Commission Regulation (EU) No 321/2013 of 13 March 2013 concerning the technical specification for interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the rail system in the European Union and repealing Decision 2006/861/EC Text with EEA relevance

Article 1

The technical specification for interoperability (TSI) relating to the ‘rolling stock — freight wagons’ subsystem of the entire European Union’s rail system, as set out in the Annex, is hereby adopted.

Article 2

Article 3

The TSI shall apply to all new freight wagon rolling stock of the European Union’s rail system, taking into account Section 7 of the Annex.

The TSI set out in the Annex shall also apply to existing freight wagon rolling stock:

• (a) when it is renewed and upgraded in accordance with section 7.2.2 of the Annex to this Regulation;

• (b) with regard to specific provisions, such as the traceability of axles in point 4.2.3.6.4 and the maintenance plan in point 4.5.3;

• (c) with regards to the marking ‘GE’ as depicted in point 5 of Appendix C of the Annex, wagons of the existing fleet which have been authorised in accordance with Commission Decision 2006/861/EC as amended by Decision 2009/107/EC or with Decision 2006/861/EC as amended by Decisions 2009/107/EC and 2012/464/EU and meeting the conditions set out in point 7.6.4 of Decision 2009/107/EC may receive this marking ‘GE’ without any additional third party assessment or new authorisation for placing on the market. The use of this marking in wagons in operation remains under the responsibility of the railway undertakings;

• (d) when the area of use is extended in accordance with art. 54(3) of Directive (EU) 2016/797, provisions in Section 7.2.2.4 of the Annex to this Regulation shall apply.

The detailed technical scope of this Regulation is set out in Chapter 2 of the Annex.

Article 4

Not used.

Article 5

• (a) the applicable technical rules referred to in paragraph 1;

• (b) the conformity assessment and verification procedures to be carried out to apply the technical rules referred to in paragraph 1;

• (c) the bodies designated to carry out the conformity assessment and verification procedures for the national rules relating to the specific cases set out in point 7.3 of the Annex.

Article 6

Article 7

In accordance with Article 9(3) of Directive 2008/57/EC, within one year of the entry into force of this Regulation, each Member State shall communicate to the Commission a list of projects being implemented within its territory and that are at an advanced stage of development.

Article 8

• (a) the reasons for non-certification of any interoperability constituents shall be properly identified in the verification procedure referred to in paragraph 1;

• (b) the national safety authorities shall report on the use of non-certified interoperability constituents in the context of authorisation procedures in their annual report referred to in  Article 19 of Directive (EU) 2016/798 of the European Parliament and of the Council ([^E0002]).

Article 8a

• (a) the component was manufactured before the date of application of this Regulation; and

• (b) the interoperability constituent has been used in a subsystem that had been approved and placed on the market in at least one Member State before the date of application of this Regulation.

• (a) the reasons for non-certification of any interoperability constituents shall be properly identified in the verification procedure for the subsystem referred to in paragraph 1; and

• (b) national safety authorities shall report in their annual report, as referred to in  Article 19 of Directive (EU) 2016/798, on the use of non-certified ‘friction element for wheel tread brakes’ interoperability constituents in the context of authorisation procedures.

Article 8b

Article 8c

• (a) the component was manufactured before the expiry of the approval period of the interoperability constituent; and

• (b) the interoperability constituent has been used in a subsystem that had been approved and placed on the market in at least one Member State before the expiry of its approval period.

• (a) the reasons for non-certification of any interoperability constituents shall be properly identified in the verification procedure for the subsystem referred to in paragraph 1; and

• (b) the national safety authorities shall report in their annual report, as referred to in  Article 19 of Directive (EU) 2016/798, on the use of non-certified ‘friction element for wheel tread brakes’ interoperability constituents in the context of authorisation procedures.

Article 9

The declaration of verification and/or conformity to type of a new vehicle established in accordance with Decision 2006/861/EC shall be considered valid until the end of a transition period ending on 1 January 2017.

Article 10

Article 10a

Article 11

Decision 2006/861/EC is repealed with effect from 1 January 2014.

It shall continue to apply, however, to the maintenance of projects authorised in accordance with that Decision and, unless the applicant requests to apply this Regulation, to projects for new, renewed or upgraded subsystems which are at an advanced stage of development or are the subject of a contract which is being carried out on the date this Regulation is published.

Article 12

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

It shall apply from 1 January 2014. However, an authorisation for placing into service may be granted in application of the TSI as set out in the Annex to this Regulation, except its Section 7.1.2, before 1 January 2014.

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

ANNEX

Technical specification for interoperability for the ‘rolling stock — wagons’ subsystem

