Commission Implementing Regulation (EU) 2019/776Show full title

ANNEX IV

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

(1)

section 1.1 is amended as follows:

(a)

the reference to ‘Article 1 of Directive 2008/57/EC’ is replaced by the reference to ‘Article 1 of Directive (EU) 2016/797’;

(b)

the reference to ‘Annex II section 2.7 of Directive 2008/57/EC’ is replaced by the reference to ‘section 2.7 of Annex II to Directive (EU) 2016/797’;

(c)

the text ‘Annex I sections 1.2 and 2.2 of Directive 2008/57/EC’ is replaced by the text ‘section 2 of Annex I to Directive (EU) 2016/797’;

(d)

the text ‘Article 1(3) of Directive 2008/57/EC’ is replaced by the text ‘Articles 1(3) and (4) of Directive (EU) 2016/797’;

(2)

sections 1.2 to 1.3 are replaced by the following:

‘1.2. Geographical Scope

The geographical scope of this TSI is the Union rail system as set out in Annex I to Directive (EU) 2016/797 and excludes the cases referred to in Articles 1(3) and (4) of Directive (EU) 2016/797.;

1.3. Content of this TSI

In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI:

(a)

indicates its intended scope (Chapter 2);

(b)

lays down essential requirements for the subsystem rolling stock “Locomotives and passenger rolling stock” and its interfaces vis-à-vis other subsystems (Chapter 3);

(c)

establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems (Chapter 4);

(d)

determines the interoperability constituents and interfaces which must be covered by European specifications, including European standards, which are necessary to achieve interoperability within the European Union's rail system (Chapter 5);

(e)

states, in each case under consideration, which procedures are to be used in order to assess the conformity or the suitability for use of the interoperability constituents, on the one hand, or the “EC” verification of the subsystems, on the other hand (Chapter 6);

(f)

indicates the strategy for implementing this TSI (Chapter 7);

(g)

indicates for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of this TSI (Chapter 4);

(h)

indicates the provisions applicable to the existing “rolling stock” subsystem, in particular in the event of upgrading and renewal and, in such cases, the modification work which requires an application for a new authorisation;

(i)

indicates the parameters of “rolling stock” subsystem to be checked by the railway undertaking and the procedures to be applied to check those parameters after the delivery of the vehicle authorisation for placing on the market and before the first use of the vehicle to ensure compatibility between vehicles and the routes on which they are to be operated.

In accordance with Article 4(5) of the Directive (EU) 2016/797, provisions for specific cases are indicated in Chapter 7.’;

(3)

in section 2.1, the reference to ‘Directive 2008/57/EC’ is replaced by the reference to ‘Directive (EU) 2016/797’;

(4)

in section 2.2, the text ‘Directive 2008/57/EC, Article 2(c)’ is replaced by the text ‘point (3) of Article 2 of Directive (EU) 2016/797’;

(5)

in section 2.2.2, the text is replaced by the following:

‘2.2.2. Rolling stock

Definitions below are classified in three groups as defined in the 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:

(1) Thermal or electric traction units

A Locomotive is a traction vehicle (or combination of several vehicles) that is not intended to carry a payload and has the ability to be uncoupled in normal operation from a train and to operate independently.

A Shunter is a traction unit designed for use only on shunting yards, stations and depots.

Traction in a train can also be provided by a powered vehicle with or without driving cab, which is not intended to be uncoupled during normal operation. Such a vehicle is called a Power Unit (or power car) in general or a Power Head when located at one end of the trainset and fitted with a driving cab.

(2) Self-propelling thermal or electric passenger trains

A Trainset is a fixed formation that can operate as a train; it is by definition not intended to be reconfigured, except within a workshop environment. It is composed of only motored or of motored and non-motored vehicles.

An Electric and/or Diesel Multiple Unit is a trainset in which all vehicles are capable of carrying a payload (passengers or luggage/mail or freight).

A Railcar is a vehicle that can operate autonomously and is capable of carrying a payload (passengers or luggage/mail or freight).

A tram – train is a vehicle designed for combined use on both a light-rail infrastructure and a heavy-rail infrastructure;

(3) Passenger coaches and other related cars

A Coach is a vehicle without traction in a fixed or variable formation capable of carrying passengers (by extension, requirements specified to apply to coaches in this TSI are deemed to apply also to restaurant cars, sleeping cars, couchettes cars, etc.).

A Van is a vehicle without traction capable of carrying payload other than passengers, e.g. luggage or mail, intended to be integrated into a fixed or variable formation which is intended to transport passengers.

A Driving Trailer is a vehicle without traction equipped with a driving cab.

A coach may be equipped with a driver's cab; such a coach is then named a Driving Coach.

A van may be fitted with a driver's cab and as such is known as a Driving Van.

A Car carrier is a vehicle without traction capable of carrying passenger motor cars without their passengers and which is intended to be integrated in a passenger train.

A Fixed Rake of Coaches is a formation of several coaches “semi-permanently” coupled together, or which can be reconfigured only when it is out of service.

(B)

Freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries

These vehicles are out of the scope of this TSI.. They are covered by Regulation (EU) No 321/2013 (the “freight wagons” TSI).

(C)

Special vehicles, such as on-track machines.

On track Machines (OTMs) are vehicles specially designed for construction and maintenance of the track and infrastructure. OTMs are used in different modes: working mode, transport mode as self-propelling vehicle, transport mode as a hauled vehicle.

Infrastructure inspection vehicles are utilised to monitor the condition of the infrastructure. They are operated in the same way as freight or passenger trains, with no distinction between transport and working modes.’;

(6)

section 2.3.1 is replaced by the following:

‘2.3.1 Types of rolling stock

The scope of this TSI concerning rolling stock, classified in three groups as defined in the Annex I section 2 of Directive (EU) 2016/797, is detailed as follows:

(A)

Locomotives and passenger rolling stock, including thermal or electric traction units, self-propelling thermal or electric passenger trains, and passenger coaches

(1) Thermal or electric traction units

This type includes traction vehicles that are not capable of carrying a payload, such as thermal or electric locomotives or power units.

The concerned traction vehicles are intended for freight or/and passenger transport.

Exclusion from the scope:

Shunters (as defined in Section 2.2) are not in the scope of this TSI. When they are intended to operate on the Union railway network (movement between shunting yards, stations and depots), article 1.4(b) of Directive (EU) 2016/797 applies.

(2) Self-propelling thermal or electric passenger trains

This type includes any train in fixed or pre-defined formation, composed of vehicles passenger carrying and/or vehicles not carrying passengers.

Thermal or electric traction equipment is installed in some vehicles of the train, and the train is fitted with a driver's cab.

Exclusion from the scope:

In accordance with Articles 1.3, 1.4(d) and 1.5 of Directive (EU) 2016/797, the following rolling stock is excluded from the scope of the TSI:

• Rolling stock intended to operate on local, urban or suburban networks functionally separate from the rest of the railway system.

• Rolling stock primarily used on light rail infrastructure but equipped with some heavy rail components necessary to enable transit to be effected on a confined and limited section of heavy rail infrastructure for connectivity purposes only.

• Tram – trains.

(3) Passenger coaches and other related cars

Passenger carriages:

This type includes vehicles without traction carrying passengers (coaches, as defined in Section 2.2), and operated in a variable formation with vehicles from the category “thermal or electric traction units” defined above to provide the traction function.

Non-passenger carrying vehicles included in a passenger train:

This type includes vehicles without traction included in passenger trains (e.g. luggage or postal vans, car carriers, vehicles for service...); they are in the scope of this TSI, as vehicles related to transport of passengers.

(B)

Freight wagons, including low-deck vehicles designed for the entire network and vehicles designed to carry lorries

Freight wagons are not in the scope of this TSI; they are covered by the “freight wagons” TSI even when they are included in a passenger train (the train composition is in this case an operational issue).

Vehicles intended to carry road motor vehicles (with persons on-board these road motor vehicles) are not in the scope of this TSI.

(C)

Special vehicles, such as on-track machines

This type of rolling stock is in the scope of the TSI only when:

(1)

It is running on its own rail wheels; and

(2)

It is designed and intended to be detected by a track based train detection system for traffic management; and

(3)

In case of OTMs, it is in transport (running) configuration, self-propelled or hauled.

Exclusion from the scope of this TSI:

In case of OTMs, working configuration is outside the scope of this TSI.’;

(7)

in chapter 3, the references to ‘Annex III to Directive 2008/57/EC’ are replaced by the reference to ‘Annex III to Directive (EU) 2016/797’;

(8)

section 3.1 is replaced as follows:

‘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 of this TSI.

Rolling stock elements corresponding to essential requirements

Note: only points in section 4.2 which contain requirements are listed.

Ref. Point	Element of the rolling stock sub-system	Safety	Reliability-Availability	Health	Environmental protection	Technical compatibility
4.2.2.2.2	Inner coupling	1.1.3 2.4.1
4.2.2.2.3	End coupling	1.1.3 2.4.1
4.2.2.2.4	Rescue coupling		2.4.2			2.5.3
4.2.2.2.5	Staff access for coupling and uncoupling	1.1.5		2.5.1		2.5.3
4.2.2.3	Gangways	1.1.5
4.2.2.4	Strength of vehicle structure	1.1.3 2.4.1
4.2.2.5	Passive safety	2.4.1
4.2.2.6	Lifting and jacking					2.5.3
4.2.2.7	Fixing of devices to carbody structure	1.1.3
4.2.2.8	Staff and freight access doors	1.1.5 2.4.1
4.2.2.9	Mechanical characteristics of glass	2.4.1
4.2.2.10	Load conditions and weighted mass	1.1.3
4.2.3.1	Gauging					2.4.3
4.2.3.2.1	Axle load parameter					2.4.3
4.2.3.2.2	Wheel load	1.1.3
4.2.3.3.1	Rolling stock characteristics for compatibility with train detection systems	1.1.1				2.4.3 2.3.2
4.2.3.3.2	Axle bearing condition monitoring	1.1.1	1.2
4.2.3.4.1	Safety against derailment running on twisted track	1.1.1 1.1.2				2.4.3
4.2.3.4.2	Running dynamic behaviour	1.1.1 1.1.2				2.4.3
4.2.3.4.2.1	Limit values for running safety	1.1.1 1.1.2				2.4.3
4.2.3.4.2.2	Track loading limit values					2.4.3
4.2.3.4.3	Equivalent conicity	1.1.1 1.1.2				2.4.3
4.2.3.4.3.1	Design values for new wheel profiles	1.1.1 1.1.2				2.4.3
4.2.3.4.3.2	In-service values of wheelset equivalent conicity	1.1.2	1.2			2.4.3
4.2.3.5.1	Structural design of bogie frame	1.1.1 1.1.2
4.2.3.5.2.1	Mechanical and geometrical characteristics of wheelsets	1.1.1 1.1.2				2.4.3
4.2.3.5.2.2	Mechanical and geometrical characteristics of wheels	1.1.1 1.1.2
4.2.3.5.3	Automatic variable gauge systems	1.1.1 1.1.2, 1.1.3	1.2			1.5
4.2.3.6	Minimum curve radius	1.1.1 1.1.2				2.4.3
4.2.3.7	Life guards	1.1.1
4.2.4.2.1	Braking — Functional requirements	1.1.1 2.4.1	2.4.2			1.5
4.2.4.2.2	Braking — Safety requirements	1.1.1	1.2 2.4.2
4.2.4.3	Type of brake system					2.4.3
4.2.4.4.1	Emergency braking command	2.4.1				2.4.3
4.2.4.4.2	Service braking command					2.4.3
4.2.4.4.3	Direct braking command					2.4.3
4.2.4.4.4	Dynamic braking command	1.1.3
4.2.4.4.5	Parking braking command					2.4.3
4.2.4.5.1	Braking performance -General requirements	1.1.1 2.4.1	2.4.2			1.5
4.2.4.5.2	Emergency braking	1.1.2 2.4.1				2.4.3
4.2.4.5.3	Service braking					2.4.3
4.2.4.5.4	Calculations related to thermal capacity	2.4.1				2.4.3
4.2.4.5.5	Parking brake	2.4.1				2.4.3
4.2.4.6.1	Limit of wheel rail adhesion profile	2.4.1	1.2 2.4.2
4.2.4.6.2	Wheel slide protection system	2.4.1	1.2 2.4.2
4.2.4.7	Dynamic brake — Braking systems linked to traction system	2.4.1	1.2 2.4.2
4.2.4.8.1.	Braking system independent of adhesion conditions – General	2.4.1	1.2 2.4.2
4.2.4.8.2.	Magnetic track brake					2.4.3
4.2.4.8.3	Eddy current track brake					2.4.3
4.2.4.9	Brake state and fault indication	1.1.1	1.2 2.4.2
4.2.4.10	Brake requirements for rescue purposes		2.4.2
4.2.5.1	Sanitary systems				1.4.1
4.2.5.2	Audible communication system	2.4.1
4.2.5.3	Passenger alarm	2.4.1
4.2.5.4	Communication devices for passengers	2.4.1
4.2.5.5	Exterior doors: access to and egress from Rolling stock	2.4.1
4.2.5.6	Exterior doors: system construction	1.1.3 2.4.1
4.2.5.7	inter-unit doors	1.1.5
4.2.5.8	Internal air quality			1.3.2
4.2.5.9	body side windows	1.1.5
4.2.6.1	Environmental conditions		2.4.2
4.2.6.2.1	Slipstream effects on passengers on platform and on workers at track side	1.1.1		1.3.1
4.2.6.2.2	Head pressure pulse					2.4.3
4.2.6.2.3	Maximum pressure variations in tunnels					2.4.3
4.2.6.2.4	Cross wind	1.1.1
4.2.6.2.5	Aerodynamic effect on ballasted track	1.1.1				2.4.3
4.2.7.1.1	Head lights					2.4.3
4.2.7.1.2	Marker lights	1.1.1				2.4.3
4.2.7.1.3	Tail lights	1.1.1				2.4.3
4.2.7.1.4	Lamp controls					2.4.3
4.2.7.2.1	Horn – General	1.1.1				2.4.3 2.6.3
4.2.7.2.2	Warning horn sound pressure levels	1.1.1		1.3.1
4.2.7.2.3	Protection					2.4.3
4.2.7.2.4	Horn control	1.1.1				2.4.3
4.2.8.1	Traction performance					2.4.3 2.6.3
4.2.8.2 4.2.8.2.1 to 4.2.8.2.9	Power supply					1.5 2.4.3 2.2.3
4.2.8.2.10	Electrical protection of the train	2.4.1
4.2.8.3	Diesel and other thermal traction system	2.4.1				1.4.1
4.2.8.4	Protection against electrical hazards	2.4.1
4.2.9.1.1	Driver's cab – General	—	—	—	—	—
4.2.9.1.2	Access and egress	1.1.5				2.4.3
4.2.9.1.3	External visibility	1.1.1				2.4.3
4.2.9.1.4	Interior layout	1.1.5
4.2.9.1.5	Driver's seat			1.3.1
4.2.9.1.6	Driver's desk- Ergonomics	1.1.5		1.3.1
4.2.9.1.7	Climate control and air quality			1.3.1
4.2.9.1.8	Internal lighting					2.6.3
4.2.9.2.1	Windscreen — Mechanical characteristics	2.4.1
4.2.9.2.2	Windscreen — Optical characteristics					2.4.3
4.2.9.2.3	Windscreen – Equipment					2.4.3
4.2.9.3.1	Driver's activity control function	1.1.1				2.6.3
4.2.9.3.2	Speed indication	1.1.5
4.2.9.3.3	Driver display unit and screens	1.1.5
4.2.9.3.4	Controls and indicators	1.1.5
4.2.9.3.5	Labelling					2.6.3
4.2.9.3.6	Radio remote control function by staff for shunting operation	1.1.1
4.2.9.4	Onboard tools and portable equipment	2.4.1				2.4.3 2.6.3
4.2.9.5	Storage facility for staff personal effects	—	—	—	—	—
4.2.9.6	Recording device					2.4.4
4.2.10.2	Fire safety – Measures to prevent fire	1.1.4		1.3.2	1.4.2
4.2.10.3	Measures to detect/control fire	1.1.4
4.2.10.4	Requirements related to emergency situations	2.4.1
4.2.10.5	Requirements related to evacuation	2.4.1
4.2.11.2	Train exterior cleaning					1.5
4.2.11.3	Connection to toilet discharge system					1.5
4.2.11.4	Water refilling equipment			1.3.1
4.2.11.5	Interface for water refilling					1.5
4.2.11.6	Special requirements for stabling of trains					1.5
4.2.11.7	Refuelling equipment					1.5
4.2.11.8	Train interior cleaning – power supply					2.5.3
4.2.12.2	General documentation					1.5
4.2.12.3	Documentation related to maintenance	1.1.1				2.5.1 2.5.2 2.6.1 2.6.2
4.2.12.4	Operating documentation	1.1.1				2.4.2 2.6.1 2.6.2
4.2.12.5	Lifting diagram and instructions					2.5.3
4.2.12.6	Rescue related descriptions		2.4.2			2.5.3’

