units designed to carry motor vehicles or combined transport units without long stroke shock absorbers the Category F-II may be used. The requirements concerning the buffing tests in clause 8.2.5.1 of EN 12663-2:2010 apply.

4. Free space under lifting points U.K.

The unit shall comply with Figure C.2 on the free space under the re-railing places for rerailing:

Figure C.2

Free spaces under rerailing places

5. Marking of units U.K.

Markings of EN 15877-1:2012 are required where applicable. The following are always applicable:

• 4.5.2 Gauge marking

• 4.5.3 Vehicle Tare Weight

• 4.5.4 Vehicle load table

• 4.5.5 Sign for length over buffers

• 4.5.12 Table of Maintenance dates

• 4.5.14 Lifting and re-railing signs

• 4.5.23 Distances between end axles and bogie centres

• 4.5.29 Brake weight.

Units compliant with all requirements set out in Section 4.2, fulfilling all conditions set out in point 7.1.2 and all conditions set out in Appendix C may receive the marking ‘GE’.

Units compliant with all requirements set out in Section 4.2, fulfilling all conditions in point 7.1.2 and the conditions set out in Appendix C but not those set out in Appendix C, Sections 3 and/or 6 and/or 7.b, may receive the marking ‘CW’.

If the additional marking is used, it shall be inscribed on the unit as outlined in Figure C.3.

Figure C.3

The additional markings ‘GE’ and ‘CW’

The letters shall be of the same font type as the TEN marking. The size of the letters shall be at least 100 mm high. The outer measures of the frame shall be at least 275 mm wide and 140 mm high, the frame shall be 7 mm thick.

The marking shall be located on the right hand side of the area containing the European Vehicle Number and the TEN marking.

6. G1 gauge U.K.

The reference contour with which the unit complies with shall be G1 and GIC1 determined as defined in point 4.2.3.1.

7. Compatibility with train detection systems U.K.

(a) The unit shall be compatible with the train detection systems based on track circuits, on axle counters and on loop equipment as specified in clauses 4.2.3.3(a), 4.2.3.3(b) and 4.2.3.3(c). U.K.

(b) The distance between two adjacent axles of the unit shall not exceed 17 500 mm. U.K.

8. Tests concerning longitudinal compressive forces U.K.

The verification of safe running under longitudinal compressive forces shall be in accordance with EN 15839:2012.

9. UIC brake U.K.

The brake system shall be compatible with vehicles equipped with UIC approved brake systems. The brake system of a unit is compatible with the UIC brake system if it fulfils the following requirements:

(a)

The unit shall be equipped with a pneumatic brake pipe with an inner diameter of 32 mm.

(b)

Brake modes have different brake application and release times and specific brake weight percentage.

(c)

Every unit shall be fitted with a brake system having at least brake modes G and P. The brake modes G and P shall be assessed in accordance with UIC 540:2006.

(d)

The minimum braking performance for brake-modes G and P shall be in accordance with Table C.3.

(e)

If a unit is equipped with a brake system having in addition further brake modes the assessment procedure as described in point 4.2.4.3.2.1 shall be carried out for these additional brake modes. The brake application time of the P brake mode in accordance with UIC 540:2006 are also valid for further brake modes.

(f)

The energy storage has to be designed in such way that after a brake application with the maximum brake cylinder pressure and the maximum unit specific brake cylinder stroke at any load state the pressure in the auxiliary reservoir must be at least 0,3 bar more than the brake cylinder pressure without the addition of any further energy. Details for standardised air reservoirs are set out in EN 286-3:1994 (steel) and EN 286-4:1994 (aluminium).

(g)

The pneumatic energy of the brake system shall not be used for other applications different than those related to braking purposes.

(h)

The distributor and distributor isolating device shall be in accordance with EN 15355:2008+A1:2010. At least one distributor shall be installed per 31 m unit length.

(i)

The pneumatic half coupling:

(i)

The interface of the brake pipe shall be in accordance with EN 15807:2011.

(ii)

The opening of the automatic air brake coupling head shall face the left when looking at the end of the vehicle.

(iii)

The opening of the main reservoir coupling head shall face the right when looking at the end of the unit.