TABLE OF CONTENTS	TABLE OF CONTENTS
1.	Introduction
1.1.	Technical scope
1.2.	Geographical scope
1.3.	Content of this TSI
2.	Scope and definition of subsystem
3.	Essential requirements
4.	Characterisation of the subsystem
4.1.	Introduction
4.2.	Functional and technical specifications of the subsystem
4.2.1.	General
4.2.2.	Structures and mechanical part
4.2.2.1.	Mechanical interface
4.2.2.1.1.	End coupling
4.2.2.1.2.	Inner coupling
4.2.2.2.	Strength of unit
4.2.2.3.	Integrity of the unit
4.2.2.4.	Securing of semi-trailers
4.2.2.4.1.	Devices to secure semi-trailers – strength
4.2.2.4.2.	Devices to secure semi-trailers – locking force
4.2.2.4.3.	Devices to secure semi-trailers – indications
4.2.2.4.4.	Marking on the unit
4.2.3.	Gauging and track interaction
4.2.3.1.	Gauging
4.2.3.2.	Compatibility with load carrying capacity of lines
4.2.3.3.	Compatibility with train detection systems
4.2.3.4.	Axle bearing condition monitoring
4.2.3.5.	Running safety
4.2.3.5.1.	Safety against derailment running on twisted track
4.2.3.5.2.	Running dynamic behaviour
4.2.3.6.	Running gear
4.2.3.6.1.	Structural design of bogie frame
4.2.3.6.2.	Characteristics of wheelsets
4.2.3.6.3.	Characteristics of wheels
4.2.3.6.4.	Characteristics of axles
4.2.3.6.5.	Axle boxes/bearings
4.2.3.6.6.	Automatic variable gauge systems
4.2.3.6.7.	Running gear for manual change of wheelsets
4.2.4.	Brake
4.2.4.1.	General
4.2.4.2.	Safety requirements
4.2.4.3.	Functional and technical requirements
4.2.4.3.1.	General functional requirements
4.2.4.3.2.	Brake performance
4.2.4.3.2.1.	Service brake
4.2.4.3.2.2.	Parking brake
4.2.4.3.3.	Thermal capacity
4.2.4.3.4.	Wheel slide protection (WSP)
4.2.4.3.5.	Friction elements for wheel tread brakes
4.2.5.	Environmental conditions
4.2.6.	System protection
4.2.6.1.	Fire safety
4.2.6.1.1.	General
4.2.6.1.2.	Functional and technical specification
4.2.6.1.2.1.	Barriers and spark arresters
4.2.6.1.2.1.1.	Requirements applicable to barriers and spark arresters
4.2.6.1.2.1.2.	Specific requirements for spark arresters
4.2.6.1.2.2.	Materials
4.2.6.1.2.3.	Cables
4.2.6.1.2.4.	Flammable liquids
4.2.6.2.	Protection against electrical hazards
4.2.6.2.1.	Protective measures against indirect contact (protective bonding)
4.2.6.2.2	Protective measures against direct contact
4.2.6.3.	Attachment devices for rear-end signal
4.2.7.	Specific requirements for wagons in the scope of Chapter 7.1 of RID
4.3.	Functional and technical specification of the interfaces
4.3.1.	Interface with the subsystem ‘infrastructure’
4.3.2.	Interface with the subsystem ‘operation and traffic management’
4.3.3.	Interface with the subsystem ‘control, command and signalling’
4.4.	Operating rules
4.5.	Maintenance rules
4.5.1.	General documentation
4.5.2.	Maintenance design justification file
4.5.3.	Maintenance description file
4.6.	Professional competencies
4.7.	Health and safety conditions
4.8.	Parameters to be recorded in the technical file and European register of authorised types of vehicles
4.9.	Route compatibility checks before the use of authorised vehicles
5.	Interoperability constituents
5.1.	General
5.2.	Innovative solutions
5.3.	Interoperability constituent specifications
5.3.1.	Running gear
5.3.2.	Wheelset
5.3.3.	Wheel
5.3.4.	Axle
5.3.4a.	Friction element for wheel tread brakes
5.3.4b.	Automatic variable gauge system
5.3.5.	Rear-end signal
5.3.6.	Devices to secure semi-trailers
6.	Conformity assessment and EC verification
6.1.	Interoperability constituent
6.1.1.	Modules
6.1.2.	Conformity assessment procedures
6.1.2.1.	Running gear
6.1.2.2.	Wheelset
6.1.2.3.	Wheel
6.1.2.4.	Axle
6.1.2.4a.
6.1.2.5.	Friction elements for wheel tread brakes
6.1.2.6.	Automatic variable gauge system
6.1.2.7.	Device to secure semi-trailers
6.1.3.	Innovative solutions
6.2.	Subsystem
6.2.1.	Modules
6.2.2.	EC verification procedures
6.2.2.1.	Strength of unit
6.2.2.2.	Safety against derailment running on twisted track
6.2.2.3.	Running dynamic behaviour
6.2.2.4.	Axle box/bearings
6.2.2.4a.	Automatic variable gauge systems
6.2.2.5.	Running gear for manual change of wheelsets
6.2.2.6.	Thermal capacity
6.2.2.7.	Environmental conditions
6.2.2.8.	Fire safety
6.2.2.8.1.	Barriers and spark arresters
6.2.2.8.2.	Materials
6.2.2.8.2.1.	Test
6.2.2.8.2.2.	Components exempted from testing
6.2.2.8.2.3.	Materials exempted from testing
6.2.2.8.3	Cables
6.2.2.8.4	Flammable liquids
6.2.3.	Innovative solutions
6.3.	Subsystem containing components corresponding to interoperability constituents not holding an EC declaration
6.4.	Project phases where assessment is required
6.5.	Constituents holding an EC declaration of conformity
7.	Implementation
7.1.	Authorisation for placing on the market
7.1.1.	Application to ongoing projects
7.1.2.	Mutual recognition of the first authorisation of placing on the market
7.2.	General rules for implementation
7.2.1.	Substitution of constituents
7.2.2.	Changes to a unit in operation or to an existing unit type
7.2.2.1.	Introduction
7.2.2.2.	Rules to manage changes in both a unit or a unit type
7.2.2.3.	Particular rules for units in operation not covered by an EC declaration of verification with a first authorisation for placing in service before 1 January 2015
7.2.2.4.	Rules for the extension of the area of use for units in operation having an authorisation in accordance with Directive 2008/57/EC or in operation before 19 July 2010
7.2.2.5.	Rules for units in operation that are equipped with devices to secure semi-trailers
7.2.3.	Rules related to the EC type or design examination certificates
7.2.3.1.	Rolling stock subsystem
7.2.3.1.1.	Definitions
7.2.3.1.2.	Rules related to the EC type or design examination certificate
7.2.3.1.3.	Validity of the EC type or design examination certificate
7.2.3.2.	Interoperability constituents
7.3.	Specific cases
7.3.1.	Introduction
7.3.2.	List of specific cases
7.3.2.1.	General specific cases
7.3.2.1a.	Gauging (point 4.2.3.1)
7.3.2.2.	Axle bearing condition monitoring (point 4.2.3.4)
7.3.2.3.	Safety against derailment running on twisted track (point 4.2.3.5.1)
7.3.2.4.	Running dynamic behaviour (point 4.2.3.5.2)
7.3.2.5.	Brake safety requirements (point 4.2.4.2)
7.3.2.6.	Attachment devices for rear-end signals (point 4.2.6.3)
7.4.	Specific environmental conditions
7.5.	Freight wagons operating under national, bilateral, multilateral or international agreements
	Appendices

1. INTRODUCTION

A Technical Specification for Interoperability (TSI) is a specification that covers a subsystem (or part of it) as defined in Article 2(11) of Directive (EU) 2016/797 in order:

• — to ensure the interoperability of the rail system, and

• — to meet the essential requirements.