(9)

in section 4.1, the text ‘Directive 2008/57/EC’ is replaced by the text ‘Directive (EU) 2016/797’;

(10)

in section 4.2.1.1, the text ‘Article 5(8) of Directive 2008/57/EC’ is replaced by the text ‘Article 4(8) of Directive (EU) 2016/797’;

(11)

section 4.2.1.2 is amended as follows:

(a)

the text ‘Article 5(6) of Directive 2008/57/EC’ is replaced by the text ‘Article 4(6) of Directive (EU) 2016/797’;

(b)

the text ‘Articles 5(6) and 17(3) of Directive 2008/57/EC’ is replaced by the text ‘Articles 4(6) and 13(2) of Directive (EU) 2016/797’;

(12)

point (b-2) of section 4.2.2.2.3 is replaced as follows:

‘(b-2) Compatibility between units

On units equipped with manual coupling system of UIC type (as described in clause 5.3.2) and pneumatic brake system compatible with UIC type (as described in clause 4.2.4.3), the following requirements apply:

(1)

The buffers and the screw coupling shall be installed according to clauses 5 and 6 of the specification referenced in Appendix J-1, index 110.

(2)

The dimensions and layout of brake pipes and hoses, couplings and cocks shall meet the requirements set out in clauses 7 and 8 of the specification referenced in Appendix J-1, index 110.’;

(13)

points (5) to (9) of section 4.2.2.5 are replaced by the following:

‘(5) Passive safety is aimed at complementing active safety when all other measures have failed. For this purpose, the mechanical structure of vehicles shall provide protection of the occupants in the event of a collision by providing means of:

• limiting deceleration

• maintaining survival space and structural integrity of the occupied areas

• reducing the risk of overriding

• reducing the risk of derailment

• limiting the consequences of hitting a track obstruction.

To meet these functional requirements, units shall comply with the detailed requirements specified in the specification referenced in Appendix J-1, index 8 related to crashworthiness design category C-I (as per the specification referenced in Appendix J-1, index 8,Table 1 section 5), unless specified otherwise below.

The following four reference collision scenarios shall be considered:

• scenario 1: A front end impact between two identical units,

• scenario 2: A front end impact with a freight wagon,

• scenario 3: An impact of the unit with a large road vehicle on a level crossing,

• scenario 4: An impact of the unit into a low obstacle (e.g. car on a level crossing, animal, rock, etc.).

(6) These scenarios are described in the specification referenced in Appendix J-1, index 8, Table 3 of Section 5.

(7) The present TSI specifies crashworthiness requirements applicable within its scope; therefore, the Annex A of the specification referenced in Appendix J-1, index 8 shall not apply. The requirements of the specification referenced in Appendix J-1, index 8 Section 6 shall be applied in relation to the above given reference collision scenarios.

(8) To limit the consequences of hitting a track obstruction, the leading ends of locomotives, power heads, driving coaches and trainsets shall be equipped with an obstacle deflector. The requirements with which obstacle deflectors shall comply are defined in the specification referenced in Appendix J-1, index 8, Section 6.5.’;

(14)

in point (1) of section 4.2.2.10, the reference to ‘clause 2.1’ is replaced by ‘clause 4.5’;

(15)

a new point (2a) is added below point (2) of section 4.2.3.3.2.2 as follows:

‘(2a) For units designed to be operated on the 1 668 mm system, the zone visible to the trackside equipment on rolling stock shall be the area as defines in Table 1 referring to the parameters of the specification referenced in Appendix J-1, index 15.

Table 1

Target and prohibitive zone for units intended to be operated on 1 668 mm networks

Track gauge [mm]	YTA [mm]	WTA [mm]	LTA [mm]	YPZ [mm]	WPZ [mm]	LPZ [mm]
1 668	1 176 ± 10	≥ 55	≥ 100	1 176 ± 10	≥ 110	≥ 500’

(16)

point (2) of section 4.2.3.3.2.2 is replaced by the following:

‘(2) For units designed to be operated on other track gauges than 1 435 mm or 1 668 mm a specific case is declared where relevant (harmonised rule available for the concerned network).’;

(17)

point (3) of section 4.2.3.4.2 is replaced by the following:

‘(3) The unit shall run safely and produce an acceptable level of track loading when operated within the limits defined by the combination(s) of speed and cant deficiency under the conditions set out in the specification referenced in Appendix J-1, index 16.

This shall be assessed by verifying that limit values specified below in clauses 4.2.3.4.2.1 and 4.2.3.4.2.2 of this TSI are respected; the conformity assessment procedure is described in clause 6.2.3.4 of this TSI.’;

(18)

point (5) of section 4.2.3.4.2 is replaced by the following:

‘(5) The running dynamic behaviour test report (including limits of use and track loading parameters) shall be stated in the technical documentation described in clause 4.2.12 of this TSI.

Track loading parameters (including the additional ones Ymax, Bmax and the Bqst where relevant) to be recorded are defined in the specification referenced in Appendix J-1, index 16.’;

(19)

point (1) of section 4.2.3.4.2.1 is replaced by the following:

‘(1) The limit values for running safety which the unit shall meet are specified in the specification referenced in Appendix J-1, index 17.’;

(20)

point (1) of section 4.2.3.4.2.2 is replaced by the following:

‘(1) The limit values for track loading which the unit shall meet (when assessing with the normal method) are specified in the specification referenced in Appendix J-1, index 19.’;

(21)

section 4.2.3.5.2.3 is deleted;

(22)

section 4.2.3.5.3 is added after section 4.2.3.5.2.2 as follows:

‘4.2.3.5.3. Automatic variable gauge systems

(1) This requirement is applicable to units equipped with an automatic variable gauge system with changeover mechanism of the axial position of the wheels allowing the unit to be compatible with 1 435 mm track gauge and other track gauge(s) within the scope of this TSI by means of passage through a track gauge changeover facility.

(2) The changeover mechanism shall ensure the locking in the correct intended axial position of the wheel.

(3) After passage through the track gauge changeover facility, the verification of the state of the locking system (locked or unlocked) and of the position of the wheels shall be performed by one or more of the following means: visual control, on-board control system or infrastructure/facility control system. In case of on-board control system, a continuous monitoring shall be possible.

(4) If a running gear is equipped with brake equipment subject to a change in position during the gauge change operation, the automatic variable gauge system shall ensure the position and safe locking in the correct position of this equipment simultaneously to those of the wheels.

(5) The failure of the locking of the position of the wheels and braking equipment (if relevant) during operation has typical credible potential to lead directly to a catastrophic accident (resulting in multiple fatalities); considering this severity of the failure consequence, it shall be demonstrated that the risk is controlled to an acceptable level.

(6) The automatic variable gauge system is defined as an interoperable constituent (clause 5.3.4b). The conformity assessment procedure is specified in clause 6.1.3.1a (IC level), in clause 6.2.3.5 (safety requirement) and in clause 6.2.3.7b (subsystem level) of this TSI.

(7) The track gauges the unit is compatible with shall be recorded in the technical documentation. A description of the changeover operation in normal mode, including the type(s) of track gauge changeover facility(ies) the unit is compatible with, shall be part of the technical documentation (see also clause 4.2.12.4 (1) of this TSI).

(8) The requirements and conformity assessments required in other sections of this TSI apply independently for each wheel position corresponding to one track gauge, and have to be documented accordingly.’;

(23)

section 4.2.4.8.2 is replaced by the following:

‘4.2.4.8.2. Magnetic track brake

(1) Requirements on magnetic brakes specified for compatibility with train detection system based on axle counters are referenced in point 4.2.3.3.1.2(10) of this TSI.

(2) A magnetic track brake is allowed to be used as an emergency brake, as mentioned in the TSI INF, clause 4.2.6.2.2.

(3) The geometrical characteristics of the end elements of the magnet in contact with the rail shall be as specified for one of the types described in the specification referenced in Appendix J-1, index 31.

(4) Magnetic track brake shall not be used at speed higher than 280 km/h.

(5) The braking performance of the unit specified in clauses 4.2.4.5.2 of this TSI shall be determined with and without the use of magnetic track brakes.’;

(24)

section 4.2.4.8.3 is replaced by the following:

‘4.2.4.8.3. Eddy current track brake

(1) This clause covers only eddy current track brake developing a brake force between the unit and the rail.

(2) Requirements on eddy current track brakes specified for compatibility with train detection system based on axle counters, track circuits, wheel detectors and vehicle detectors based on inductive loops are referenced in point 4.2.3.3.1.2(10) of this TSI.

(3) If the eddy current track brake requires a displacement of its magnets when the brake is applied, the unobstructed movement of such magnets between the “brake released” and “brake applied” positions shall be demonstrated by calculation in accordance with the specification referenced in Appendix J-1, index 14.

(4) The maximum distance between the eddy current track brake and the track corresponding to “brake released” position will be recorded in the technical documentation described in clause 4.2.12 of this TSI.

(5) The eddy current track brake shall not operate below a fixed speed threshold.

(6) The conditions for use of eddy current track brake for technical compatibility with the track are not harmonised (regarding in particular their effect on rail heating and vertical force) and are an open point.

(7) The Register of Infrastructure indicates per track section if their use is allowed, and provides in such case their conditions for use.

• The maximum distance between the eddy current track brake and the track corresponding to “brake released” referred to in point (4),

• Fixed speed threshold referred to in point (5),

• Vertical force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking),

• Braking force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking).

(8) The braking performance of the unit specified in clauses 4.2.4.5.2 and 4.2.4.5.3 of this TSI shall be determined with and without the use of eddy current track brakes.’;

(25)

point (1) of section 4.2.6.2 is replaced by the following:

‘(1) The requirements in this clause apply to all rolling stock. For rolling stock operated on the 1 520 mm and 1 600 mm track gauge systems, in case of a maximum speed higher than the limits specified in the clauses 4.2.6.2.1 to 4.2.6.2.5, the procedure for innovative solution shall apply.’;

(26)

section 4.2.6.2.1 is replaced by the following:

‘4.2.6.2.1. Slipstream effects on passengers on platform and on workers trackside

(1) Units of maximum design speed vtr, max > 160 km/h, running in the open air at a reference speed vtr,ref shall not cause the air speed to exceed, at each measurement point defined in clause 4.2.2.1 and Table 5 of the specification referenced in Appendix J-1 index 108, the value u95 %,max as indicated in Table 5 of the specification referenced in Appendix J-1, index 108.

(2) For units intended to be operated on the networks with track gauges of 1 524 mm and 1 668 mm, the corresponding values in Table 4 referring to the parameters of the specification referenced in Appendix J-1, index 108 shall be applied:

Table 4

Limit criteria

Track gauge(mm)	Maximum design speed vtr,max (km/h)	Measurement point		Trackside maximum permissible air speed, (limit values for u95 %,max (m/s))	Reference speed vtr,ref (km/h)
		Measurement performed at height above the top of rail	Measurement performed at a distance from the track centre
1 524	160 < vtr,max < 250	0,2 m	3,0 m	22,5	Maximum design speed
		1,4 m	3,0 m	18	200 km/h or the maximum design speed, whichever is lower
1 668	160 < vtr,max < 250	0,2 m	3,1 m	20	Maximum design speed
		1,4 m	3,1 m	15,5	200 km/h or the maximum design speed, whichever is lower
	250 ≤ vtr,max	0,2 m	3,1 m	22	300 km/h or the maximum design speed, whichever is lower
		1,4 m	3,1 m	15,5	200 km/h

(3) The train formation to be tested is specified for fixed/predefined formations and units assessed for use in general operation respectively in clauses 4.2.2.2 and 4.2.2.4 of the specification referenced in Appendix J-1, index 108. Single units fitted with a drivers cab shall be tested within a formation complying with the requirements set out in clause 4.2.2.3 of specification referenced in Appendix J-1, index 108.

(4) The conformity assessment procedure is described in clause 6.2.3.13 of this TSI.’;

(27)

section 4.2.6.2.2 is amended as follows:

(a)

point (1) is replaced by the following:

‘(1) The passing of two trains generates an aerodynamic load on each of the two trains. The requirement on head pressure pulse in open air allows a limit aerodynamic load induced by the rolling stock in open air to be defined assuming a distance between track centres for the track where the train is intended to be operated.