(iv)

The end cocks shall be in accordance with EN 14601:2005+A1:2010.

(j)

The brake mode switching device shall be in accordance with UIC 541-1:2010 Appendix E.

(k)

Brake block holders shall be in accordance with UIC leaflet 542:2010.

(l)

[F2 If the brake system requires a ‘ friction element for wheel tread brakes ’ interoperability constituent, the interoperability constituent shall, in addition to the requirements of point 6.1.2.5, comply with UIC leaflet 541-4:2010. The manufacturer of the friction element for wheel tread brakes, or his authorised representative established within the Union, shall in that case obtain the UIC approval.]

(m)

Slack adjusters shall be in accordance with ERA technical document ERA/TD/2012-05/INT version 1.0 of 4.6.2012 published on the ERA website (http://www.era.europa.eu).

(n)

If the unit is equipped with a wheel slide protection system (WSP) it shall be in accordance with EN 15595:2009+A1:2011.

Textual Amendments

F2 Substituted by Commission Regulation (EU) 2015/924 of 8 June 2015 amending Regulation (EU) No 321/2013 concerning the technical specification for interoperability relating to the ‘rolling stock — freight wagons’ subsystem of the rail system in the European Union (Text with EEA relevance).

Table C.3

Minimum braking performance for brake modes G and P

a Only for two stage load brake (changeover command) and P10 (cast iron blocks with 10 ‰ phosphor)- or LL-brake blocks
b , with Te = 2 sec. Distance calculation in accordance with EN 14531-1:2005 section 5.11
c An ‘ S1 ’ unit is a unit with empty/load device. The maximum load per axle is 22,5 t.
d An ‘ S2 ’ unit is a unit with a variable load relay. The maximum load per axle is 22,5 t.
e An ‘ SS ’ unit shall be equipped with a variable load relay. The maximum load per axle is 22,5 t.
f The maximum mean retardation force allowed (for running speed at 100 km/h) is . This value comes from the maximum braking energy input permitted on a clasp braked wheel with a nominal new diameter in the range of [920 mm; 1 000 mm] during braking (the brake weight shall be limited to 18 tonnes/axle).
g The maximum mean retardation force allowed (for running speed at 100 km/h) is . This value comes from the maximum braking energy input permitted on a clasp braked wheel with a nominal new diameter in the range of [920 mm; 1 000 mm] during braking (the brake weight shall be limited to 18 tonnes/axle). Usually a unit, with V max = 100 km/h and fitted with a variable relay is designed to obtain λ = 100 % up to 14,5 t/axle.
h The maximum mean retardation force allowed (for running speed at 120 km/h) is . This value comes from the maximum braking energy input permitted on a clasp braked wheel with a nominal new diameter in the range of [920 mm; 1 000 mm] during braking (the brake weight shall be limited to 18 tonnes). The mass/axle is limited to 20 t/axle and the corresponding λ is 90 %. If it is required that λ > 100 % with mass/axle > 18 t then it is necessary to consider another kind of brake.
i 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).
j Changeover in accordance with EN 15624:2008 + A1:2010
l Variable load relay in accordance with EN 15611:2008 + A1:2010 in combination with a variable load sensing device in accordance with EN 15625:2008 + A1:2010.]
[F1 Braking mode	Command Equipment	unit type	Load status	Requirement for running speed at 100 km/h		Requirement for running speed at 120 km/h
				Maximum braking distance	Minimum braking distance	Maximum braking distance	Minimum braking distance
Braking mode ‘P’	Changeover j	‘S1’c	Empty	S max = 700 m λ min = 65 % a min = 0,60 m/s 2	S min = 390 m λ max = 125 %, (130 %) a a max = 1,15 m/s 2	S max = 700 m λ min = 100 % a min = 0,88 m/s 2	S min = 580 m λ max = 125 %, (130 %) a a max = 1,08 m/s 2
			Inter-mediate	S max = 810 m λ min = 55 % a min = 0,51 m/s 2	S min = 390 m λ max = 125 % a max = 1,15 m/s 2
			Loaded	S max = 700 m λ min = 65 % a min = 0,60 m/s 2	S min = Max [(S = 480 m, λ max = 100 %, a max = 0,91 m/s 2 ) (S obtained with a mean retardation force of 16,5 kN per axle)] f
	Variable load Relay l	‘SS’, ‘S2’	Empty	S max = 480 m λ min = 100 % b a min = 0,91 m/s 2 b	S min = 390 m λ max = 125 %, (130 %) a a max = 1,15 m/s 2	S max = 700 m λ min = 100 % a min = 0,88 m/s 2	S min = 580 m λ max = 125 %, (130 %) a a max = 1,08 m/s 2
		‘S2’d	Loaded	S max = 700 m λ min = 65 % a min = 0,60 m/s 2	S min = Max [(S = 480 m, λ max = 100 %, a max = 0,91 m/s 2 ) (S obtained with a mean retardation force of 16,5 kN per axle)] g
		‘SS’e	Loaded (18 t per axle for brake blocks)			S max i = Max [S = 700 m, λ max = 100 %, a max = 0,88 m/s 2 ) (S obtained with a mean retardation force of 16 kN per axle)] h
Braking mode ‘G’					There shall be no separate assessment of the braking performance of units in position G. A unit’s braked weight in position G is the result of the braked weight in position P (see UIC 544-1:2013)