1.1.   Technical scope

See Article 2 of this Regulation.

1.2.   Geographical scope

This Regulation applies to the Union rail system.

1.3.   Content of this TSI

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

• (a) covers the ‘rolling stock-freight wagons’ subsystem;

• (b) lays down essential requirements for the part of the rolling stock subsystem concerned and for 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 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 and the ‘EC’ verification of the subsystems (Chapter 6);

• (f) indicates the strategy for implementing the TSIs (Chapter 7);

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

2. SCOPE AND DEFINITION OF SUBSYSTEM

2.1.   Scope

This TSI is applicable to ‘freight wagons including vehicles designed to carry lorries’ as referred to in Annex I Section 2 to Directive (EU) 2016/797 taking into account the limitations as set out in Article 2. In the following this part of the subsystem rolling stock is called ‘freight wagon’ and belongs to the subsystem ‘rolling stock’ as set out in Annex II to Directive 2016/797/EC.

The other vehicles listed in Section 2 of Annex I to Directive (EU) 2016/797 are excluded from the scope of this TSI; this is especially the case for:

• (a) special vehicles;

• (b) vehicles designed to carry:
• — motor vehicles with their passengers on board, or
• — motor vehicles without passengers on board but intended to be integrated in passenger trains (car carriers);

• (c) vehicles which
• — increase their length in loaded configuration, and
• — their payload itself is part of the vehicle structure.

Note: See also section 7.1 for particular cases.

2.2.   Definitions

In the present TSI the following definitions are used:

• (a) A ‘unit’ is the generic term used to name the rolling stock. It is subject to the application of this TSI, and therefore subject to the EC verification procedure. A unit can consist of:
• — a ‘wagon’ that can be operated separately, featuring an individual frame mounted on its own set of wheels, or
• — a rake of permanently connected ‘elements’, those elements cannot be operated separately, or
• — ‘separate rail bogies connected to compatible road vehicle(s)’ the combination of which forms a rake of a rail compatible system.

• (b) A ‘train’ is an operational formation consisting of several units.

• (c) The ‘design operating state’ covers all conditions under which the unit is intended to operate and its technical boundaries. This design operating state may go beyond the specifications of this TSI in order that units may be used together in a train on the network under the safety management system of a railway undertaking.

• (d) ‘RID’: Regulations concerning the International Carriage of Dangerous Goods by Rail, as defined in Article 2, point (2), of Directive 2008/68/EC of the European Parliament and of the Council ([^E0003]).

3. ESSENTIAL REQUIREMENTS

Article 3 (1) of Directive (EU) 2016/797 provides that the rail system, its subsystems and their interoperability constituents are to meet the relevant essential requirements. The essential requirements are set out in general terms in Annex III to that Directive. Table 1 of this Annex indicates the basic parameters specified in this TSI and their correspondence to the essential requirements as explained in Annex III to Directive (EU) 2016/797.

Table 1

Basic parameters and their correspondence to the essential requirements

Point	Basic parameter	Essential requirements	Essential requirements	Essential requirements	Essential requirements	Essential requirements
Point	Basic parameter	Safety	Reliability and availability	Health	Environment protection	Technical compatibility
4.2.2.1.1	End coupling	1.1.1, 1.1.3, 1.1.5, 2.4.1
4.2.2.1.2	Inner coupling	1.1.1, 1.1.3, 2.4.1
4.2.2.2	Strength of unit	1.1.1, 1.1.3, 2.4.1
4.2.2.3	Integrity of the unit	1.1.1
4.2.2.4.1	Devices to secure semi-trailers – strength	1.1.1 1.1.3
4.2.2.4.2	Devices to secure semi-trailers – locking force	1.1.1 1.1.3
4.2.2.4.3	Devices to secure semi-trailers – indication	1.1.1 1.1.3
4.2.2.4.4	Marking on the unit	1.1.1 1.1.3
4.2.3.1	Gauging	1.1.1				2.4.3
4.2.3.2	Compatibility with load carrying capacity of lines	1.1.1				2.4.3
4.2.3.3	Compatibility with train detection systems	1.1.1				2.4.3
4.2.3.4	Axle bearing condition monitoring	1.1.1	1.2			2.4.3
4.2.3.5.1	Safety against derailment running on twisted track	1.1.1, 1.1.2, 2.4.1				2.4.3
4.2.3.5.2	Running dynamic behaviour	1.1.1 1.1.2				2.4.3
4.2.3.5.3	Derailment detection and prevention function	1.1.1 1.1.2				2.4.3
4.2.3.6.1	Structural design of bogie frame	1.1.1, 1.1.2, 1.1.3
4.2.3.6.2	Characteristics of wheelsets	1.1.1, 1.1.2, 1.1.3				2.4.3
4.2.3.6.3	Characteristics of wheels	1.1.1, 1.1.2, 1.1.3				2.4.3
4.2.3.6.4	Characteristics of axles	1.1.1, 1.1.2, 1.1.3
4.2.3.6.5	Axle box/bearings	1.1.1, 1.1.2, 1.1.3
4.2.3.6.6	Automatic variable gauge systems	1.1.1, 1.1.2, 1.1.3	1.2			1.5
4.2.3.6.7	Running gear for manual change of wheelsets	1.1.1, 1.1.2, 1.1.3
4.2.4.2	Brake — Safety requirements	1.1.1, 1.1.3	1.2 2.4.2
4.2.4.3.1	Brake — General functional requirements	1.1.1 2.4.1	2.4.2
4.2.4.3.2.1	Brake performance — In-service brake	1.1.1, 1.1.2 2.4.1	2.4.2			1.5
4.2.4.3.2.2	Brake performance — Parking brake	2.4.1				2.4.3
4.2.4.3.3	Brake — Thermal capacity	1.1.1, 1.1.3 2.4.1				2.4.3
4.2.4.3.4	Brake — Wheel slide protection (WSP)	2.4.1	2.4.2
4.2.4.3.5	Friction elements for wheel tread brakes	1.1.1, 1.1.2, 1.1.3, 2.4.1				2.4.3
4.2.5	Environmental conditions	1.1.1 1.1.2				2.4.3
4.2.6.1	Fire safety	1.1.1 1.1.4
4.2.6.1.2.1	Fire safety Barriers and spark arresters	1.1.4		1.3.2	1.4.2
4.2.6.1.2.2	Fire safety Materials	1.1.4		1.3.2	1.4.2
4.2.6.1.2.3	Fire safety Cables	1.1.4 1.1.5		1.3.2	1.4.2
4.2.6.1.2.4	Fire safety — Flammable liquids	1.1.4		1.3.2	1.4.2
4.2.6.2	Protection against electric hazard	1.1.5 2.4.1
4.2.6.3	Attachment device for rear-end signal	1.1.1
4.2.7	Specific requirements for wagons in the scope of Chapter 7.1 of RID	1.1.1 1.1.3 1.1.4