The distance between track centres depends on the speed and the gauge of the line. Minimum values of a distance between track centres depending on speed and gauge are defined in the INF TSI.’;

(b)

point (2) is replaced by the following:

‘(2) Units with a maximum design speed higher than 160 km/h running in the open air at their reference speed vtr,ref on 1 435 mm track gauge shall not cause the maximum peak-to-peak pressure to exceed the maximum permissible pressure change defined in Table 2 of the specification referenced in Appendix J-1, index 109 assessed over the measurement positions defined in point 4.1.2 of the specification referenced in Appendix J-1, index 109.’;

(c)

point (3) is replaced by the following:

‘(3) For units intended to be operated on the networks with track gauges of 1 524 mm and 1 668 mm, the corresponding values in Table 4a referring to the parameters of the specification referenced in Appendix J-1, index 109 shall be applied:

Table 4a

Limit criteria

Track gauge	Maximum design speed vtr,max (km/h)	Measurement point		Permissible pressure change, (Δp95 %,max)	Reference speed vtr,ref (km/h)
		Measurement performed at height above the top of rail	Measurement performed at a distance from the track centre
1 524 mm	160 < vtr,max < 250	between 1,5 m and 3,0 m	2,5 m	1 600 Pa	Maximum design speed
1 668 mm	160 < vtr,max < 250	between 1,5 m and 3,0 m	2,6 m	800 Pa	Maximum design speed
	250 ≤ vtr,max	between 1,5 m and 3,0 m	2,6 m	800 Pa	250 km/h’

(28)

section 4.2.6.2.5 is replaced by the following:

‘4.2.6.2.5 Aerodynamic effect on ballasted tracks

(1) This requirement applies to units of maximum design speed higher than 250 km/h.

(2) The requirement on the aerodynamic effect of trains on ballasted tracks, in order to limit risks induced by the projection of ballast (ballast pick up), is an open point.’;

(29)

point (2) of section 4.2.7.1 is replaced by the following:

‘(2) This requirement is not applicable to lights with luminous intensity not higher than 100 cd that are included in push buttons for the command of passenger doors (not continuously lit).’;

(30)

a new point (5) is added below point (4) of section 4.2.8.2.9.1.1 as follows:

‘(5) 3 920 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).’;

(31)

point (1) of section 4.2.8.2.9.2 is replaced by the following:

‘(1) For electric units designed to be operated on other track gauge systems than 1 520 mm or 1 600 mm system, at least one of the pantograph(s) to be installed shall have a head geometry type compliant with one of the two specifications given in the clauses 4.2.8.2.9.2.1 and 2 below.’;

(32)

a new point (2a) is added below point (2) of section 4.2.8.2.9.2 as follows:

‘(2a) For electric units designed to be operated solely on the 1 600 mm system, at least one of the pantographs to be installed shall have a head geometry type compliant with the specifications given in the clauses 4.2.8.9.2.3a below.’;

(33)

section 4.2.8.2.9.3 is re-numbered 4.2.8.2.9.3a;

(34)

section 4.2.8.2.9.3 is added after section 4.2.8.2.9.2.3 as follows:

‘4.2.8.2.9.3 Pantograph head geometry type 1 800 mm

(1) The profile of the pantograph head shall be as depicted below:

’

(35)

point (4) of section 4.2.11.6 is replaced by the following:

‘(4) “Single pole” power supply line (AC 1 kV, AC/DC 1,5 kV, DC 3 kV), in accordance with the specification referenced in Appendix J-1, index 111.’;

(36)

in section 4.2.12.1, the reference to ‘clause 2.4 of Annex VI of Directive 2008/57/EC’ is replaced by the reference to ‘clause 2.4(a) of Annex IV of Directive (EU) 2016/797’;

(37)

in section 4.2.12.1, points (2) and (3) are replaced by:

‘(2) This documentation, being part of the technical file, is compiled by the applicant and has to accompany the EC declaration of verification. It is kept by the applicant throughout the service life of the subsystem.’;

(38)

a new point (3) is added below point (2) of section 4.2.12.1 as follows:

‘(3) The applicant or any entity authorised by the applicant (e.g. a keeper) shall provide the part of this documentation required to manage the maintenance documentation as defined in the art 14(3)(b) of Directive (EU) 2016/798 of the European Parliament and of the Council(1) to the entity in charge of maintenance as soon as it is assigned for the maintenance of the unit.’;

(39)

point (4) of section 4.2.12.1 is replaced by the following:

‘(4) The documentation also includes a list of safety critical components. Safety critical components are components for which a single failure has a credible potential to lead directly to a serious accident as defined in Article 3(12) of Directive (EU) 2016/798.

(5) The content of the documentation is described in the clauses below.’;

(40)

a new point (3a) is added below point (3) of section 4.2.12.2 as follows:

‘(3a) For units designed and assessed for general operation, this shall include a description of the electric interfaces between units and of communication protocols, with the reference to the standards or other normative documents that have been applied. Communication protocols (if used) shall comply with the specification referenced in Appendix J-1, index 112.’;

(41)

a new point (9a) is added below point (9) of section 4.2.12.2 as follows:

‘(9a) Maximum distance between the eddy current track brake and the track corresponding to “brake released”, fixed speed threshold, vertical force and braking force as a function of the train speed, for the case of full application of eddy current track brake (emergency braking) and limited application of eddy current brake (service braking), as required in clause 4.2.4.8.3.’;

(42)

point (2) of section 4.2.12.3 is replaced by the following:

‘(2) The maintenance design justification file: explains how maintenance activities are defined and designed in order to ensure that the rolling stock characteristics will be kept within acceptable limits of use during its lifetime.

The maintenance design justification file shall give input data in order to determine the criteria for inspection and the periodicity of maintenance activities.’;

(43)

point (3) of section 4.2.12.3 is replaced by the following:

‘(3) The maintenance description file: explains how maintenance activities are recommended to be performed.’;

(44)

a new point (1a) is added below point (1) of section 4.2.12.3.1 as follows:

‘(1a) Precedents, principles and methods used to identify the safety critical components and their specific operational, servicing, maintenance and traceability requirements.’;

(45)

a new point (6a) is added below point (6) of section 4.2.12.3.2 as follows:

‘(6a) Safety critical components list: The safety critical components list shall contain the specific servicing, maintenance and servicing/maintenance traceability requirements.’;

(46)

point (1) of section 4.2.12.4 is replaced by the following:

‘(1) A description of operation in normal mode, including the operational characteristics and limitations of the unit (e.g. vehicle gauge, maximum design speed, axle loads, brake performance, type(s) and operation of track gauge changeover facility(ies) the unit is compatible with…).’;

(47)

a new point (3a) is added below point (3) of section 4.2.12.4 as follows:

‘(3a) Safety critical components list: The safety critical components list shall contain the specific operational and traceability requirements.’;

(48)

Table 7 in section 4.3.2 is replaced by the following:

‘Table 7

Interface with the Infrastructure subsystem

Reference LOC & PAS TSI		Reference Infrastructure TSI
Parameter	Point	Parameter	Point
Rolling stock kinematic gauge	4.2.3.1.	Structure gauge	4.2.3.1
		Distance between track centres	4.2.3.2
		Minimum radius of vertical curve	4.2.3.5
Axle load parameter	4.2.3.2.1	Track resistance to vertical loads	4.2.6.1
		Lateral track resistance Resistance of new bridges to traffic loads	4.2.6.3 4.2.7.1
		Equivalent vertical loading for new earthworks and earth pressure effects	4.2.7.2
		Resistance of existing bridges and earthworks to traffic loads	4.2.7.4
Running dynamic behaviour	4.2.3.4.2.	Cant deficiency	4.2.4.3
Running dynamic limit values for track loading	4.2.3.4.2.2	Track resistance to vertical loads	4.2.6.1
		Lateral track resistance	4.2.6.3
Equivalent conicity	4.2.3.4.3	Equivalent conicity	4.2.4.5
Geometrical characteristics of wheelset	4.2.3.5.2.1	Nominal track gauge	4.2.4.1
Geometrical characteristics of wheels	4.2.3.5.2.2	Rail head profile for plain line	4.2.4.6
Automatic variable gauge systems	4.2.3.5.3	In service geometry of switches and crossings	4.2.5.3
Minimum curve radius	4.2.3.6	Minimum radius of horizontal curve	4.2.3.4
Maximum average deceleration	4.2.4.5.1	Longitudinal track resistance Actions due to traction and braking	4.2.6.2
			4.2.7.1.5
Slipstream effects	4.2.6.2.1	Resistance of new structures over or adjacent to tracks	4.2.7.3
Head pressure pulse	4.2.6.2.2	Maximum pressure variations in tunnels	4.2.10.1
Maximum pressure variations in tunnels	4.2.6.2.3	Distance between track centres	4.2.3.2
Crosswind	4.2.6.2.4	Effect of crosswinds	4.2.10.2
Aerodynamic effect on ballasted track	4.2.6.2.5	Ballast pick-up	4.2.10.3
Toilet discharge system	4.2.11.3	Toilet discharge	4.2.12.2
Exterior cleaning through a washing plant	4.2.11.2.2	Train external cleaning facilities	4.2.12.3
Water refilling equipment: Interface for water refilling	4.2.11.4 4.2.11.5	Water restocking	4.2.12.4
Refuelling equipment	4.2.11.7	Refuelling	4.2.12.5
Special requirements for stabling of trains	4.2.11.6	Electric shore supply	4.2.12.6’

(49)

a new point (3a) is added below point (3) of section 4.4 as follows:

‘(3a) For the safety critical components, the specific operational and operational traceability requirements are developed by the designers/manufacturers at design phase and through a collaboration between designers/manufacturers and the concerned railway undertakings after vehicles have entered into operation.’;

(50)

section 4.5 is replaced by the following:

‘4.5. Maintenance rules

(1) In light of the essential requirements mentioned in Section 3, the provisions for maintenance of the rolling stock in the scope of this TSI:

• Clause 4.2.11 “Servicing”

• Clause 4.2.12 “Documentation for Operation and Maintenance”.

(2) Other provisions in the section 4.2 (clauses 4.2.3.4 and 4.2.3.5) specify for particular characteristics the limit values that have to be verified during maintenance activities.

(2a) The safety critical components and their specific servicing, maintenance and maintenance traceability requirements are identified by the designers/manufacturers at design phase and through a collaboration between designers/manufacturers and the concerned entities in charge of maintenance after vehicles have entered into operation.

(3) From the information mentioned above and provided in the clause 4.2, the appropriate tolerances and intervals to ensure compliance with the essential requirements throughout the lifetime of the rolling stock are defined at maintenance operational level by and under the sole responsibility of entities in charge of maintenance (not in the scope of the assessment against this TSI); this activity includes:

• The definition of the in-service values where they are not specified in this TSI, or where operating conditions allow the use of different in-service limit values than those specified in this TSI.

• The justification of the in-service values, by providing the equivalent information to those required in clause 4.2.12.3.1 “The maintenance design justification file”.

(4) On the basis of the information mentioned above in this clause, a maintenance plan is defined at maintenance operational level by and under the sole responsibility of the entities in charge of maintenance (not in the scope of the assessment against this TSI), consisting in a structured set of maintenance tasks that include the activities, tests and procedures, means, maintenance criteria, periodicity, working time required to carry out the maintenance tasks.

(5) For on-board software, the designer/manufacturer shall specify, for any on-board software modification, all maintenance requirements and procedures (including health monitoring, diagnosis of events, test methods and tools and also the required professional competence) necessary for achieving essential requirements and values quoted in the mandatory requirements of this TSI throughout the life-cycle (Installation, normal operation, failures, repair work, checking and maintenance, decommissioning, etc.).’;

(51)

in section 4.7, the reference to ‘Directive 2008/57/EC’ is replaced by the reference to ‘Directive (EU) 2016/797’;

(52)

in section 4.8, the reference to ‘Article 34(2a) of Directive 2008/57/EC’ is replaced by the reference to ‘point (a) of Article 48(3) of Directive (EU) 2016/797’;

(53)

a new section 4.9 is added below point (3) of section 4.8 as follows:

‘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 Commission Implementing Regulation (EU) 2019/773(2).’;

(54)

in section 5.1, the reference to ‘Article 2(f) of Directive 2008/57/EC’ is replaced by the reference to ‘Article 2(7) of Directive (EU) 2016/797’;

(55)

a new section 5.3.4a is added below section 5.3.4 as follows:

‘5.3.4a Automatic variable gauge systems

(1) An IC “automatic variable gauge system” shall be designed and assessed for an area of use defined by:

• The track gauges the system is designed for.

• The range of maximum static axle loads (corresponding to design mass under normal payload as defined in clause 4.2.2.10 of this TSI).

• The range of nominal wheel tread diameters.

• The maximum design speed of the unit.

• The type(s) of track gauge changeover facility(ies) the system is designed for, including the nominal speed through the track gauge changeover facility(ies) and the maximum axial forces during the automatic gauge changeover process.

(2) An automatic variable gauge system shall comply with the requirements set out in clause 4.2.3.5.2.3; these requirements shall be assessed at IC level as set out in clause 6.1.3.1a.’;

(56)

in section 6.1.1, the text ‘Article 13(1) and Annex IV of Directive 2008/57/EC’ is replaced by the reference to ‘Article 10 of Directive (EU) 2016/797’;

(57)

a new point (3) is added below point (2) of section 6.1.1 as follows:

‘(3) In case of a specific case applicable to a component defined as interoperability constituent in section 5.3 of this TSI, 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 of this TSI, and where the specific case does not refer to a national rule (i.e. additional requirement compatible with the core TSI and fully specified in the TSI).

In other cases, the verification shall be made at subsystem level; when a national rule applies to a component, the concerned Member State may define relevant applicable conformity assessment procedures.’;

(58)

in the second table of section 6.1.2, a new row is added below the row ‘5.3.4 wheel’ as follows:

‘5.3.4a

Automatic variable gauge systems

X (*)

X

X

X (*)

X’

(59)

a new section 6.1.3.1a is added below point (8) of section 6.1.3.1 as follows:

‘6.1.3.1a. Automatic variable gauge system (clause 5.3.4a)

(1) The assessment procedure shall be based on a validation plan covering all aspects mentioned in clauses 4.2.3.5.3 and 5.3.4a.

(2) The validation plan shall be consistent with the safety analysis required in clause 4.2.3.5.3 and shall define the assessment needed in all the following different phases:

• Design review.