10. Location of parking brake handles U.K.

If a unit is equipped with a parking brake the location of its operating handle or operating wheel shall be:

• on both sides of the unit if it is operated from the ground, or

• on a platform, that can be accessed from both sides of the unit.

The operation from the ground shall be done by wheel.

11. Temperature ranges for air reservoirs, hoses and grease U.K.

The following requirements are deemed to comply with the range T1 indicated in point 4.2.5:

• Air reservoirs shall be designed for the temperature range of – 40 °C to + 100 °C.

• Brake cylinders and brake couplings shall be designed for the temperature range of – 40 °C to + 70 °C.

• Hoses for air brakes and air supply shall be specified for the temperatures range – 40 °C to + 70 °C.

• The grease for the lubrication of roller bearing shall be specified for ambient temperatures down to – 20 °C.

12. Welding U.K.

Welding shall be carried out in accordance with EN 15085-1-5:2007.

13. Track gauge U.K.

The unit shall be compatible with the 1 435 mm track gauge.

14. Specific brake thermal capacity U.K.

The brake system shall resist a thermal load equivalent to the suggested reference case in point 4.2.4.3.3.

[F2 With regard to the use of wheel tread brake systems, this condition is deemed to be met if the ‘ friction element for wheel tread brakes ’ interoperability constituent is, in addition to the requirements of point 6.1.2.5, compliant with UIC leaflet 541-4:2010, and if the wheel:

• is assessed in accordance with point 6.1.2.3; and

• fulfils the conditions of Section 15 of Appendix C.]

15. Specific product properties concerning the wheel U.K.

The wheels shall be in accordance with EN 13262:2004+A1:2008+A2:2011 and EN 13979-1:2003+A1:2009+A2:2011. The thermal mechanical type test required in point 6.1.2.3 shall be carried out in accordance with Table C.4 when the complete brake system is acting directly on the wheel tread.

Table C.4

Conditions for the thermal mechanical type test

Wheel diameter range [mm]	1 000-920	920-840	840-760	760-680
Standard power value	50 kW	50 kW	42,5 kW	38 kW
Application time	45 min	45 min	45 min	45 min
Running speed	60 km/h	60 km/h	60 km/h	60 km/h

16. Tow hooks U.K.

Units shall be provided with tow hooks, each one being fixed to the side of the unit underframe in accordance with clause 1.4 of UIC 535-2:2006.

17. Protective devices on protruding parts U.K.

To ensure the safety of staff, protruding (e.g. angular or pointed) parts of the unit located up to 2 m above rail level or above passageways, working surfaces or tow hooks which are liable to cause accidents, shall be fitted with protective devices as described in clause 1.3 of UIC 535-2:2006.

18. Label holders and attachment devices for rear-end signal U.K.

All units shall be equipped with a label holder in accordance with clause 1 of UIC 575:1995 and at both ends with attachment devices as set out in point 4.2.6.3.