The essential requirements 1.3.1, 1.4.1, 1.4.3, 1.4.4 and 1.4.5 of Annex III to  Directive (EU) 2016/797 fall under the scope of other Union legislation.

4. CHARACTERISATION OF THE SUBSYSTEM

4.1.   Introduction

The rail system, to which Directive (EU) 2016/797 applies and of which freight wagons form a part, is an integrated system whose consistency shall be verified. This consistency shall be checked in particular with regard to the specifications of the rolling stock subsystem and the compatibility with the network (Section 4.2), its interfaces in relation to the other subsystems of the rail system in which it is integrated (Sections 4.2 and 4.3), as well as the initial operating and maintenance rules (Sections 4.4 and 4.5) as requested by Article 15(4) of Directive (EU) 2016/797.

The technical file, as set out in Article 15(4) of Directive (EU) 2016/797 and in point 2.4 of Annex IV to that Directive, shall contain in particular design related values concerning the compatibility with the network.

4.2.   Functional and technical specifications of the subsystem

4.2.1.   General

In light of the essential requirements in Chapter 3, the functional and technical specifications of the subsystem ‘rolling stock — freight wagons’ are grouped and sorted out in the following points of this Chapter:

• — Structures and mechanical parts

• — Gauging and vehicle track interaction

• — Brake

• — Environmental conditions

• — System protection.

Except where this is strictly necessary for the interoperability of the rail system and to meet the relevant essential requirements, the functional and technical specifications of the freight wagon and its interfaces do not impose the use of any particular technical solutions.

When the functional and technical specifications that are necessary in order to achieve interoperability and to meet the essential requirements, have not been developed concerning a particular technical aspect, this aspect is identified as an open point in the relevant point. As required in Article 5(6) of  Directive (EU) 2016/797 all open points are listed in Appendix A.

In Appendix C a set of conditions is specified. The conformity with this set of conditions is optional. If this option is selected, the conformity shall be assessed by a notified body within the EC verification procedure.

In accordance with Article 5(5) of  Directive (EU) 2016/797, provision may be made for specific cases for each TSI. Such provisions are indicated in Chapter 7.

As far as possible the assessment procedure for the requirements in Section 4.2 is defined in Chapter 6. In these cases the text of Section 4.2 makes a reference to the corresponding points and sub points clauses of Chapter 6. If for a particular basic parameter the separation of requirements and assessment procedures is not feasible, no reference is given.

4.2.2.   Structures and mechanical parts

4.2.2.1.   Mechanical interface

4.2.2.1.1.   End coupling

The end coupling is the mechanical interface between units forming a train.

The coupling system shall be designed in a way that no human presence between the units to be coupled/uncoupled shall be required whilst either one unit is moving.

End couplings shall be resilient and capable of withstanding the forces in accordance with the defined design operating state of the unit.

4.2.2.1.2.   Inner coupling

The inner coupling is the mechanical interface between elements forming a unit.

The inner coupling shall be resilient and capable of withstanding the forces in accordance with the defined design operating state of the unit. The joint between two elements sharing the same running gear, is covered by point 4.2.2.2.

The longitudinal strength of the inner coupling(s) shall be equal to or higher than the one of the end coupling(s) of the unit.

4.2.2.2.   Strength of unit

The structure of a unit body, any equipment attachments and lifting and jacking points shall be designed such that no cracks, no significant permanent deformation or ruptures occur under the load cases defined in the specification referenced in Appendix D Index [1].

In case of a rake of a rail compatible system composed of separate rail bogies connected to compatible road vehicles, the load cases may differ from those mentioned above, due to their bi- modal specification; in such a case, the load cases considered shall be described by the applicant based on a consistent set of specifications with consideration of the specific conditions of use related to train composition, shunting and operation.

The demonstration of conformity is described in point 6.2.2.1.

The lifting and jacking positions shall be marked on the unit. The marking shall comply with the specification referenced in Appendix D Index [2].

