| a General operation: A unit is designed for general operation when the unit is intended to be coupled with other unit(s) in a train formation which is not defined at design stage | |||||
| b 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). | |||||
| c 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). | |||||
| Route compatibility check interface | Vehicle information (either from ERATV, the technical file, or any other appropriate means of information) | Route information available in Register of Infrastructure (RINF) or provided by Infrastructure manager until RINF is complete | Vehicle level | Train level | Procedure to check the vehicle and train compatibility over the route intended for operation |
|---|---|---|---|---|---|
| Traffic loads and load carrying capacity of infrastructure | Static axle loads and design and operational masses in the following load cases:
Maximum design speed; Vehicle length; The position of the axles along the unit (axle spacing). Static compatibility check for Wagons: Permissible payload for different line categories according to WAG TSI. | 1.1.1.1.2.4 Load capability1.1.1.1.2.4.1 National classification for load capability1.1.1.1.2.4.2 Compliance of structures with the High Speed Load Model (HSLM)1.1.1.1.2.4.3 Railway location of structures requiring specific checks1.1.1.1.2.4.4 Document(s) with the procedure(s) for static and dynamic route compatibility checks | x | x | The static compatibility checks for vehicles and, when necessary in accordance with the information provided by the infrastructure manager, the dynamic compatibility checks for trains shall be performed according to the procedure(s) or relevant information provided by the infrastructure manager through RINF under the parameter 1.1.1.1.2.4.4. For freight wagons: The static compatibility check is performed according to the following sections of EN 15528:2015: 4 to 7, Annex A, Annex D or, for the United Kingdom of Great Britain and Northern Ireland networks, relevant national rules in accordance with 4.2.7.4 (4) of Commission Regulation (EU) No 1299/2014b. |
| Gauging | Vehicle gauge:
| 1.1.1.1.3.1.1 gauging1.2.1.0.3.4 gauging1.1.1.1.3.1.2 Railway location of particular points requiring specific checks1.1.1.1.3.1.3 Document with the transversal section of the particular points requiring specific checks1.2.1.0.3.5 Railway location of particular points requiring specific checks1.2.1.0.3.6 Document with the transversal section of the particular points requiring specific checks | X | X | Comparison of the declared reference profiles between Vehicle/Train and the intended route. For the specific cases referred to in TSI 1302/2014 section 7.3.2.2 and TSI 1299/2014 sections 7.7.17.2 and 7.7.17.9 a specific procedure for route compatibility check can be applied. For such purpose, the Infrastructure Manager shall make available the relevant information. The infrastructure manager shall identify particular points which deviate from the declared reference profile in RINF parameters: 1.1.1.1.3.1.1 and 1.2.1.0.3.4. For these cases, RINF shall be updated accordingly (parameters: 1.1.1.1.3.1.2, 1.1.1.1.3.1.3). Note:Additional discussion between Infrastructure Manager and Railway Undertaking might be needed for checking these specific points. |
| Vertical radius | Minimum vertical:
| 1.2.2.0.3.3 Minimum radius of vertical curve (Concern siding) | X | Comparison of the declared minimum radius of vertical curve between vehicle and the intended route. | |
| Train detection systems | Type of train detection systems for which the vehicle has been designed and assessed | 1.1.1.3.7.1.1 Type of train detection system1.1.1.3.7.1.2 Type of track circuits or axle counters to which specific checks are needed.1.1.1.3.7.1.3 Document with the procedure(s) related to the type of train detection systems declared in 1.1.1.3.7.1.2Specific to the French network: 1.1.1.3.7.1.4 Section with train detection limitation | X | Comparison of the declared type of train detection system(s) between Vehicle and the intended route. Note:At vehicle authorisation, based on TSIs and national rules, the technical compatibility between the Vehicle and all train detection system(s) of the network(s) in the area of use is verified. In duly-justified cases (e.g. problems of non-detection of the vehicle occurring during operation), tests and/or checks could be done after vehicle authorisation, involving Railway Undertaking and Infrastructure Manager. | |
| Hot axle box detection | Axle bearing condition monitoring (hot axles box detection) | 1.1.1.1.7.4 Existence of trackside Hot axle box detectionSpecific to the French, Italian and Swedish networks: 1.1.1.1.7.5 Trackside Hot axle box detection TSI compliant: (Y/N), If No: | X | For existing non-TSI compliant vehicle: Comparison of the declared compliance to track side HABD between vehicle and the intended route, when the network(s) of the area of use is composed of more than one ‘type’ of track side HABD. If the network(s) of the area of use is composed by only one type of trackside hot axle box detector, no route compatibility check is needed. Note:For TSI compliant vehicle: Compatibility with tracksides for network(s) of an area of use is verified at authorisation phase. Any specificity of the network has to be covered by a specific case. | |