• Static tests (bench tests and integration in the running gear/unit tests).

• Test on track gauge changeover facility(ies), representative of in-service conditions.

• On-track tests, representative of in-service conditions.

(3) Regarding the demonstration of compliance to points (5) of clause 4.2.3.5.3, the assumptions considered for the safety analysis related to the vehicle the system is intended to be integrated in, and related to the mission profile of that vehicle, shall be clearly documented.

(4) The automatic variable gauge system may be subject to an assessment of suitability for use (module CV; see also clause 6.1.6).

(5) The certificate delivered by the Notified Body in charge of the conformity assessment shall include both the conditions for use as per clause 5.3.4a (1) and the type(s) and operating conditions of the track gauge changeover facility(ies) the automatic variable gauge system has been assessed for.’;

(60)

point (1) of section 6.1.6 is replaced by the following:

‘(1) Assessment of suitability for use according to the type validation of in service experience procedure (module CV) may be part of the assessment procedure for the following interoperability constituents:

• Wheels (see clause 6.1.3.1).

• Automatic variable gauge system (see clause 6.1.3.1a).

• Wheel slide protection system (see clause 6.1.3.2).

• Contact strips (see clause 6.1.3.8).’;

(61)

in section 6.2.1, the text ‘Article 18 and Annex VI of Directive 2008/57/EC’ is replaced by the reference to ‘Article 15 and Annex IV of Directive (EU) 2016/797’;

(62)

point (1) of section 6.2.3.3 is replaced by the following:

‘(1) The demonstration of conformity shall be carried out in accordance with one of the methods specified in the specification referenced in Appendix J-1, index 83.’

(63)

section 6.2.3.4 is replaced by the following:

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

(1) For units designed to be operated on 1 435 mm or 1 524 mm or 1 668 mm system, the demonstration of conformity shall be carried out in accordance with the specification referenced in Appendix J-1, index 84, clause 7.

The parameters described in clauses 4.2.3.4.2.1 and 4.2.3.4.2.2 shall be assessed using criteria defined in the specification referenced in Appendix J-1, index 84.’;

(64)

point (3) of section 6.2.3.5 is replaced by the following:

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

1.

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

The applicant may choose to use this method, provided that there is an available harmonized risk acceptance criterion defined in the CSM on Risk Assessment and its amendments (Commission Implementing Regulation (EU) No 402/2013(3)).

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

The applicant shall designate the body for the assessment of the demonstration he will provide: the notified body selected for the RST sub-system or an assessment body as defined in the CSM on RA.

The demonstration shall be recognized in all Member States; or

2.

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

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

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

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

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

(65)

the second paragraph in point (1) of section 6.2.3.6 is replaced by the following:

‘The evaluation of the equivalent conicity is set out in the specification referenced in Appendix J-1, index 107.’;

(66)

a new section 6.2.3.7a is added after section 6.2.3.7 as follows:

‘6.2.3.7a Automatic variable gauge system

(1) The safety analysis required in clause 4.2.3.5.3 point (5), and performed at IC level, shall be consolidated at the level of the unit (vehicle); in particular, the assumptions made according to clause 6.1.3.1a point (3) may need to be reviewed to take into account the vehicle and its mission profile.

(2) The assessment of the integration of the IC within the running gear/unit and the technical compatibility with the track gauge changeover facility shall consist of:

• The compliance with the area of use defined in clause 5.3.4.a (1) shall be verified,

• Verification of the correct integration of the IC within the running gear/unit, including the correct performance of its on-board control/monitoring system (when applicable), and

• On-track tests including tests on the track gauge changeover facility(ies), representative of in-service conditions.’;

(67)

section 6.2.3.13 is replaced by the following:

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

(1) Demonstration of conformity with the limit value of trackside maximum permissible air speed set out in clause 4.2.6.2.1 of this TSI shall be demonstrated on the basis of full-scale tests on straight track performed in accordance with clause 6.2.2.1 of specification referenced in Appendix J-1, index 94.

(2) Instead of the full assessment described above, it is permitted to carry out a simplified assessment for rolling stock of a similar design to rolling stock for which the full assessment defined in this TSI has been carried out. In such cases, the simplified conformity assessment defined in clause 4.2.4 of the specification referenced in Appendix J-1, index 94, can be applied as long as the differences in the design remain within the limits of table 7 of the specification referenced in Appendix J-1, index 94.’;

(68)

section 6.2.3.14 is replaced by the following:

‘6.2.3.14. Head pressure pulse (clause 4.2.6.2.2)

(1) Conformity shall be assessed on the basis of full-scale tests under conditions specified in the specification referenced in Appendix J-1, index 95, clause 6.1.2.1. Alternatively conformity may be assessed by means of either validated Computational Fluid Dynamics (CFD) simulations as described in the specification referenced in Appendix J-1, index 95, clause 6.1.2.4 or as an additional alternative conformity is permitted to be assessed by moving model tests as specified in the specification referenced in Appendix J-1, index 95, clause 6.1.2.2.

(2) Instead of the full assessment described above, it is permitted to carry out a simplified assessment for rolling stock of a similar design to rolling stock for which the full assessment defined in this TSI has been carried out. In such cases, the simplified conformity assessment defined in clause 4.1.4 of the specification referenced in Appendix J-1, index 95, can be applied as long as the differences in the design remain within the limits of table 4 of the specification referenced in Appendix J-1, index 95.’;

(69)

in section 6.2.6, the text ‘Article 18(3) of Directive 2008/57/EC’ is replaced by the reference to ‘Article 15(4) of Directive (EU) 2016/797’;

(70)

a new section 6.2.7a is added after section 6.2.7 as follows:

‘6.2.7a Additional optional requirements for units intended to be used in general operation

(1) The compliance with the following set of conditions (2) to (9) is optional and only aims to facilitate exchange of units intended for general operations. Compliance with these provisions does not assure full interchangeability of units and does not exempt the railway undertaking of its responsibilities regarding the use of these units in a train formation as defined in clause 6.2.7. If the applicant selects this option, a notified body has to assess the compliance within the EC verification procedure. This shall be reported in the certificate and in the technical documentation.

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

(3) The unit shall be fitted with an EN-UIC braking system as defined in the specification referenced in Appendix J-1, index 22.

(4) The unit shall meet the requirements of this TSI at least within the temperature range T1 (– 25 °C to + 40 °C; nominal) as defined in clause 4.2.6.1 of this TSI and in the specification referenced in Appendix J-1, index 34.

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

(6) If the unit is fitted with a gangway, the gangway shall fulfil the specification referenced in Appendix J-1, index 113.

(7) Power supply shall be compliant to point 4 of clause 4.2.11.6

(8) The physical interface between units for the signal transmission shall ensure that the cable and plug of at least one line is compatible with the 18-conductor cable defined in the plate 2 of the specification referenced in Appendix J-1, index 114.

(9) The unit shall be marked at least with the following markings in accordance with the specification referenced in Appendix J-1, index 115:

• Length over buffers

• Electric power supply.’;

(71)

in section 6.3.2, the text ‘Article 17 of Directive 2008/57/EC’ is replaced by the reference to ‘Article 14 of Directive (EU) 2016/797’;

(72)

in point (1) of section 7.1.1.1, the text ‘OTMs’ is replaced by the text ‘special vehicles, such as on-track machines’;

(73)

in point (1) of section 7.1.1.2.1, the text ‘in accordance with point (f) of Article 5(3) of Directive 2008/57/EC’ is replaced by the text ‘in accordance with point (f) of Article 4(3) of Directive (EU) 2016/797’;

(74)

in section 7.1.1.2.1, point (3) is replaced by the following:

‘(3) The application of this TSI to rolling stock which falls under one of the three cases above is not mandatory if one of the following conditions is met:

• In case the rolling stock is in the scope of the HS RST TSI 2008 or of the CR LOC&PAS TSI 2011, the relevant TSI(s), including implementation rules and period of validity of the “type or design examination certificate” (7 years) are applied. This provision shall not apply to vehicles that are not conform to the HS RST TSI 2008 or to the CR LOC&PAS TSI 2011 and that are placed on the market after 31 May 2017.

• In case the rolling stock is in the scope of neither the HS RST TSI 2008 nor the CR LOC&PAS TSI 2011: the authorisation for placing on the market is delivered during a transition period ending on 31 December 2020.’;

(75)

in point (4) of section 7.1.1.2.1, the text ‘in service in accordance with Articles 22 to 25 of Directive 2008/57/EC’ is replaced by the text ‘on the market in accordance with Article 21 of Directive (EU) 2016/797’;

(76)

in point (1) of section 7.1.1.2.2, the text ‘Article 2(t) of the Directive 2008/57/EC’ is replaced by the text ‘point (23) of Article 2 of Directive (EU) 2016/797’;

(77)

in section 7.1.1.3, the title ‘Application to mobile equipment for railway infrastructure construction and maintenance’ is replaced by the title ‘Application to special vehicles, such as on-track machines’;

(78)

in point (3) of section 7.1.1.3, the text ‘in accordance with Article 24 or 25 of Directive 2008/57/EC’ is replaced by the text ‘in accordance with Article 21 of Directive (EU) 2016/797 against national rules as regards the basic parameters of this TSI’;

(79)

in point (3) of section 7.1.1.4, the text ‘in accordance with Article 24 or 25 of Directive 2008/57/EC’ is replaced by the text ‘in accordance with Article 21 of Directive (EU) 2016/797 against national rules as regards the basic parameters of this TSI’;

(80)

in section 7.1.1.4a, the reference to section ‘4.2.8.2.8’ is replaced by the reference to ‘4.2.8.2.8.4’;

(81)

in point (1) of section 7.1.1.5, the text ‘three years after the date of application of this TSI’ is replaced by the text ‘on 1 January 2018’;

(82)

in section 7.1.1, a new section 7.1.1.8 is added below section 7.1.1.7 as follows:

‘7.1.1.8 Transitional measure for passive safety requirement

Requirements set out in 4.2.2.5(6) shall not be mandatory during a transition period ending on 1 January 2022 for locomotives with a single “central cab” which, on 27 May 2019, are projects at an advanced stage of development, contracts in course of performance and rolling stock of an existing design as set out in point 7.1.1.2 of this TSI.

When the requirements set out in 4.2.2.5(6) are not applied, it is permitted as an alternative method, to demonstrate compliance against the requirement of scenario 3 of 4.2.2.5(5) by demonstrating compliance with following criteria:

• the frame of the locomotive is designed according to the specification referenced in Appendix J-1, index 7 cat L (as already specified in clause 4.2.2.4 of this TSI),

• the distance between the buffers and the cab windscreen is at least 2,5 m.’;

(83)

section 7.1.2 is replaced by the following:

‘7.1.2 Changes to an existing rolling stock or rolling stock type

7.1.2.1 Introduction

(1) This clause 7.1.2 defines the principles to be applied by the entities managing the change and authorising entities in line with the EC verification procedure described in Article 15(9), Article 21(12) and Annex IV of Directive (EU) 2016/797. This procedure is further developed in Article 13, 15 and 16 of Commission Implementing Regulation (EU) 2018/545(4) and in Decision 2010/713/EU(5).

(2) This clause 7.1.2 applies in case of any change(s) to an existing rolling stock or rolling stock type, including renewal or upgrade. It does not apply in case of changes:

• that do not introduce a deviation from the technical files accompanying the EC declarations for verification for the subsystems, if any, and

• that do not have an impact on basic parameters not covered by the EC declaration, if any.

The holder of the vehicle type authorisation shall provide, under reasonable conditions, the information necessary for assessing the changes to the entity managing the change.

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

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

(2) Without prejudice to clause 7.1.2.2a, compliance with the requirements of this TSI, the TSI Noise (Commission Regulation (EC) No 1304/2014, see clause 7.2 of that TSI) and the TSI PRM (Commission Regulation (EU) No 1300/2014(6), see clause 7.2.3 of that TSI) shall only be needed for the basic parameters in this TSI which may be affected by the change(s).

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

(4) Without prejudice of the general safety judgement mandated in article 21(12)(b) of Directive (EU) 2016/797, in case of changes requiring reassessment of the safety requirements set out in clauses 4.2.3.4.2, 4.2.3.5.3, 4.2.4.2.2, 4.2.5.3.5, 4.2.5.5.8 and 4.2.5.5.9, the procedure set out in clause 6.2.3.5 shall be applied. Table 17 sets out when a new authorisation is required.

Table 17

a 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.
Vehicle originally assessed against…
		First method of clause 6.2.3.5(3)	Second method of clause 6.2.3.5(3)	No CSM on RA applied
Change assessed against…	First method of clause 6.2.3.5(3)	No new authorisation required	Checka	No new authorisation required
	Second method of clause 6.2.3.5(3)	Checka	Checka	Checka
	No CSM on RA applied	Not possible	Not possible	Not possible

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

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

(6) The basic design characteristics of the rolling stock are defined in Table 17a and Table 17b. Based on these tables and on the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797, the changes shall be categorised as follows:

(a)

15(1)(c) of Commission Implementing Regulation (EU) 2018/545 if they are above the thresholds set out in column 3 and below thresholds set out in column 4 unless the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797 requires to categorise them as 15(1)(d), or

(b)

15(1)(d) of Commission Implementing Regulation (EU) 2018/545 if they are above the thresholds set out in column 4 or if the safety judgement mandated in Article 21(12)(b) of Directive (EU) 2016/797 requires to categorise them as 15(1)(d).

The determination whether the changes are beyond or above the thresholds mentioned above shall be done in reference to the values of the parameters at the time of the last authorisation of the rolling stock or rolling stock type,

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

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

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

(10) The replacement of one or more vehicle(s) within a fixed formation after a severe damage does not require a conformity assessment against this TSI, as long as the unit or the vehicle(s) are unchanged in technical parameters and function to the ones they replace. Such units must be traceable and certified in accordance with any national or international rule, or any code of practice widely acknowledged in the railway domain.