Note: Joining techniques are deemed to be covered as well by the demonstration of conformity in accordance to point 6.2.2.1.

4.2.2.3.   Integrity of the unit

The unit shall be designed so that all movable parts intended to close an aperture (access doors, tarpaulin, lids, hatches, etc.) are prevented against an unintentional movement of these parts.

Locking devices shall indicate their status (open/closed) and shall be visible outside the unit.

Units intended to be used for combined transport and requiring a wagon compatibility code shall be equipped with devices for securing the Intermodal Loading Unit.

4.2.2.4.   Securing of semi-trailers

This point applies to units equipped with devices to secure semi-trailers.

The conformity of devices to secure semi-trailers with the requirements of points 4.2.2.4.1, 4.2.2.4.2, and 4.2.2.4.3 shall be assessed as interoperability constituent pursuant to point 5.3.6 in accordance with point 6.1.2.7.

If the device to secure semi-trailers is not built as an independent component, the conformity of the devices to secure semi-trailers with the requirements of points 4.2.2.4.1, 4.2.2.4.2 and 4.2.2.4.3 may be assessed within the assessment of the subsystem, by applying point 6.1.2.7 as appropriate.

The conformity of the marking with the requirement of point 4.2.2.4.4 shall be assessed in accordance with the prescriptions set out in Section 2.4 of the ERA Technical Document referenced in Appendix D.2, Index [D].

4.2.2.4.1.   Devices to secure semi-trailers – strength

Devices to secure semi-trailers shall hold semi-trailers in a safe position by withstanding the longitudinal, lateral and vertical downwards directed forces in accordance with the design operating state.

4.2.2.4.2.   Devices to secure semi-trailers – locking force

Devices to secure semi-trailers shall lock semi-trailers in a safe position by withstanding the vertical upwards directed forces in accordance with the design operating state.

4.2.2.4.3.   Devices to secure semi-trailers – indications

Devices to secure semi-trailers shall indicate reliably if the kingpin of the semi-trailer is correctly positioned and the semi-trailer is correctly locked.

The correct position of the kingpin of the semi-trailer and the locking of the semi-trailer shall be detected independently.

The indication shall be visible in any loading situation of the unit for the loading and checking staff.

4.2.2.4.4.   Marking on the unit

The unit shall have a marking related to the device to secure semi-trailers on both sides for each device to secure semi-trailers, which contains:

• — all information relevant for the safe use of the devices to secure semi-trailers by loading and checking staff,

• — the compliance with point 4.2.2.4.2.

4.2.3.   Gauging and track interaction

4.2.3.1.   Gauging

This point concerns the rules for calculation intended for sizing the rolling stock to run on one or several networks without interference risk.

The compliance of a unit with the intended reference profile including the reference profile for the lower part shall be established by one of the methods set out in the specification referenced in Appendix D Index [4].

The kinematic method, as described in the specification referenced in Appendix D Index [4] shall be used to establish conformity, if any, between the reference profile established for the unit and the respective target reference profiles G1, GA, GB and GC including those used for the lower part GI1 and GI2.

Units intended to be used for combined transport shall be codified in accordance with the requirements of Appendix H and the specification referenced in Appendix D.2, index [B].

4.2.3.2.   Compatibility with load carrying capacity of lines

The vertical loading characteristics of the unit shall be determined in order to check compatibility with the load carrying capacity of lines.

The permissible payload a unit may carry, for axle loads up to and including 25 t, shall be determined by application of the specification referenced in Appendix D Index [5].

4.2.3.3.   Compatibility with train detection systems

If the unit is intended to be compatible with one or more of the following train detection systems, this compatibility shall be established in accordance with the provisions of the technical document referenced in Appendix D.2 Index [A]:

• (a) train detection systems based on track circuits (the electrical resistance of the wheelset can be assessed at IC level or at vehicle level);

• (b) train detection systems based on axle counters;

• (c) train detection systems based on loop equipment.

The related specific cases are defined in section 7.7 of the CCS TSI.

4.2.3.4.   Axle bearing condition monitoring

It shall be possible to monitor the axle bearing condition either by:

• — line side detection equipment, or

• — on-board equipment.

If the unit is intended to be capable of being monitored by line side equipment on the 1 435 mm track gauge network the unit shall be compliant with the specification referenced in Appendix D Index [6] in order to ensure sufficient visibility.

For units intended to be operated on the networks with track gauges of 1 524 mm, 1 600 mm, 1 668 mm, the corresponding values in Table 2 referring to the parameters of the specification referenced in Appendix D Index [6] shall be applied.

Table 2

Target and prohibitive zone for units intended to be operated on particular networks

	YTA [mm]	WTA [mm]	LTA [mm]	YPZ [mm]	WPZ [mm]	LPZ [mm]
1 524 mm (both areas are relevant)	1 080 ± 35	≥ 50	≥ 200	1 080 ± 5	≥ 140	≥ 500
1 524 mm (both areas are relevant)	894 ± 2	≥ 14	≥ 200	894 ± 2	≥ 28	≥ 500
1 600 mm	1 110 ± 2	≥ 70	≥ 180	1 110 ± 2	≥ 125	≥ 500
1 668 mm	1 176 ± 10	≥ 55	≥ 100	1 176 ± 10	≥ 110	≥ 500

If the unit is intended to be capable of being monitored by on-board equipment, the following requirements shall apply:

• — This equipment shall be able to detect a deterioration of any of the axle box bearings of the unit.

• — The bearing condition shall be evaluated either by monitoring its temperature, or its dynamic frequencies or some other suitable bearing condition characteristic.

• — The detection system shall be located entirely on board the unit, and diagnosis messages shall be available on board the unit.

• — The diagnosis messages delivered and how they are made available shall be described in the operating documentation set out in section 4.4 of this TSI, and in the maintenance rules described in section 4.5 of this TSI.