| Running characteristics | Combination(s) of maximum speed and maximum cant deficiency to which the vehicle was authorised (operational envelope that the vehicle has been assessed for); Rail inclination. | 1.1.1.1.4.2 Cant deficiency1.1.1.1.2.5 Maximum permitted speed1.1.1.1.4.3 Rail inclination | X | Comparison of the combination of maximum speed, maximum cant deficiency and rail inclination(s), to which the Vehicle is assessed, with the cant deficiency, speed and rail inclination(s) declared in RINF or information provided by Infrastructure Manager. In case vehicle characteristics don't match infrastructure characteristics and the compatibility between the vehicle and the route might be compromised, the Infrastructure Manager shall provide the exact combination of speed and cant deficiency for the specific points in which the compatibility might be compromised within one month, free of charge and in an electronic format. Note:The output of the check should be taken into account by the Railway Undertaking for the route book preparation. Operational conditions might be imposed as a result of this check (e.g. speed restriction for a section of line). | |
| Wheelset | Wheel set gauge | 1.1.1.1.4.1 Nominal track gauge1.2.1.0.4.1 Nominal track gauge | X | Comparison of the wheelset gauge with track gauge of the intended route. | |
| Wheelset | Minimum in-service wheel diameter | 1.1.1.1.5.2 Minimum wheel diameter for fixed obtuse crossings | X | Comparison of the minimum wheel diameter between Vehicle and the intended route. | |
| Wheelset | Type of changeover facilities to which the vehicle is designed for | 1.2.0.0.0.5 Geographical location of Operational Point1.2.0.0.0.4.1 Type(s) of track gauge changeover facility (ies) | X | Comparison of the type(s) of changeover facilities to which the vehicle is designed for with the type(s) of track gauge changeover facilities of the intended route. | |
| Minimum curve | Minimum horizontal curve radius capability | 1.1.1.1.3.7 Minimum radius of horizontal curve1.2.2.0.3.2 Minimum radius of horizontal curve | X | X | Comparison of the minimum horizontal curve radius between vehicle and the intended route. |
| Braking | Emergency braking and maximum service brake: Stopping distance, Maximum deceleration, for the load condition ‘design mass under normal payload’ at the design maximum speed. For general operationa, in addition to the above data: brake weight percentage (lambda) | 1.1.1.3.11.1 Maximum braking distance requested1.1.1.1.3.6 Gradient profile1.1.1.1.2.5 Maximum permitted speed1.1.1.1.6.1 Maximum train deceleration1.1.1.3.11.2 Availability by the infrastructure manager of additional information mentioned in the section 4.2.2.6.2.(2) is available or not (Y/N)If yes: 1.1.1.3.11.3 Reference to the document(s) to be indicated in RINF. | X | X | For pre-defined formation (as referred in section 2.2.1 of TSI 1302/2014): Comparison of the declared stopping distance and maximum train deceleration between Rolling Stock and the intended route for each load condition per design maximum speed. For general operation a : No specific suggested procedure, to be covered by Railway Undertaking safety management system. |
| Braking | Thermal capacity:
| 1.1.1.1.3.6 Gradient profile1.1.1.1.2.5 Maximum permitted speed | X | Comparison of the vehicle reference case with the intended route characteristics. Note:RINF or information provided by Infrastructure Manager, indicates location of change in km, gradient length can be calculated by extracting data. | |
| Braking | Maximum gradient on which the unit is kept stationary by the parking brake alone (if the vehicle is fitted with it) | 1.1.1.1.3.6 Gradient profile1.2.2.0.3.1 Gradient for stabling tracks | X | X | Comparison of the declared maximum gradient profile between vehicle and the intended route. Note:The output of the comparison should be taken into account by the Safety Management System of the Railway Undertaking (e.g. use of additional means) |
| Magnetic track brake | Possibility of preventing the use of the magnetic brake (only if fitted with magnetic brake) | 1.1.1.1.6.3 Use of magnetic brakes1.1.1.1.6.5 Document with the conditions of use of magnetic track brake. | X | Verification if the use of magnetic track brake is allowed in the intended route. Notes:Where magnetic brake is allowed, the infrastructure manager shall provide the conditions of its use. The output of the check should be taken into account by the Safety Management System of the Railway Undertaking (e.g. preventing the use of magnetic track brake in the section of line). | |