Table 17a

Basic design characteristics related to basic parameters set out in the LOC&PAS TSI

a The rolling stock fulfilling one of the following conditions are deemed to be compatible with all rail inclinations: Rolling stock assessed according to EN 14363:2016 Rolling stock assessed according to EN 14363:2005 (amended or not amended by ERA/TD/2012-17/INT) or UIC 518:2009 with the result, that there is no restriction to one rail inclination Rolling stock assessed according to EN 14363:2005 (amended or not amended by ERA/TD/2012-17/INT) or UIC 518:2009 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 EN 14363:2016.
1. TSI clause	2. Related basic design characteristic(s)	3. Changes impacting the basic design characteristic and not classified as 21(12)(a) of Directive (EU) 2016/797	4. Changes impacting the basic design characteristic and classified as 21(12)(a) of Directive (EU) 2016/797
4.2.2.2.3 End coupling	Type of end coupling	Change of end coupler type	N/A
4.2.2.10 Load conditions and weighed mass 4.2.3.2.1 Axle load parameter	Design mass in working order	Change in any of the corresponding basic design characteristics resulting in a change of the line category(ies) the vehicle is compatible with	N/A
	Design mass under normal payload
	Design mass under exceptional payload
	Maximum design speed (km/h)
	Static axle load in working order
	Static axle load under exceptional payload
	Vehicle length
	Static axle load under normal payload
	Position of the axles along the unit (axle spacing)
	Total vehicle mass (for each vehicle of the unit)	Change in any of the corresponding basic design characteristics resulting in a change of the line category(ies) the vehicle is compatible with	Change of more than ± 10 %
	Mass per wheel	Change in any of the corresponding basic design characteristics resulting in a change of the line category(ies) the vehicle is compatible with or Change of more than ± 10 %	N/A
4.2.3.1 Gauging	Reference profile	N/A	Change of reference profile the vehicle is conform to
	Minimum vertical convex curve radius capability	Change in minimum vertical convex curve radius capability the vehicle is compatible with of more than 10 %	N/A
	Minimum vertical concave curve radius capability	Change in minimum vertical concave curve radius capability the vehicle is compatible with of more than 10 %	N/A
4.2.3.3.1 Rolling stock characteristics for the compatibility with train detection systems	Compatibility with train detection systems	N/A	Change of declared compatibility with one or more of the three following train detection systems: Track circuits Axle counters Loop equipment
4.2.3.3.2 Axle bearing condition monitoring	On-board detection system	Fitting of on-board detection system	Removal of declared on-board detection system
4.2.3.4. Rolling stock dynamic behaviour	Combination of maximum speed and maximum cant deficiency for which the vehicle was assessed	N/A	Increase in maximum speed of more than 15 km/h or change of more than ± 10 % in maximum admissible cant deficiency
	Rail inclination	N/A	Change of rail inclination(s) the vehicle is conform toa
4.2.3.5.2.1. Mechanical and geometric characteristics of wheelsets	Wheelset gauge	N/A	Change of track gauge the wheelset is compatible with
4.2.3.5.2.2 Characteristics of wheels	Minimum required in-service wheel diameter	Change of minimum required in-service diameter of more than ± 10 mm	N/A
4.2.3.5.2.3 Automatic variable gauge systems	Wheelset gauge changeover facility	Change in the vehicle leading to a change in the changeover facility(ies) the wheelset is compatible with	Change of track gauge(s) the wheelset is compatible with
4.2.3.6. Minimum curve radius	Minimum horizontal curve radius capability	Increase of minimum horizontal curve radius of more than 5 m	N/A
4.2.4.5.1 Braking performance — General requirements	Maximum average deceleration	Change of more than ± 10 % on the maximum average brake deceleration	N/A
4.2.4.5.2 Braking performance – Emergency braking	Stopping distance and deceleration profile for each load condition per design maximum speed.	Change of stopping distance of more than ± 10 % Note: Brake weight percentage (also called “lambda” or “braked mass percentage”) or braked mass may also be used, and can be derived (directly or via stopping distance) from deceleration profiles by a calculation. The allowed change is the same (± 10 %)	N/A
4.2.4.5.3 Braking performance – Service braking	Stopping distance and maximum deceleration for the load condition “design mass under normal payload” at the design maximum speed	Change of stopping distance of more than ± 10 %	N/A
4.2.4.5.4 Braking performance – Thermal capacity	Maximum brake thermal energy capacity	N/A	Change of maximum brake thermal energy >= 10 %
	or
	Thermal capacity in terms of maximum line gradient, associated length and operating speed	Change of maximum gradient, associated length or operating speed for which the brake system is designed in relation with brake thermal energy capacity
4.2.4.5.5 Braking performance – Parking brake	Maximum gradient on which the unit is kept immobilized by the parking brake alone (if the vehicle is fitted with it)	Change of declared maximum gradient of more than ± 10 %	N/A
4.2.4.6.2. Wheel slide protection system	Wheel slide protection system	N/A	Fitting/removal of WSP function
4.2.4.8.2 Magnetic track brake	Magnetic track brake	N/A	Fitting/removal of magnetic track brake function
	Possibility of preventing the use of the magnetic track brake	N/A	Fitting/removal of the brake control allowing the activation/deactivation of magnetic track brake
4.2.4.8.3 Eddy current track brake	Eddy current track brake	N/A	Fitting/removal of the eddy current track brake function
	Possibility of preventing the use of the eddy current track brake	N/A	Fitting/removal of the brake control allowing the activation/deactivation of eddy current track brake
4.2.6.1.1 Temperature	Temperature range	Change of temperature range (T1, T2, T3)	N/A
4.2.6.1.2 Snow, ice and hail	Snow, ice and hail conditions	Change of the selected range “snow, ice and hail” (nominal or severe)	N/A
4.2.8.2.2 Operation within range of voltages and frequencies	Energy supply system (voltage and frequency)	N/A	Change of voltage(s)/frequency(ies) of the energy supply system (AC 25 kV-50 Hz, AC 15 kV-16,7 Hz, DC 3 kV, DC 1,5 kV, DC 750 V, third rail, others)
4.2.8.2.3 Regenerative brake with energy to the overhead contact line	Regenerative brake	N/A	Fitting/removal of regenerative brake function
	Possibility of preventing the use of the regenerative brake when fitted	Fitting/removing the possibility of preventing the use of regenerative brake	N/A
4.2.8.2.4 Maximum power and current from the overhead contact line	Applicable to Electric units with power higher than 2 MW only: Power or current limitation function	Power or current limitation function fitted/removed	N/A
4.2.8.2.5 Maximum current at standstill for DC systems	Maximum current at standstill per pantograph for each DC system the vehicle is equipped for	Change of the maximum current value by 50 A without exceeding the limit set in the TSI	N/A
4.2.8.2.9.1.1 Height of interaction with contact wires (RST level)	Height of interaction of pantograph with contact wires (over top of rail)	Change of height of interaction allowing/no longer allowing mechanical contact with one of the contact wires at heights above rail level between: 4 800 mm and 6 500 mm 4 500 mm and 6 500 mm 5 550 mm and 6 800 mm 5 600 mm and 6 600 mm	N/A
4.2.8.2.9.2 Pantograph head geometry (IC level)	Pantograph head geometry	N/A	Change of pantograph head geometry to or from one of the types defined in clauses 4.2.8.2.9.2.1, 4.2.8.2.9.2.2 or 4.2.8.2.9.2.3
4.2.8.2.9.4.2 Contact strip material	Contact strip material	New contact strip as per 4.2.8.2.9.4.2(3)	N/A
4.2.8.2.9.6 Pantograph contact force and dynamic behaviour	Mean contact force curve	Change requiring a new assessment of pantograph dynamic behaviour.	N/A
4.2.8.2.9.7 Arrangement of pantographs (RST level)	Number of pantograph and shortest distance between two pantographs	N/A	Where the spacing of 2 consecutive pantographs in fixed or predefined formations of the assessed unit is reduced by means of removing a vehicle
4.2.8.2.9.10 Pantograph lowering (RST level)	Automatic dropping device (ADD)	Automatic dropping device (ADD) function fitted/removed	N/A
4.2.10.1. General and categorisation	Fire safety category	N/A	Change of fire safety category
4.2.12.2. General documentation — number of units in multiple operation	Maximum number of trainsets or locomotives coupled together in multiple operation.	N/A	Change of maximum allowed number of trainsets or locomotives coupled together in multiple operation
4.2.12.2. General documentation – number of vehicles in a unit	For fixed formations only: Vehicles composing the fixed formation	N/A	Change in the number of vehicles composing the fixed formation

Table 17b

Basic design characteristics related to basic parameters set out in the PRM TSI

1. TSI clause	2. Related basic design characteristic(s)	3. Changes impacting the basic design characteristic and not classified as 21(12)(a) of Directive (EU) 2016/797	4. Changes impacting the basic design characteristic and classified as 21(12)(a) of Directive (EU) 2016/797
4.2.2.11. Step position for vehicle access and egress	Platform heights for which the vehicle is designed	N/A	Change of platform height the vehicle is compatible with

(11) In order to establish the EC type or design examination certificate, the notified body selected by the entity managing the change is permitted to refer to:

• The original EC type or design examination certificate for parts of the design that are unchanged or those that are changed but do not affect the conformity of the subsystem, as far as it is still valid (during 7 years phase B period).

• Additional EC type or design examination certificate (amending the original certificate) for modified parts of the design that affect the conformity of the subsystem with the latest revision of this TSI in force at that time.

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

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

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

(1) The following rules apply, in addition to clause 7.1.2.2, to existing rolling stock 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).

(2) The compliance with technical requirements of this TSI is deemed established when a basic parameter is improved in the direction of the TSI defined performance and the entity managing the change demonstrates that the corresponding essential requirements are met and the safety level is maintained and, where reasonably practicable, improved. The entity managing the change shall in this case justify the reasons for which the TSI defined performance was not met, taking into account paragraph 3 of section 7.1.2.2. This justification shall be included in the technical file, if any, or in the original technical documentation of the vehicle.

(3) The particular rule set out in paragraph (2) above is not applicable to changes to basic parameters classified as 21(12)(a) in table 17c and 17d. For those changes, compliance with the TSI requirements is mandatory.

Table 17c

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

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

Table 17d

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

TSI clause	Related basic design characteristic(s)	Changes impacting the basic design characteristic and classified as 21(12)(a) of Directive (EU) 2016/797
4.2.2.11. Step position for vehicle access and egress	Platform heights for which the vehicle is designed	Change of platform height the vehicle is compatible with

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

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

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

(84)

the title of section 7.1.3 ‘Rules related to the type or design examination certificates’ is replaced by ‘Rules related to the EC type or design examination certificates’;

(85)

section 7.1.3.1 is replaced by the following:

‘7.1.3.1. Rolling stock subsystem

(1) This clause 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 a EC type or design verification procedure in accordance with the section 6.2 of this TSI. It also applies to the EC type or design verification procedure in accordance with the TSI Noise (Commission Regulation (EU) No 1304/2014(7)), and the TSI PRM (Commission Regulation (EU) No 1300/2014) which refers to this TSI for its scope of application to Locomotives and Passenger rolling Stock.

(2) The TSI assessment basis for a “EC type or design examination” is defined in columns 2 and 3 “Design review” and “Type test” of Appendix H of this TSI.

Phase A

(3) Phase A starts once a notified body, which is responsible for EC verification, is appointed by the applicant and ends when the EC type or design examination certificate is issued.

(4) The TSI assessment basis for a type is defined for a phase A period, with a duration of maximum seven years. During the phase A period the assessment basis for EC verification to be used by the notified body will not change.

(5) When a revision of this TSI or of the TSI Noise or the TSI PRM comes into force during the phase A period, it is permissible (but not mandatory) to use the revised version, either totally or for particular sections, unless explicitly otherwise specified in the revision of these TSIs; in case of application limited to particular sections, the applicant has to justify and document that applicable requirements remain consistent, and this has to be approved by the notified body.

Phase B

(6) The phase B period defines the period of validity of the EC type or design examination certificate once it is issued by the notified body. During this time, units may be EC certified on the basis of conformity to type.

(7) The EC type or design examination certificate of EC verification for the subsystem is valid for a seven year phase B period after its issue date, even if a revision of this TSI or of the TSI Noise or the TSI PRM comes into force, unless explicitly otherwise specified in the revision of these TSIs. During this period of validity, new rolling stock of the same type is permitted to be placed on the market on the basis of an EC declaration of verification referring to the type certificate of verification.’;

(86)

Section 7.2 is amended as follows:

(a)

the reference to ‘Article 34 of Directive 2008/57/EC’ is replaced by the reference to ‘Article 48 of Directive (EU) 2016/797’;

(b)

the text ‘Article 35 of Directive 2008/57/EC and Commission Implementing Decision 2011/633/EU’ is replaced by the text ‘Article 48 of Directive (EU) 2016/797 and Commission Implementing Regulation (EU) 2019/777 (*).

(*) 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 [RINF] (OJ L 139 I, 27.5.2019, p. 312)’;

(87)

Point (2) of section 7.3.1 is replaced by the following:

‘(2) These specific cases are classified as:

• “P” cases: “permanent” cases,

• “T0”: “temporary” cases of indefinite duration, where the target system shall be reached by a date still to be determined.

• “T1” cases: “temporary” cases, where the target system shall be reached by 31 December 2025.

• “T2” cases: “temporary” cases, where the target system shall be reached by 31 December 2035.

All specific cases and their relevant dates shall be re-examined in the course of future revisions of the TSI with a view to limiting their technical and geographical scope based on an assessment of their impact on safety, interoperability, cross border services, TEN-T corridors, and the practical and economic impacts of retaining or eliminating them. Special account shall be given to availability of EU funding.

Specific cases shall be limited to the route or network where they are strictly necessary and taken account of through route compatibility procedures.’;

(88)

a new point (6) is added below point (5) of section 7.3.1 as follows:

‘(6) In case of a specific case applicable to a component defined as interoperability constituent in section 5.3 of this TSI, the conformity assessment has to be made according to the clause 6.1.1 point (3).’;

(89)

in section 7.3.2.3, the following text is deleted:

‘Specific case Portugal (“P”)

For units intended to operate on Portuguese network (1 668 mm track gauge) and which depends on track side equipment for axle bearing condition monitoring, the target area that shall remain unobstructed to permit observation by a trackside HABD and its position related to centre line vehicle shall be the following:

• YTA = 1 000 mm (lateral position of the centre of the target area relative to the centre line of the vehicle)

• WTA ≥ 65 mm (lateral width of the target area)

• LTA ≥ 100 mm (longitudinal length of the target area)

• YPZ = 1 000 mm (lateral position of the centre of the prohibitive zone relative to the centre line of the vehicle)

• WPZ ≥ 115 mm (lateral width of the prohibitive zone)

• LPZ ≥ 500 mm (longitudinal length of the prohibitive zone)

Specific case Spain (“P”)

For rolling stock intended to be used on the Spanish network (1 668 mm track gauge) and which depends on track side equipment for axle bearing condition monitoring, the zone visible to the trackside equipment on rolling stock shall be the area as defined in EN 15437-1:2009 clauses 5.1 and 5.2 considering the following values instead of the stated ones:

• YTA = 1 176 ± 10 mm (lateral position of the centre of the target area relative to the centre line of the vehicle)

• WTA ≥ 55 mm (lateral width of the target area)

• LTA ≥ 100 mm (longitudinal length of the target area)

• YPZ = 1 176 ± 10 mm (lateral position of the centre of the prohibitive zone relative to the centre line of the vehicle)

• WPZ ≥ 110 mm (lateral width of the prohibitive zone)

• LPZ ≥ 500 mm (longitudinal length of the prohibitive zone)’;

(90)

in section 7.3.2.3, the text ‘Specific case Sweden (“T”)’ is replaced by the text ‘Specific case Sweden (“T1”)’;

(91)

section 7.3.2.4 is replaced by the following:

‘7.3.2.4. Safety against derailment running on twisted track (4.2.3.4.1)

Specific case United Kingdom (Great Britain) (“P”)

It is permissible for all units and cases to use Method 3 set out in EN14363:2016 clause 6.1.5.3.1.