4.2.3.5.   Running safety

The dynamic behaviour of a vehicle has a strong influence on safety against derailment, running safety and track loading.

4.2.3.5.1.   Safety against derailment running on twisted track

The unit shall be designed to ensure safe running on twisted track, taking into account specifically the transition phase between canted and level track and cross level deviations.

The demonstration of conformity is described in point 6.2.2.2.

4.2.3.5.2.   Running dynamic behaviour

The unit shall be designed to provide safe movement up to the maximum design speed.

The running dynamic behaviour of a unit shall be proven either by:

• — following the procedures set out in the specification referenced in Appendix D Index [7], or

• — performing simulations using a validated model.

The demonstration of conformity is described in point 6.2.2.3.

Running dynamic behaviour is permitted to be assessed at interoperability constituent level in accordance with point 6.1.2.1. In this case a specific test or simulation at subsystem level is not required.

4.2.3.5.3.   Derailment detection and prevention function

The derailment detection and prevention function is intended to prevent derailments or to mitigate the consequences of a derailment of the unit.

If a unit is fitted with the derailment detection and prevention function, the requirements below shall be met.

4.2.3.5.3.1.   General requirements

The function shall be able to detect either a derailment or conditions which are a precursor to derailment of the unit in accordance with one of the three sets of requirements set out in points 4.2.3.5.3.2, 4.2.3.5.3.3 and 4.2.3.5.3.4 below.

It is allowed to combine those requirements as follows:

4.2.3.5.3.2 and 4.2.3.5.3.3

4.2.3.5.3.2 and 4.2.3.5.3.4

4.2.3.5.3.2   Derailment prevention function (DPF)

The DPF shall send a signal to the driver’s cab of the locomotive hauling the train once a precursor to derailment is detected in the unit.

The signal enabling the DPF to be available at train level and its transmission between the unit, the locomotive and the other coupled unit(s) in a train shall be documented in the technical file.

4.2.3.5.3.3.   Derailment detection function (DDF)

The DDF shall send a signal to the driver’s cab of the locomotive hauling the train once the derailment is detected in the unit.

The signal enabling the DDF to be available at train level and its transmission between the unit, the locomotive and the other coupled unit(s) in a train shall be documented in the technical file.

4.2.3.5.3.4.   Derailment detection and actuation function (DDAF)

The DDAF shall automatically activate a brake application when the derailment is detected without possibility of overriding by the driver.

The risk of false derailment detections shall be limited to an acceptable level.

Therefore, the DDAF shall be subject to a risk assessment in accordance with Implementing Regulation (EU) No 402/2013.

It shall be possible to deactivate the DDAF directly on the unit when the unit is stopped. That deactivation will release and isolate the DDAF from the brake system.

The DDAF shall indicate its status (activated/deactivated) and that status shall be visible from both sides of the unit.  If this is not physically feasible, the DDAF shall indicate its status from at least one side and the other side of the wagon shall be marked in accordance with point 7.1.2(g).

4.2.3.6.   Running gear

The running gear guarantees to carry and guide the unit safely as well as to transmit braking forces where so required.

4.2.3.6.1.   Structural design of bogie frame

The integrity of the structure of a bogie frame, all attached equipment and body to bogie connection shall be demonstrated based on methods as set out in the specification referenced in Appendix D Index [9].

The integrity of the structure of a bogie frame is permitted to be assessed at interoperability constituent level in accordance with point 6.1.2.1. In this case a specific test or simulation at subsystem level is not required.

4.2.3.6.2.   Characteristics of wheelsets

The wheelset assembly shall be able to transmit forces and torque between the fitted parts in accordance with the area of use.

The geometric dimensions of the wheelsets, as defined in Figure 1, shall be compliant with limit values specified in Table 3. These limit values shall be taken as design values and shall be stated as in-service limit values in the maintenance file described in Section 4.5.

The demonstration of conformity is described in point 6.1.2.2.

Figure 1

Symbols for wheelsets used in Table 3

Image omitted; see official source

Table 3

Limits of use of the geometric dimensions of wheelsets

Designation	Designation	Wheel diam. D [mm]	Minimum value [mm]	Maximum value [mm]
1 435 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	330 ≤ D ≤ 760	1 415	1 426
1 435 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	760 < D ≤ 840	1 412	1 426
1 435 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	D > 840	1 410	1 426
1 435 mm	Back-to-back distance (AR)	330 ≤ D ≤ 760	1 359	1 363
1 435 mm	Back-to-back distance (AR)	760 < D ≤ 840	1 358	1 363
1 435 mm	Back-to-back distance (AR)	D > 840	1 357	1 363
1 524 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	400 ≤ D < 840	1 492	1 514
1 524 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	D ≥ 840	1 487	1 514
1 524 mm	Back-to-back distance (AR)	400 ≤ D < 840	1 444	1 448
1 524 mm	Back-to-back distance (AR)	D ≥ 840	1 442	1 448
1 600 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	690 ≤ D ≤ 1 016	1 573	1 592
1 600 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right
1 600 mm	Back-to-back distance (AR)	690 ≤ D ≤ 1 016	1 521	1 526
1 600 mm	Back-to-back distance (AR)
1 668 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	330 ≤ D < 840	1 648  [^E0004]	1 659
1 668 mm	Front-to-front dimension (SR) SR = AR + Sd,left + Sd,right	840 ≤ D ≤ 1 250	1 648  [^E0004]	1 659
1 668 mm	Back-to-back distance (AR)	330 ≤ D < 840	1 592	1 596
1 668 mm	Back-to-back distance (AR)	840 ≤ D ≤ 1 250	1 590	1 596

Two-axle wagons with axle load up to 22,5 t the value shall be taken as 1 651 mm.

4.2.3.6.3.   Characteristics of wheels

The geometrical dimensions of the wheels as defined in Figure 2 shall be compliant with limit values specified in Table 4.