| Eddy current track brake | Possibility of preventing the use of the eddy current brake (only if fitted with eddy current brake) | 1.1.1.1.6.2 Use of eddy current brakes1.1.1.1.6.4 Document with the conditions of use of eddy current brake. | X | Verification if the use of Eddy current track brake is allowed in the intended route. Notes:Where Eddy current track brake is allowed, the infrastructure manager shall provide the conditions of its use. The output of the check should be taken into account by the Safety Management System of the Railway Undertaking (e.g. preventing the use of eddy current track brake in the section of line). | |
| Weather conditions | Temperature range | 1.1.1.1.2.6 Temperature range | X | Comparison of the declared temperature range between vehicle and the intended route. Note:The Safety Management System of the Railway Undertaking shall consider any possible restrictions when the compared temperature range diverge. | |
| Weather conditions | Snow, ice and hail condition | 1.1.1.1.2.8 Existence of severe climatic conditions | X | Comparison of the declared vehicle ‘Snow, ice and hail condition’ (e.g. S1) with and the ‘Existence of severe climatic conditions’ in the intended route. Note:The Safety Management System of the Railway Undertaking shall consider any possible restrictions. Discussion between Railway Undertaking and Infrastructure Manager to identify the possible restrictions. | |
| Voltages and frequencies | Energy supply system:
| 1.1.1.2.2.1.1 Type of contact line system1.1.1.2.2.1.2 Energy supply system (Voltage and frequency)1.1.1.2.2.1.2.1 Energy supply system TSI compliantSpecific cases defined in TSI ENE 1301/2014 section 7.4.2.2.1: 1.1.1.2.2.1.3 Umax2 for lines referred to in sections 7.4.2.2.1 and 7.4.2.11.1 of Commission Regulation (EU) No 1301/2014c. | X | Comparison of the declared voltage between vehicle and the intended route of the traction supply system (nominal voltage and frequency) and type of contact line system. | |
| Regenerative brake | Possibility of preventing the use of the regenerative brake (only if fitted with regenerative brake) | 1.1.1.2.2.4 Permission for regenerative braking | X | Verification if the use of the regenerative brake is allowed in the intended route or under specific conditions. Note:The output of the check should be taken into account by the Safety Management System of the Railway Undertaking (e.g. preventing the use of the regenerative brake in the section of line). | |
| Current limitation | Electric units equipped with power or current limitation function. | 1.1.1.2.5.1 Current or power limitation on board | X | Verification if the intended route require that the vehicle is equipped with a current or power limitation. Note:TSI-compliant Rolling Stock with a maximum power higher than 2MW are equipped with current or power limitation. | |
| Pantograph | Maximum current at standstill per pantograph for each DC systems the vehicle is equipped for | 1.1.1.2.2.3 Maximum current at standstill per pantograph1.2.2.0.6.1 Maximum current at standstill per pantograph | X | Comparison of the declared maximum current at standstill per pantograph for each DC systems, between vehicle and the intended route. | |
| Pantograph | Height of interaction of pantograph with contact wires (over top of rail) for each energy supply system the vehicle is equipped for | 1.1.1.2.2.5 Maximum contact wire height1.1.1.2.2.6 Minimum contact wire height | X | Comparison of the height of interaction of pantograph with contact wires, for each energy supply system, between the vehicle and the intended route. | |
| Pantograph | Pantograph head for each energy supply system the vehicle is equipped for | 1.1.1.2.3.1 Accepted TSI compliant pantograph heads1.1.1.2.3.2 Accepted other pantograph heads | X | Comparison of the pantograph head geometry (including insulated or nor not insulated horns for 1 950 mm), for each energy supply system, between the vehicle and the intended route. | |
| Pantograph | Material of pantograph contact strip the vehicle may be equipped with for each energy supply system the vehicle is equipped for | 1.1.1.2.3.4 Permitted contact strip material | X | Comparison of material of pantograph contact strip, for each energy supply system, between the vehicle and the intended route. | |
| Pantograph | Mean contact force curve | 1.1.1.2.5.2 Contact force permitted | X | Comparison of mean contact force between the vehicle and the intended route:
Note:A TSI-compliant vehicle is authorised with a mean contact force within limits values defined in EN 50367:2012 Table 6. | |
| Pantograph | Number of pantographs in contact with the overhead contact line (OCL) (for each energy supply system the vehicle is equipped for); Shortest distance between two pantographs in contact with the OCL (for each energy supply system the vehicle is equipped for; for single and, if applicable, multiple operation) (only if number of raised pantographs is more than 1); Type of OCL used for the test of current collection performance (for each energy supply system the vehicle is equipped for) (only if number of raised pantographs is more than 1). | 1.1.1.2.3.3 Requirements for number of raised pantographs and spacing between them, at the given speed | X | X | For pre-defined formation (as referred in section 2.2.1 of TSI 1302/2014): For each energy supply system:
For general operation a : Covered by Railway Undertaking safety management system, considering the conditions imposed by the Infrastructure Manager, as in RINF or information provided by Infrastructure Manager. Note:The output of the comparison, concerning a minimum distance between two raised pantographs, might result in operational constraint on the vehicle to be considered by the safety management system of the Railway Undertaking (e.g. a two pantographs raised Electrical Multiple Units is forced to lower one pantograph). |
| Pantograph | Automatic dropping device (ADD) fitted (for each energy supply system the vehicle is equipped for) | 1.1.1.2.5.3 Automatic dropping device required | X | Verification if the intended route(s) require that the vehicle is equipped with an automatic dropping device. | |
| Specific to the French network: Phase separation | Distance between cab and pantograph for reverse or multiple unit | 1.1.1.2.4.3 Distance between signboard and phase separation ending | x | Verification if the positioning of signboards identifying the place where driver is allowed to raise pantographs or close circuit breakers again on the intended route(s) is compatible with the distance between cab and pantograph for reverse or multiple unit. Where there is incompatibility, the signboard is to be moved and be settled far enough to ensure drivers do not raise pantographs too early. | |
| Tunnel | Fire safety category | 1.1.1.1.8.10 Fire category of rolling stock required1.1.1.1.8.11 National fire category of rolling stock required1.2.1.0.5.7 Fire category of rolling stock required1.2.1.0.5.8 National fire category of rolling stock required1.2.2.0.5.7 Fire category of rolling stock required1.2.2.0.5.8 National fire category of rolling stock required | X | Comparison between fire safety category of vehicle and intended route. | |
| train length | Train length | 1.2.2.0.2.1 Usable length of siding1.2.1.0.6.4 Usable length of platform | X | X | For fixed and pre-defined formation (as referred in section 2.2.1 of TSI 1302/2014): Comparison of unit(s) length (single or multiple operation) with the ‘siding and platform’ length(s) of the intended route. For general operation a : Verification of the composed train length with the ‘siding and platform’ length(s) of the intended route. Note:The output of the check should be taken into account by the Railway Undertaking in its Safety Management System. Operational conditions might be imposed as a result of this check. |
| Platform height and access and egress | Platform heights for which the vehicle is designed | 1.2.1.0.6.5 Height of platform | X | Comparison of platform heights between the vehicle and the intended route. Note:The output of the check should be taken into account by the Railway Undertaking in its Safety Management System. Operational conditions might be imposed as a result of this check. | |
| ETCS | ETCS System Compatibility | 1.1.1.3.2.9 ETCS System Compatibility | X | Comparison ETCS System Compatibility value in RINF is included in the vehicle authorisation. | |
| ETCS | Train Integrity | 1.1.1.3.2.8 Train integrity confirmation from on-board necessary for line access | X | X | Comparison that vehicle/train is able to confirm the train integrity if required by trackside. |
| GSM-R | Radio System Compatibility Voice | 1.1.1.3.3.9 Radio System Compatibility Voice | X | Comparison Radio System Compatibility voice value in RINF is included in the vehicle authorisation. | |
| GSM-R | Radio System Compatibility Data | 1.1.1.3.3.10 Radio System Compatibility data | X | Comparison Radio System Compatibility data value in RINF is included in the vehicle authorisation. | |
| GSM-R | SIM Card GSM-R Home Network | 1.1.1.3.3.5 GSM-R networks covered by a roaming agreement | X | Comparison that the SIM Card GSM-R Home Network is in the list of GSM-R networks with roaming agreement for all sections in the route. This has to be performed for all SIM Cards in the vehicle (Voice and Data). | |
| GSM-R | Sim card support of group ID 555 | 1.1.1.3.3.4 Use of Group 555 | X | Check that the Group ID 555 is used trackside. If this is not configured on-board, alternative operational procedures should be prior established with the Infrastructure Manager. | |
| Class B | Class B train protection legacy system | 1.1.1.3.5.3 Train protection legacy systems | X | Comparison of name and version of the Class B train protection legacy system. | |
| Class B | Class B radio legacy system | 1.1.1.3.6.1 Radio legacy system | X | Comparison of name and version of the Class B radio legacy system. | |