This specific case does not prevent the access of TSI compliant rolling stock to the national network.’;

(92)

section 7.3.2.5 is replaced by the following:

‘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 clauses of the TSI applies to vehicle to be operated solely on Finnish 1 524 mm network:

• Test zone 4 is not applicable for running dynamic testing.

• Mean value of curve radius of all track sections for test zone 3 shall be 550 ± 50 metres for running dynamic testing.

• Track quality parameters in running dynamics testing shall be according to RATO 13 (Track inspection).

• Measuring methods are according to EN 13848:2003+A1.

Specific case Ireland and UK for 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 clause 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.

Specific case the United Kingdom (Great Britain) (“P”)

For technical compatibility with the existing network it is permissible to use national technical rules amending EN 14363 requirements and notified for the purpose of running dynamic behaviour. This specific case does not prevent the access of TSI compliant rolling stock to the national network.’;

(93)

In section 7.3.2.6, table 21 is replaced by the following table:

	‘Designation	Wheel diameter D (mm)	Minimum value (mm)	Maximum value (mm)
1 600 mm	Width of the rim (BR) (with maximum BURR of 5 mm)	690 ≤ D ≤ 1 016	137	139
	Thickness of the flange (Sd)	690 ≤ D ≤ 1 016	26	33
	Height of the flange (Sh)	690 ≤ D ≤ 1 016	28	38
	Face of the flange (qR)	690 ≤ D ≤ 1 016	6,5	—’

(94)

In section 7.3.2.6, table 22 is replaced by the following table:

	‘Designation	Wheel diameter D (mm)	Minimum value (mm)	Maximum value (mm)
1 600 mm	Front-to-front dimension (SR) SR = AR + Sd, left + Sd, right	690 ≤ D ≤ 1 016	1 573	1 593,3
	Back to back distance (AR)	690 ≤ D ≤ 1 016	1 521	1 527,3
	Width of the rim (BR) (with maximum BURR of 5 mm)	690 ≤ D ≤ 1 016	127	139
	Thickness of the flange (Sd)	690 ≤ D ≤ 1 016	24	33
	Height of the flange (Sh)	690 ≤ D ≤ 1 016	28	38
	Face of the flange (qR)	690 ≤ D ≤ 1 016	6,5	—’

(95)

in section 7.3.2.6, below Table 22, the text ‘Specific case Spain (“P”)’ of clause 7.3.2.6 is replaced by ‘Specific case Spain for 1 668 mm track gauge (“P”)’;

(96)

a new section 7.3.2.6a is added after section 7.3.2.6:

‘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;’

(97)

in section 7.3.2.10, the text ‘clause 7.4.2.8.1’ is replaced by ‘clause 7.4.2.9.1’;

(98)

section 7.3.2.11 is amended as follows:

• The text ‘Specific case Estonia (“T”)’ is replaced by the text ‘Specific case Estonia (“T1”)’

• The text ‘Specific case France (“T”)’ is replaced by the text ‘Specific case France (“T2”)’

• The text ‘Specific case Latvia (“T”)’ is replaced by the text ‘Specific case Latvia (“T1”)’;

(99)

in section 7.3.2.11, the text ‘clause 7.4.2.3.1’ is replaced by ‘clause 7.4.2.4.1’;

(100)

in section 7.3.2.12, the text ‘(“T”)’ is replaced by the text ‘(“T1”)’;

(101)

section 7.3.2.14, is amended as follows:

• The text ‘Specific case Croatia (“T”)’ is replaced by the text ‘Specific case Croatia (“T1”)’

• The text ‘Specific case Finland (“T”)’ is replaced by the text ‘Specific case Finland (“T1”)’

• The text ‘Specific case France (“T”)’ is replaced by the text ‘Specific case France (“T2”)’

• The text ‘Specific case Italy (“T”)’ is replaced by the text ‘Specific case Italy (“T0”)’

• The text ‘Specific case Portugal (“T”)’ is replaced by the text ‘Specific case Portugal (“T0”)’

• The text ‘Specific case Slovenia (“T”)’ is replaced by the text ‘Specific case Slovenia (“T0”)’

• The text ‘Specific case Sweden (“T”)’ is replaced by the text ‘Specific case Sweden (“T1”)’;

(102)

section 7.3.2.16, is amended as follows:

• The text ‘Specific case France (“T”)’ is replaced by the text ‘Specific case France (“T2”)’

• The text ‘Specific case Sweden (“T”)’ is replaced by the text ‘Specific case Sweden (“T1”)’;

(103)

in section 7.3.2.20, the text ‘Specific case Italy (“T”)’ is replaced by the text ‘Specific case Italy (“T0”)’;

(104)

in section 7.3.2.20, the following paragraph is added:

‘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.’;

(105)

in section 7.3.2.21, the text ‘Specific case Channel Tunnel (“T”)’ is replaced by the text ‘Specific case Channel Tunnel (“P”)’;

(106)

a new section 7.3.2.27 is added below section 7.3.2.26 as follows:

‘7.3.2.27. Rules to manage changes in both rolling stock and rolling stock type (7.1.2.2)

Specific case the United Kingdom (Great Britain) (“P”)

Any change to a vehicle swept envelope as defined in the national technical rules notified for the gauging process (for example as described in RIS-2773-RST) will be categorised as 15(1) (c) of Commission Implementing Regulation (EU) 2018/545, and will not be classified as 21(12)(a) of Directive (EU) 2016/797.’;

(107)

a new section 7.5.1.3 is added below section 7.5.1.2 as follows:

‘7.5.1.3. Aerodynamic effects on ballasted tracks (clause 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:

• Study of ballast-pick-up occurrences, and corresponding safety impact (if any)

• Development of a harmonized, cost-effective methodology applicable in EU.’;

(108)

a new section 7.5.2.2 is added below section 7.5.2.1 as follows:

‘7.5.2.2. Conditions for having an authorization for placing on the market not limited to particular networks

In order to facilitate free circulation of locomotives and passenger coaches, conditions for having an authorization for placing on the market not limited to particular networks have been developed during the preparation of ERA recommendation ERA-REC-111-2015-REC of 17 December 2015.

These provisions should be further developed to adapt them to Directive (EU) 2016/797 and to take into account the cleaning up of national technical rules, with particular focus on passenger coaches.’;

(109)

a new section 7.5.2.3 is added below section 7.5.2.2 as follows:

‘7.5.2.3. Rules for extension of area of use for existing rolling stock not covered by an EC declaration of verification

Pursuant to Article 54(2) and (3) of Directive (EU) 2016/797, vehicles authorised for placing in service prior to 15 June 2016 shall receive an authorization for placing on the market according to Article 21 of Directive (EU) 2016/797 in order to operate on one or more networks which are not yet covered by their authorisation. Such vehicles shall thus be conform to this TSI or benefit from a non-application of this TSI pursuant to Article 7(1) of Directive 2016/797/EC.

In order to facilitate the free movement of vehicles, provisions shall be developed to set out which level of flexibility could be granted to such vehicles as well as to vehicles which were not subject to authorization, as regards compliance with the TSI requirements while fulfilling the essential requirements, maintaining the appropriate safety level, and where reasonably practicable, improving it.’;

(110)

section 7.5.3.1 is amended as follows:

(a)

the reference to ‘Directive 2008/57/EC’ is replaced by the reference to ‘Directive (EU) 2016/797’;

(b)

The text ‘in accordance with article 17 of Directive 2008/57/EC or through the Infrastructure Register referred to in article 35 of the same Directive’ is replaced by the text ‘in accordance with article 14 of Directive (EU) 2016/797 or through the Infrastructure Register referred to in article 49 of the same Directive’;

(111)

in the list ‘APPENDICES’ following Chapter 7, the text ‘Appendix A: Buffer and draw gear’ is replaced by ‘Appendix A: Intentionally deleted’;

(112)

the text of Appendix A is replaced by ‘Intentionally deleted’;

(113)

section C.3 of Appendix C is replaced by the following:

‘C.3 Running dynamic behaviour

The running characteristics are permitted to be determined by running tests or by reference to a similar type approved machine as detailed in clause 4.2.3.4.2 of this TSI or by simulation.

The following additional deviations from the specification referenced in Annex J-1, index 16 apply:

• The test shall always be taken as the simplified method for this type of machines

• when running tests according to the specification referenced in Annex J-1, index 16 are done with wheel profile in new condition, these are valid for a maximum distance of 50 000 km. After 50 000 km it is necessary to:

  • either re-profile the wheels;

  • or calculate the equivalent conicity of the worn profile and check that it does not differ more than 50 % from the value of the test of the specification referenced in Annex J-1, index 16 (with a maximum difference of 0,05);

  • or make a new test according to the specification referenced in Annex J-1, index 16 with worn wheel profile;

• in general, stationary tests to determine the parameters of characteristic running gear in accordance with to the specification referenced in Annex J-1, index 16, clause 5.3.1 are not necessary;

• if the required test speed cannot be obtained by the machine itself, the machine shall be hauled for the tests.

Running behaviour can be proven by simulation of the tests described in to the specification referenced in Annex J-1, index 16 (with the exceptions as specified above) when there is a validated model of representative track and operating conditions of the machine.

A model of a machine for simulation of running characteristics shall be validated by comparing the model results against the results of running tests when the same input of track characteristic is used.

A validated model is a simulation model that has been verified by an actual running test that excites the suspension sufficiently and where there is a close correlation between the results of the running test and the predictions from the simulation model over the same test track.’;

(114)

Appendix H is replaced by the following:

‘Appendix H Assessment of the rolling stock subsystem

H.1 Scope

This Appendix indicates the assessment of conformity of the rolling stock subsystem.

H.2 Characteristics and modules

The sub-system characteristics to be assessed in the different phases of design, development and production are marked by X in Table H.1. A cross in column 4 of Table H.1 indicates that the relevant characteristics shall be verified by testing each single subsystem.