Table 4

Limits of use of the geometric dimensions of wheels

Designation	Designation	Wheel diam. D [mm]	Minimum value [mm]	Maximum value [mm]
1 435 mm	Width of the rim (BR) (with maximum BURR of 5 mm)	D ≥ 330	133	140
1 435 mm	Thickness of the flange (Sd)	330 ≤ D ≤ 760	27,5	33
1 435 mm	Thickness of the flange (Sd)	760 < D ≤ 840	25	33
1 435 mm	Thickness of the flange (Sd)	D > 840	22	33
1 435 mm	Height of the flange (Sh)	330 ≤ D ≤ 630	31,5	36
1 435 mm	Height of the flange (Sh)	630 < D ≤ 760	29,5	36
1 435 mm	Height of the flange (Sh)	D > 760	27,5	36
1 435 mm	Face of the flange (qR)	D ≥ 330	6,5	—
1 524 mm	Width of the rim (BR) (with maximum BURR of 5 mm)	D ≥ 400	134	140
1 524 mm	Thickness of the flange (Sd)	400 ≤ D < 760	27,5	33
1 524 mm	Thickness of the flange (Sd)	760 ≤ D < 840	25	33
1 524 mm	Thickness of the flange (Sd)	D ≥ 840	22	33
1 524 mm	Height of the flange (Sh)	400 ≤ D < 630	31,5	36
1 524 mm	Height of the flange (Sh)	630 ≤ D < 760	29,5	36
1 524 mm	Height of the flange (Sh)	D ≥ 760	27,5	36
1 524 mm	Face of the flange (qR)	D ≥ 400	6,5	—
1 600 mm	Width of the rim (BR) (with maximum BURR of 5 mm)	690 ≤ D ≤ 1 016	137	139
1 600 mm	Thickness of the flange (Sd)	690 ≤ D ≤ 1 016	26	33
1 600 mm	Height of the flange (Sh)	690 ≤ D ≤ 1 016	28	38
1 600 mm	Face of the flange (qR)	690 ≤ D ≤ 1 016	6,5	—
1 668 mm	Width of the rim (BR) (with maximum BURR of 5 mm)	D ≥ 330	133	140
1 668 mm	Thickness of the flange (Sd)	330 ≤ D ≤ 840	27,5	33
1 668 mm	Thickness of the flange (Sd)	D > 840	22 (PT); 25 (ES)	33
1 668 mm	Height of the flange (Sh)	330 ≤ D ≤ 630	31,5	36
1 668 mm	Height of the flange (Sh)	630 ≤ D ≤ 760	29,5	36
1 668 mm	Height of the flange (Sh)	D > 760	27,5	36
1 668 mm	Face of the flange (qR)	D ≥ 330	6,5	—

These limit values shall be taken as design values and shall be stated as in-service limit values in the maintenance file described in Section 4.5.

Figure 2

Symbols for wheels used in Table 4

Image omitted; see official source

The mechanical characteristics of the wheels shall ensure the transmission of forces and torque as well as the resistance against thermal load where so required in accordance with the area of use.

The demonstration of conformity is described in point 6.1.2.3.

4.2.3.6.4.   Characteristics of axles

The characteristics of the axle shall ensure the transmission of forces and torque in accordance with the area of use.

The demonstration of conformity is described in point 6.1.2.4.

The traceability of axles shall take into accounts the findings of the ERA Task force on Freight Maintenance (see ‘ Final report on the activities of the Task Force Freight Wagon Maintenance ’ published on the ERA website http://www.era.europa.eu).

4.2.3.6.5.   Axle boxes/bearings

The axle box and the rolling bearing shall be designed with consideration of mechanical resistance and fatigue characteristics. Temperature limits reached in service relevant for the hot box detection shall be defined.

The demonstration of conformity is described in point 6.2.2.4.

4.2.3.6.6.   Automatic variable gauge systems

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.

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

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.

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.

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.

The automatic variable gauge system is defined as an interoperability constituent (point 5.3.4b) and is part of the interoperability constituent wheelset (point 5.3.2). The conformity assessment procedure is specified in point 6.1.2.6 (interoperability constituent level), point 6.1.2.2 (safety requirement) and in point 6.2.2.4a (subsystem level) of this TSI.

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 section 4.4 of this TSI).

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.

4.2.3.6.7.   Running gear for manual change of wheelsets

The requirement is applicable to units prepared to run on different track gauges, by means of a physical change of wheelset.

The unit shall be equipped with a locking mechanism in order to ensure the correct position of its brake equipment in the different configurations considering the dynamic effects in accordance with the design operating state of the unit.

The demonstration of conformity is described in point 6.2.2.5.

4.2.4.   Brake

4.2.4.1.   General

The purpose of the train brake system is to ensure that:

• — the train’s speed can be reduced,

• — the train’s speed can be maintained on a slope,

• — the train can be stopped within the maximum allowable braking distance, and that

• — the train can be immobilised.

Primary factors that influence the braking performance and the braking process are:

• — the braking power,

• — the train mass,

• — the speed,

• — the allowable braking distance,

• — the available adhesion, and

• — the track gradient.

The brake performance of a train is derived from the individual brake performance of each unit in the train.

4.2.4.2.   Safety requirements

The braking system contributes to the safety level of the railway system. Therefore the design of the braking system of a unit has to undergo a risk assessment in accordance with  Commission Implementing Regulation (EU) No 402/2013 ([^E0005]) considering the hazard of complete loss of the brake capability of the unit. The severity level shall be deemed as catastrophic when:

• — it affects the unit alone (combination of failures), or

• — it affects the brake capability of more than the unit (single fault).

The fulfilment of the conditions of C.9 and C.14 of Appendix C is presumed to be in conformity with this requirement.