Table H.1

Assessment of the rolling stock subsystem

1		2	3	4	5
Characteristics to be assessed, as specified in clause 4.2 of this TSI		Design and development phase		Production phase	Particular assessment procedure
		Design review	Type Test	Routine Test
Element of the Rolling Stock sub-system	Clause				Clause
Structure and mechanical parts	4.2.2
Inner coupling	4.2.2.2.2	X	n.a.	n.a.	—
End coupling	4.2.2.2.3	X	n.a.	n.a.	—
IC automatic centre buffer coupler	5.3.1	X	X	X	—
IC manual end coupling	5.3.2	X	X	X	—
Rescue coupling	4.2.2.2.4	X	X	n.a.	—
IC rescue coupling	5.3.3	X	X	X
Staff access for coupling and uncoupling	4.2.2.2.5	X	X	n.a.	—
Gangways	4.2.2.3	X	X	n.a.	—
Strength of vehicle structure	4.2.2.4	X	X	n.a.	—
Passive safety	4.2.2.5	X	X	n.a.	—
Lifting and jacking	4.2.2.6	X	X	n.a.	—
Fixing of devices to carbody structure	4.2.2.7	X	n.a.	n.a.	—
Staff and freight access doors	4.2.2.8	X	X	n.a.	—
Mechanical characteristics of glass	4.2.2.9	X	n.a.	n.a.	—
Load conditions and weighted mass	4.2.2.10	X	X	X	6.2.3.1
Track interaction and gauging	4.2.3
Gauging	4.2.3.1	X	n.a.	n.a.	—
Wheel load	4.2.3.2.2	X	X	n.a	6.2.3.2
Rolling Stock characteristics for compatibility with train detection systems	4.2.3.3.1	X	X	X	—
Axle bearing condition monitoring	4.2.3.3.2	X	X	n.a.	—
Safety against derailment running on twisted track	4.2.3.4.1	X	X	n.a.	6.2.3.3
Running dynamic behaviour requirements	4.2.3.4.2 a)	X	X	n.a.	6.2.3.4
Active systems – safety requirement	4.2.3.4.2 b)	X	n.a.	n.a.	6.2.3.5
Limit values for running safety	4.2.3.4.2.1	X	X	n.a.	6.2.3.4
Track loading limit values	4.2.3.4.2.2	X	X	n.a.	6.2.3.4
Equivalent conicity	4.2.3.4.3	X	n.a.	n.a.	—
Design values for new wheel profiles	4.2.3.4.3.1	X	n.a.	n.a.	6.2.3.6
In-service values of wheelset equivalent conicity	4.2.3.4.3.2	X			—
Structural design of bogie frame	4.2.3.5.1	X	X.	n.a.	—
Mechanical and geometrical characteristics of wheelsets	4.2.3.5.2.1	X	X	X	6.2.3.7
Mechanical and geometrical characteristics of wheels	4.2.3.5.2.2	X	X	X	—
Wheels (IC)	5.3.2	X	X	X	6.1.3.1
Automatic variable gauge systems	4.2.3.5.3	X	X	X	6.2.3.7a
Automatic variable gauge systems (IC)	5.3.4a	X	X	X	6.1.3.1a
Minimum curve radius	4.2.3.6	X	n.a.	n.a.	—
Life guards	4.2.3.7	X	n.a.	n.a.	—
Braking	4.2.4
Functional requirements	4.2.4.2.1	X	X	n.a	—
Safety requirements	4.2.4.2.2	X	n.a	n.a	6.2.3.5
Type of brake system	4.2.4.3	X	X	n.a	—
Brake command	4.2.4.4
Emergency braking	4.2.4.4.1	X	X	X	—
Service braking	4.2.4.4.2	X	X	X	—
Direct braking command	4.2.4.4.3	X	X	X	—
Dynamic braking command	4.2.4.4.4	X	X	n.a	—
Parking braking command	4.2.4.4.5	X	X	X	—
Braking performance	4.2.4.5
General requirements	4.2.4.5.1	X	n.a	n.a	—
Emergency braking	4.2.4.5.2	X	X	X	6.2.3.8
Service braking	4.2.4.5.3	X	X	X	6.2.3.9
Calculations related to thermal capacity	4.2.4.5.4	X	n.a	n.a	—
Parking brake	4.2.4.5.5	X	n.a	n.a	—
Limit of wheel rail adhesion profile	4.2.4.6.1	X	n.a	n.a	—
Wheel slide protection system	4.2.4.6.2	X	X	n.a	6.2.3.10
Wheel slide protection system (IC)	5.3.5	X	X	X	6.1.3.2
Interface with traction — Braking systems linked to traction (electric, hydro-dynamic)	4.2.4.7	X	X	X	—
Braking system independent of adhesion conditions	4.2.4.8
General	4.2.4.8.1.	X	n.a	n.a	—
Magnetic track brake	4.2.4.8.2.	X	X	n.a	—
Eddy current track brake	4.2.4.8.3	X	X	n.a.	—
Brake state and fault indication	4.2.4.9	X	X	X	—
Brake requirements for rescue purposes	4.2.4.10	X	X	n.a	—
Passenger related items	4.2.5
Sanitary systems	4.2.5.1	X	n.a	n.a	6.2.3.11
Audible communication system	4.2.5.2	X	X	X	—
Passenger alarm	4.2.5.3	X	X	X	—
Passenger alarm – safety requir.	4.2.5.3	X	n.a	n.a	6.2.3.5
Communication devices for passengers	4.2.5.4	X	X	X	—
Exterior doors: access to and egress from Rolling Stock	4.2.5.5	X	X	X	—
Exterior doors – safety requir.	4.2.5.5	X	n.a	n.a	6.2.3.5
Exterior door system construction	4.2.5.6	X	n.a	n.a	—
inter-unit doors	4.2.5.7	X	X	n.a	—
Internal air quality	4.2.5.8	X	n.a	n.a	6.2.3.12
Body side windows	4.2.5.9	X			—
Environmental conditions and aerodynamic effects	4.2.6
Environmental conditions	4.2.6.1
Temperature	4.2.6.1.1	X	n.a. X (1)	n.a.	—
Snow, ice and hail	4.2.6.1.2	X	n.a. X (1)	n.a.	—
(1) Type test if and as defined by the Applicant.
Aerodynamic effects	4.2.6.2
Slipstream effects on passengers on platform and on workers trackside	4.2.6.2.1	X	X	n.a.	6.2.3.13
Head pressure pulse	4.2.6.2.2	X	X	n.a.	6.2.3.14
Maximum pressure variations in tunnels	4.2.6.2.3	X	X	n.a.	6.2.3.15
Cross wind	4.2.6.2.4	X	n.a	n.a.	6.2.3.16
External lights & visible and audible warning devices	4.2.7
External front and rear lights	4.2.7.1
Head lights IC	4.2.7.1.1 5.3.6	X	X	n.a	-6.1.3.3
Marker lights IC	4.2.7.1.2 5.3.7	X	X	n.a	-6.1. 3.4
Tail lights IC	4.2.7.1.3 5.3.8	X	X	n.a	-6.1.3.5
Lamp controls	4.2.7.1.4	X	X	n.a	—
Horn	4.2.7.2
General – warning sound IC	4.2.7.2.1 5.3.9	X	X	n.a	-6.1.3.6
Warning horn sound pressure levels	4.2.7.2.2 5.3.9	X	X	n.a	6.2.3.17 6.1.3.6
Protection	4.2.7.2.3	X	n.a	n.a	—
Control	4.2.7.2.4	X	X	n.a	—
Traction and electrical equipment	4.2.8
Traction performance	4.2.8.1
General	4.2.8.1.1
Requirements on performance	4.2.8.1.2	X	n.a	n.a	—
Power supply	4.2.8.2
General	4.2.8.2.1	X	n.a	n.a	—
Operation within range of voltages and frequencies	4.2.8.2.2	X	X	n.a	—
Regenerative brake with energy to the overhead contact line	4.2.8.2.3	X	X	n.a	—
Maximum power and current from the overhead contact line	4.2.8.2.4	X	X	n.a	6.2.3.18
Maximum current at standstill for DC systems	4.2.8.2.5	X	X	n.a	—
Power factor	4.2.8.2.6	X	X	n.a	6.2.3.19
System energy disturbances	4.2.8.2.7	X	X	n.a	—
Energy consumption measuring function	4.2.8.2.8	X	X	n.a	—
Requirements linked to pantograph	4.2.8.2.9	X	X	n.a	6.2.3.20 & 21
Pantograph (IC)	5.3.10	X	X	X	6.1.3.7
Contact strips (IC)	5.3.11	X	X	X	6.1.3.8
Electrical protection of the train IC Main circuit breaker	4.2.8.2.10 5.3.12	X	X	n.a	—
Diesel and other thermal traction system	4.2.8.3	—	—	—	Other Directive
Protection against electrical hazards	4.2.8.4	X	X	n.a	—
Cab and operation	4.2.9
Driver's Cab	4.2.9.1	X	n.a	n.a	—
General	4.2.9.1.1	X	n.a	n.a	—
Access and egress	4.2.9.1.2	X	n.a	n.a	—
Access and egress in operating conditions	4.2.9.1.2.1	X	n.a	n.a	—
Driver's cab emergency exit	4.2.9.1.2.2	X	n.a	n.a	—
External visibility	4.2.9.1.3	X	n.a	n.a	—
Front visibility	4.2.9.1.3.1	X	n.a	n.a	—
Rear and side view	4.2.9.1.3.2	X	n.a	n.a	—
Interior layout	4.2.9.1.4	X	n.a	n.a	—
Driver's seat IC	4.2.9.1.5 5.3.13	X X	n.a X	n.a X	—
Driver's desk- Ergonomics	4.2.9.1.6	X	n.a	n.a	—
Climate control and air quality	4.2.9.1.7	X	X	n.a	6.2.3.12
Internal lighting	4.2.9.1.8	X	X	n.a	—
Windscreen-Mechanical characteristics	4.2.9.2.1	X	X	n.a	6.2.3.22
Windscreen-Optical characteristics	4.2.9.2.2	X	X	n.a	6.2.3.22
Windscreen-Equipment	4.2.9.2.3	X	X	n.a	—
Driver machine interface	4.2.9.3
Driver's activity control function	4.2.9.3.1	X	X	X	—
Speed indication	4.2.9.3.2	—	—	—	—
Driver display unit and screens	4.2.9.3.3	X	X	n.a	—
Controls and indicators	4.2.9.3.4	X	X	n.a	—
Labelling	4.2.9.3.5	X	n.a	n.a	—
Radio remote control function by staff for shunting operation	4.2.9.3.6	X	X	n.a	—
Onboard tools and portable equipment	4.2.9.4	X	n.a	n.a	—
Storage facility for staff personal effects	4.2.9.5	X	n.a	n.a	—
Recording device	4.2.9.6	X	X	X	—
Fire safety and evacuation	4.2.10
General and categorisation	4.2.10.1	X	n.a	n.a	—
Measures to prevent fire	4.2.10.2	X	X	n.a	—
Measures to detect/control fire	4.2.10.3	X	X	n.a	—
Requirements related to emergencies	4.2.10.4	X	X	n.a	—
Requirements related to evacuation	4.2.10.5	X	X	n.a	—
Servicing	4.2.11
Cleaning of driver's cab windscreen	4.2.11.2	X	X	n.a	—
Connection to toilet discharge system IC	4.2.11.3 5.3.14	X	n.a	n.a	—
Water refilling equipment	4.2.11.4	X	n.a	n.a	—
Interface for water refilling IC	4.2.11.5 5.3.15	X	n.a	n.a	—
Special requirements for stabling of trains	4.2.11.6	X	X	n.a	—
Refuelling equipment	4.2.11.7	X	n.a	n.a	—
Train interior cleaning – power supply	4.2.11.8	X	n.a	n.a	—
Documentation for operation and maintenance	4.2.12
General	4.2.12.1	X	n.a	n.a	—
General documentation	4.2.12.2	X	n.a	n.a	—
Documentation related to maintenance	4.2.12.3	X	n.a	n.a	—
The maintenance design justification file	4.2.12.3.1	X	n.a	n.a	—
The Maintenance description file	4.2.12.3.2	X	n.a	n.a	—
Operating documentation	4.2.12.4	X	n.a	n.a	—
Lifting diagram and instructions	4.2.12.4	X	n.a	n.a	—
Rescue related descriptions	4.2.12.5	X	n.a	n.a	—’

(115)

Appendix I is replaced by the following:

‘Appendix I

Aspects for which the technical specification is not available (open points)

Open points that relate to technical compatibility between the vehicle and the network:

Element of the Rolling Stock sub-system	Clause of this TSI	Technical aspect not covered by this TSI	Comments
Compatibility with train detection systems	4.2.3.3.1	See specification referenced in Annex J-2, index 1.	Open points also identified in the TSI CCS.
Running dynamic behaviour for 1 520 mm track gauge system	4.2.3.4.2 4.2.3.4.3	Running dynamic behaviour. Equivalent conicity.	Normative documents referred to in the TSI are based on experience gained on the 1 435 mm system.
Braking system independent of adhesion conditions	4.2.4.8.3	Eddy current track brake	Equipment not mandatory. Electromagnetic compatibility with concerned network.
Aerodynamic effect on ballasted track for RST of design speed > 250 km/h	4.2.6.2.5	Limit value and conformity assessment in order to limit risks induced by the projection of ballast	On-going work within CEN. Open point also in TSI INF.

Open points that do not relate to technical compatibility between the vehicle and the network:

Element of the Rolling Stock sub-system	Clause of this TSI	Technical aspect not covered by this TSI	Comments
Fire Containment and Control Systems	4.2.10.3.4	Conformity assessment of FCCS other than full partitions.	Assessment procedure of efficiency for controlling fire and smoke developed by CEN according to a request for standard issued by ERA.’

(116)

Appendix J is replaced by the following:

‘Appendix J Technical specifications referred to in this TSI

J.1 Standards or normative documents

a Clauses of the standard that are in direct relationship to the requirement expressed in the clause of the TSI indicated in column 3.
	TSI		Normative document
Index No	Characteristics to be assessed	Point	Document No	Mandatory points
1	Inner coupling for articulated units	4.2.2.2.2	EN 12663-1:2010+A1:2014	6.5.3, 6.7.5
2	End coupling – manual UIC type – pipes interface	4.2.2.2.3	EN 15807:2011	relevant cl.a
3	End coupling – manual UIC type – end cocks	4.2.2.2.3	EN 14601:2005+ A1:2010	relevant cl.a
4	End coupling – manual UIC type – lateral location of brake pipe and cocks	4.2.2.2.3	UIC 648:Sept 2001	relevant cl.a
5	Rescue coupling — interface with recovery unit	4.2.2.2.4	UIC 648:Sept 2001	relevant cl.a
6	Staff access for coupling and uncoupling – space for shunting staff	4.2.2.2.5	EN 16839:2017	4
7	Strength of vehicle structure – general	4.2.2.4	EN 12663-1:2010+A1:2014	relevant cl.a
	Strength of vehicle structure – categorisation of rolling stock			5.2
	Strength of vehicle structure – method of verification			9.2
	Strength of vehicle structure – alternative requirements for OTMs	Appendix C Section C.1		6.1 to 6.5
8	Passive safety – general	4.2.2.5	FprEN 15227:2017	relevant cl.a Except Annex A
	Passive safety – categorisation			5-table 1
	Passive safety – scenarios			5-table 3, 6.
	Passive safety – obstacle deflector			6.5
9	Lifting and jacking — geometry of permanent and removable points	4.2.2.6	EN 16404:2016	5.2, 5.3
10	Lifting and jacking — marking	4.2.2.6	EN 15877-2:2013	4.5.17
11	Lifting and jacking — strength method of verification	4.2.2.6	EN 12663-1:2010+A1:2014	6.3.2, 6.3.3, 9.2
12	Fixing of devices to carbody structure	4.2.2.7	EN 12663-1:2010+A1:2014	6.5.2
13	Load conditions and weighed mass – load conditions hypothesis of load conditions	4.2.2.10	EN 15663:2009 /AC:2010	2.1 relevant cl.a
14	Gauging – method, reference contours	4.2.3.1	EN 15273-2:2013+A1:2016	relevant cl.a
	Gauging – method, reference contours verification of eddy current track brakes verification of pantograph gauge	4.2.4.8.3(3)		A.3.12
	Gauging – method, reference contours verification of eddy current track brakes verification of pantograph gauge	4.2.3.1		relevant cl.a
15	Axle bearing condition monitoring – zone visible to track side equipment	4.2.3.3.2.2	EN 15437-1:2009	5.1, 5.2
16	Running dynamic behaviour	4.2.3.4.2 Appendix C	EN 14363:2016	relevant cl.a
17	Running dynamic behaviour – limit values for running safety	4.2.3.4.2.1	EN 14363:2016	7.5
18	NOT USED
19	Running dynamic behaviour – track loading limit values	4.2.3.4.2.2	EN 14363: 2016	7.5
20	Structural design of the bogie frame	4.2.3.5.1	EN 13749:2011	6.2, Annex C
21	Structural design of the bogie frame – body to bogie connection	4.2.3.5.1	EN 12663-1:2010+A1:2014	relevant cl.a
22	Braking – type of brake system, UIC brake system	4.2.4.3 6.2.7a	EN 14198:2016	5.4
23	Braking performance – calculation – general	4.2.4.5.1	EN 14531-1:2005 or EN 14531-6:2009	relevant cl.a
24	Braking performance – friction coefficient	4.2.4.5.1	EN 14531-1:2005	5.3.1.4
25	Emergency braking performance – response time/delay time	4.2.4.5.2	EN 14531-1:2005	5.3.3
	Emergency braking performance –brake weight percentage			5.12
26	Emergency braking performance – calculation	4.2.4.5.2	EN 14531-1:2005 or EN 14531-6:2009	relevant cl.a
27	Emergency braking performance – friction coefficient	4.2.4.5.2	EN 14531-1:2005	5.3.1.4
28	Service braking performance – calculation	4.2.4.5.3	EN 14531-1:2005 or EN 14531-6:2009	relevant cl.a
29	Parking brake performance – calculation	4.2.4.5.5	EN 14531-1:2005 or EN 14531-6:2009	relevant cl.a
30	Wheel slide protection system – design	4.2.4.6.2	EN 15595:2009+A1:2011	4
	Wheel slide protection system – verification method			5, 6
	Wheel slide protection system – wheel rotation monitoring system			4.2.4.3
31	Magnetic track brake	4.2.4.8.2	EN 16207:2014	Annex C
32	Door obstacle detection – sensitivity	4.2.5.5.3	EN 14752:2015	5.2.1.4.1
	Door obstacle detection – maximum force			5.2.1.4.2.2
33	Door emergency opening – manual force to open the door	4.2.5.5.9	EN 14752:2015	5.5.1.5
34	Environmental conditions – temperature	4.2.6.1.1	EN 50125-1:2014	4.3
35	Environmental conditions – snow, ice and hail conditions	4.2.6.1.2	EN 50125-1:2014	4.7
36	Environmental conditions – obstacle deflector	4.2.6.1.2	EN 15227:2008 +A1:2011	relevant cl.a
37	Aerodynamic effects –crosswind method of verification	4.2.6.2.4.	EN 14067-6:2010	5
38	Head lights – colour full-beam headlamp luminous intensity alignment	4.2.7.1.1	EN 15153-1:2013+A1:2016	5.3.3 5.3.5
	Head lights – dimmed headlamp luminous intensity			5.3.4 table 2 first line
	Head lights – full-beam headlamp luminous intensity			5.3.4 table 2 first line
	Head lights – alignment			5.3.5
39	Marker lights – colour	4.2.7.1.2	EN 15153-1:2013+A1:2016	5.4.3.1 table 4
	Marker lights – spectral radiation distribution			5.4.3.2
	Marker lights – luminous intensity			5.4.4 table 6
40	Tail lights – colour	4.2.7.1.3	EN 15153-1:2013+A1:2016	5.5.3 table 7
	Tail lights – luminous intensity			5.5.4 table 8
41	Warning horn sound pressure levels	4.2.7.2.2	EN 15153-2:2013	5.2.2
42	Regenerative brake with energy to the overhead contact line	4.2.8.2.3	EN 50388:2012 and EN 50388:2012/AC:2013	12.1.1
43	Maximum power and current from the overhead contact line – automatic regulation of current	4.2.8.2.4	EN 50388:2012 and EN 50388:2012/AC:2013	7.2
44	Power factor – verification method	4.2.8.2.6	EN 50388:2012 and EN 50388:2012/AC:2013	6
45	System energy disturbances for AC systems – harmonics and dynamic effects	4.2.8.2.7	EN 50388:2012 and EN 50388:2012/AC:2013	10.1
	System energy disturbances for AC systems – compatibility study			10.3 Table 5 Annex D 10.4
46	Working range in height of pantograph (IC level) – characteristics	4.2.8.2.9.1.2	EN 50206-1:2010	4.2, 6.2.3
47	Pantograph head geometry	4.2.8.2.9.2	EN 50367:2012 and EN 50367:2012/AC:2013	5.3.2.2
48	Pantograph head geometry – type 1 600 mm	4.2.8.2.9.2.1	EN 50367:2012 and EN 50367:2012/AC:2013	Annex A.2 Figure A.6
49	Pantograph head geometry – type 1 950 mm	4.2.8.2.9.2.2	EN 50367:2012 and EN 50367:2012/AC:2013	Annex A.2 Figure A.7
50	Pantograph current capacity (IC level)	4.2.8.2.9.3	EN 50206-1:2010	6.13.2
51	Pantograph lowering (RST level) – time to lower the pantograph	4.2.8.2.9.10	EN 50206-1:2010	4.7
	Pantograph lowering (RST level) – ADD			4.8
52	Pantograph lowering (RST level) – dynamic insulating distance	4.2.8.2.9.10	EN 50119:2009 and EN 50119:2009/A1:2013	Table 2
53	Electrical protection of the train – coordination of protection	4.2.8.2.10	EN 50388:2012 and EN 50388:2012/AC:2013	11
54	Protection against electrical hazard	4.2.8.4	EN 50153:2014	relevant cl.a
55	Windscreen – mechanical characteristics	4.2.9.2.1	EN 15152:2007	4.2.7, 4.2.9
56	Windscreen –angle between primary and secondary images	4.2.9.2.2	EN 15152:2007	4.2.2
	Windscreen – optical distortion			4.2.3
	Windscreen – haze			4.2.4
	Windscreen – luminous transmittance			4.2.5
	Windscreen – chromaticity			4.2.6
57	Recording device – functional requirements	4.2.9.6	EN/IEC 62625-1:2013	4.2.1, 4.2.2, 4.2.3, 4.2.4
	Recording device – recording performance			4.3.1.2.2
	Recording device – integrity			4.3.1.4
	Recording device – data integrity safeguard			4.3.1.5
	Recording device – level of protection			4.3.1.7
58	Measures to prevent fire – material requirements	4.2.10.2.1	EN 45545-2:2013+A1:2015	relevant cl.a
59	Specific measures for flammable liquids	4.2.10.2.2	EN 45545-2:2013+A1:2015	Table 5
60	Fire spreading protection measures for passenger rolling stock – partition test	4.2.10.3.4	EN 1363-1:2012	relevant cl.a
61	Fire spreading protection measures for passenger rolling stock – partition test	4.2.10.3.5	EN 1363-1:2012	relevant cl.a
62	Emergency lighting – lighting level	4.2.10.4.1	EN 13272:2012	5.3
63	Running capability	4.2.10.4.4	EN 50553:2012 and EN 50553:2012/AC:2013	relevant cl.a
64	Interface for water filling	4.2.11.5	EN 16362:2013	4.1.2 figure 1
65	Special requirements for stabling of trains – local external auxiliary power supply	4.2.11.6	EN/IEC 60309-2:1999 and amendments EN 60309-2:1999/A11:2004, A1: 2007 and A2:2012	relevant cl.a
66	Automatic centre buffer coupler – type 10	5.3.1	EN 16019:2014	relevant cl.a
67	Manual end coupling – UIC type	5.3.2	EN 15551:2017	relevant cl.a
68	Manual end coupling – UIC type	5.3.2	EN 15566:2016	relevant cl.a
69	Rescue coupler	5.3.3	EN 15020:2006 +A1:2010	relevant cl.a
70	Main circuit breaker – coordination of protection	5.3.12	EN 50388:2012 and EN 50388:2012/AC:2013	11
71	Wheels – verification method decision criteria	6.1.3.1	EN 13979-1:2003+A2:2011	7.2.1, 7.2.2 7.2.3
	Wheels – verification method Further verification method			7.3
	Wheels – verification method Thermomechanical behaviour			6
72	Wheel slide protection – method of verification	6.1.3.2	EN 15595:2009+A1:2011	5
	Wheel slide protection – test programme			only 6.2.3 of 6.2
73	Head lamps – colour	6.1.3.3	EN 15153-1:2013+A1:2016	6.3
	Head lamps – luminous intensity			6.4
74	Marker lamps – colour	6.1.3.4	EN 15153-1:2013+A1:2016	6.3
	Marker lamps – luminous intensity			6.4
75	Tail lamps – colour	6.1.3.5	EN 15153-1:2013+A1:2016	6.3
	Tail lamps – luminous intensity			6.4
76	Horn – sounding	6.1.3.6	EN 15153-2:2013	6
	Horn – sound pressure level			6
77	Pantograph – static contact force	6.1.3.7	EN 50367:2012 and EN 50367:2012/AC:2013	7.2
78	Pantograph — limit value	6.1.3.7	EN 50119:2009 and EN 50119:2009/A1:2013	5.1.2
79	Pantograph – verification method	6.1.3.7	EN 50206-1:2010	6.3.1
80	Pantograph – dynamic behaviour	6.1.3.7	EN 50318:2002	relevant cl.a
81	Pantograph – interaction characteristics	6.1.3.7	EN 50317:2012 and EN 50317:2012/AC:2012	relevant cl.a
82	Contact strips – verification method	6.1.3.8	EN 50405:2015	7.2, 7.3 7.4, 7.6 7.7
83	Safety against derailment running on twisted track	6.2.3.3	EN 14363:2016	4, 5, 6.1
84	Running dynamic behaviour – method of verification assessment of criteria conditions of assessment	6.2.3.4	EN 14363:2016	4, 5, 7
85	Equivalent conicity – rail section definitions	6.2.3.6	EN 13674-1:2011	relevant cl.a
86	Equivalent conicity – wheel profile definitions	6.2.3.6	EN 13715:2006+A1:2010	relevant cl.a
87	Wheelset – assembly	6.2.3.7	EN 13260:2009+A1:2010	3.2.1
88	Wheelset – axles, method of verification	6.2.3.7	EN 13103:2009+A1:2010 +A2:2012	4, 5, 6
	Wheelset – axles, decision criteria			7
89	Wheelset – axles, method of verification	6.2.3.7	EN 13104:2009 +A1:2010	4, 5, 6
	Wheelset – axles, decision criteria			7
90	Axle boxes/bearings	6.2.3.7	EN 12082:2007+A1:2010	6
91	Emergency braking performance	6.2.3.8	EN 14531-1:2005	5.11.3
92	Service braking performance	6.2.3.9	EN 14531-1:2005	5.11.3
93	Wheel slide protection, method of verification of performance	6.2.3.10	EN 15595:2009+A1:2011	6.4
94	Slipstream effect – full scale tests	6.2.3.13	EN 14067-4:2013	6.2.2.1
	Slipstream effect – simplified assessment			4.2.4 and table 7
95	Head pressure pulse – method of verification	6.2.3.14	EN 14067-4:2013	6.1.2.1
	Head pressure pulse – CFD			6.1.2.4
	Head pressure pulse – moving model			6.1.2.2
	Head pressure pulse – simplified assessment method			4.1.4 and table 4
96	Maximum pressure variations — distance xp between the entrance portal and the measuring position, the definitions of ΔpFr, ΔpN, ΔpT, the minimum tunnel length	6.2.3.15	EN 14067-5:2006 +A1:2010	relevant cl.a
97	Horn – sound pressure level	6.2.3.17	EN 15153-2:2013+A1:2016	5
98	Maximum power and current from the overhead contact line – method of verification	6.2.3.18	EN 50388:2012 and EN 50388:2012/AC:2013	15.3
99	Power factor — method of verification	6.2.3.19	EN 50388:2012 and EN 50388:2012/AC:2013	15.2
100	Current collection dynamic behaviour – dynamic tests	6.2.3.20	EN 50317:2012 and EN 50317:2012/AC:2012	relevant cl.a
101	Windscreen – characteristics	6.2.3.22	EN 15152:2007	6.2.1 to 6.2.7
102	Structural strength	Appendix C Section C.1	EN 12663-2:2010	5.2.1 to 5.2.4
103	NOT USED
104	NOT USED
105	NOT USED
106	NOT USED
107	Design values for new wheel profiles – evaluation of the equivalent conicity	6.2.3.6	EN 14363:2016	Annexes O and P
108	Slipstream effects – Requirements	4.2.6.2.1	EN 14067-4:2013	4.2.2.1, 4.2.2.2, 4.2.2.3 and 4.2.2.4
109	Head pressure pulse – Requirements	4.2.6.2.2	EN 14067-4:2013	4.1.2
110	End coupling – Compatibility between units –manual UIC type	4.2.2.2.3	EN 16839:2017	5, 6 7, 8
111	“Single pole” power supply line	4.2.11.6	CLC/TS 50534:2010	Annex A
112	Communication protocols	4.2.12.2	IEC 61375-1:2012	relevant cl.a
113	Gangways-Flange intercommunication connections	6.2.7a	EN 16286-1:2013	Annexes A and B
114	Physical interface between units for the signal transmission	6.2.7a	UIC 558, January 1996	Plate 2
115	Marking: length over buffers and electric power supply	6.2.7a	EN 15877-2:2013	4.5.5.1 4.5.6.3
116	On-board location function-Requirements	4.2.8.2.8.1	EN 50463-3:2017	4.4
117	Energy measurement function – accuracy for active energy measurement:	4.2.8.2.8.2	EN 50463-2:2017	4.2.3.1 and 4.2.3.4
	Energy measurement function – Class designations			4.3.3.4, 4.3.4.3 and 4.4.4.2
	Energy measurement function — Assessment	6.2.3.19b		5.4.3.4.1, 5.4.3.4.2, 5.4.4.3.1, Table 3, 5.4.3.4.3.1 and 5.4.4.3.2.1
118	Energy measurement function: consumption point identification — Definition	4.2.8.2.8.3	EN 50463-1:2017	4.2.5.2
119	Interface protocols between on-board energy measurement system (EMS) and on-ground data collection system (DCS) - Requirements	4.2.8.2.8.4	EN 50463-4:2017	4.3.3.1, 4.3.3.3, 4.3.4, 4.3.5, 4.3.6 and 4.3.7
120	Energy measurement function: mean temperature coefficient of each device — Assessment methodology	6.2.3.19b	EN 50463-2:2017	5.4.3.4.3.2 and 5.4.4.3.2.2
121	The compiling and handling of data within the data handing system-Assessment methodology	6.2.3.19b	EN 50463-3:2017	5.4.8.3, 5.4.8.5 and 5.4.8.6
122	On-board energy measurement system-Tests	6.2.3.19b	EN 50463-5:2017	5.3.3 and 5.5.4

J.2 Technical documents (available on ERA website)

	TSI		ERA technical document
Index No	Characteristics to be assessed	Point	Mandatory refDocument No	Points
1	Interface between control-command signalling trackside and other subsystems	4.2.3.3.1	ERA/ERTMS/033281 rev 4.0	3.1 & 3.2
2	Friction elements for wheel tread brake for freight wagons	7.1.4.2	ERA/TD/2013-02/INT v.3.0	All’

(1)

Directive (EU) 2016/798 of the European Parliament and of the Council of 11 May 2016 on railway safety (OJ L 138, 26.5.2016, p. 102).’;

(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 139 I, 27.5.2019, p. 5).’;

(3)

Commission Implementing Regulation (EU) No 402/2013 of 30 April 2013 on the common safety method for risk evaluation and assessment and repealing Regulation (EC) No 352/2009 as referred to in Article 6(3)(a) of Directive 2004/49/EC of the European Parliament and of the Council (OJ L 121, 3.5.2013, p. 8).’;

(4)

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).

(5)

Commission Decision 2010/713/EU of 9 November 2010 on modules for the procedures for assessment of conformity, suitability for use and EC verification to be used in the technical specifications for interoperability adopted under Directive 2008/57/EC of the European Parliament and of the Council (OJ L 319, 4.12.2010, p. 1).

(6)

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).’;

(7)

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).’;