4.2.4.3.   Functional and technical requirements

4.2.4.3.1.   General functional requirements

The brake equipment of the unit shall provide the functions of braking such as the application and the release of the brake, upon a transmitted signal. The brake shall be:

• — continuous (the brake application or release signal is transmitted from a central command to the whole train by a control line),

• — automatic (an inadvertent disruption of the control line shall lead to brake activation on all units of the train bringing each part to stand still),

• — disengageable, which enables its release and isolation.

4.2.4.3.2.   Brake performance

4.2.4.3.2.1.   Service brake

The brake performance of a train or a unit is its ability to decelerate. It is the result of the braking power available to decelerate the train or unit within defined limits and all factors involved in the conversion and dissipation of energy including train resistance.

The brake performance of a unit shall be calculated in accordance with one of the specifications referenced in Appendix D, either Index [16], Index [37], Index [58] or Index [17].

The calculation shall be validated by tests. Brake performance calculation in accordance with the specification referenced in Appendix D Index [17] shall be validated as set out in the same specification or in the specification referenced in Appendix D, Index [58].

4.2.4.3.2.2.   Parking brake

A Parking Brake is a brake used to prevent parked rolling stock moving under the specified conditions taking into account the place, wind, gradient and rolling stock loading state, until intentionally released.

If the unit is equipped with a parking brake, the following requirements shall be met:

• — the immobilisation shall remain until intentionally released,

• — where it is not possible to identify the state of the parking brake directly, an indicator showing the state shall be provided on both sides on the outside of the vehicle,

• — the minimum parking brake force, considering no wind, shall be determined by calculations as defined in the specification referenced in Appendix D Index [16].

Where relevant, the calculations shall determine:

• — the minimum parking brake force for an unloaded wagon,

• — the maximum parking brake force for a fully loaded wagon,

• — the breakover loading mass, i.e. the minimum loading condition for the maximum parking brake force,

• — the parking brake of a unit shall be designed considering a wheel/rail (steel/steel) adhesion factor not higher than 0,12.

4.2.4.3.3.   Thermal capacity

The brake equipment shall be able to withstand one emergency brake application without any loss of brake performance due to thermal or mechanical effects.

The thermal load that the unit is capable of withstanding without any adverse loss of brake performance due to thermal or mechanical effects, shall be defined and expressed in terms of speed, axle load, gradient and brake distance.

The demonstration of conformity is described in point 6.2.2.6.

A slope of 21 ‰ at 70 km/h during 40 km may be considered as the reference case for the thermal capacity which results in a braking power of 45 kW per wheel during 34 minutes for a nominal wheel diameter of 920 mm and an axle load of 22,5 t.

4.2.4.3.4.   Wheel slide protection (WSP)

Wheel slide protection (WSP) is a system designed to use the maximum available adhesion by decreasing, holding or increasing the brake force to prevent wheel sets from locking and uncontrolled sliding. Thereby the stopping distance shall be optimised.

If an electronic WSP-control is used negative effects caused by malfunctions of WSP shall be reduced by suitable system design processes and technical configuration.

The WSP shall not alter the functional characteristics of the brakes. The vehicle’s air equipment shall be dimensioned such that the air consumption of the WSP does not impair the performance of the pneumatic brake. The design process of the WSP shall take into account that the WSP has no detrimental effect on the constituent parts of the vehicle (brake gear, wheel tread, axle boxes, etc.).

The following types of units shall be fitted with WSP:

• — types of units equipped with all types of brake blocks except composite brake blocks, for which the maximum mean utilisation of adhesion is greater than 0,12,

• — types of units equipped with disc brakes only and/or with composite brake blocks, for which the maximum mean utilisation of adhesion is greater than 0,11.

4.2.4.3.5.   Friction elements for wheel tread brakes

The friction element for wheel tread brakes (i.e. brake block) generates brake forces by friction when engaged with the wheel tread.

If wheel tread brakes are used the characteristics of the friction element shall contribute reliably to achieving the intended brake performance.

The demonstration of conformity is described in point 6.1.2.5 of this TSI.

4.2.5.   Environmental conditions

The design of the unit, as well as its constituents shall take into account the environmental conditions to which this rolling stock will be subjected to.

The environmental parameters are described in the clauses below. For each environmental parameter, a nominal range is defined, which is the most commonly encountered in Europe, and is the basis for the interoperable unit.

For certain environmental parameters ranges other than the nominal one are defined. In that case, a range shall be selected for the design of the unit.

For the functions identified in the clauses below, design and/or testing provisions taken to ensure that the rolling stock is meeting the TSI requirements in this range shall be described in the technical file.

Depending on the ranges selected and on provisions taken (described in the technical file), appropriate operating rules could be necessary when the unit designed for the nominal range is operated on a particular line where the nominal range is exceeded at certain periods of the year.

The ranges, if different from the nominal one, to be selected to avoid any restrictive operating rule(s) linked to environmental conditions, are specified by the Member States and are listed in Section 7.4.

The unit and its constituents shall be designed under consideration of one or several of the following external air temperature ranges:

• — T1: – 25 °C to + 40 °C (nominal),

• — T2: – 40 °C to + 35 °C, and

• — T3: – 25 °C to + 45 °C.

The unit shall meet the requirements of this TSI without degradation for snow, ice and hail conditions as defined in the specification referenced in Appendix D Index [18], which correspond to the nominal range.

Where more severe ‘snow, ice and hail’ conditions than considered in the standard are selected, the unit and its constituents shall then be designed to meet TSI requirements considering the combined effect with low temperature according to the temperature range chosen.

In relation with the temperature range T2 and with the severe conditions for snow, ice and hail, the provisions taken to meet TSI requirements in these severe conditions shall be identified and verified, in particular design and/or testing provisions considering the following functions:

• — Coupling function restricted to the resiliency of couplings.

• — Brake function, including brake equipment.

The demonstration of conformity is described in point 6.2.2.7.

4.2.6.   System protection

4.2.6.1.   Fire safety

4.2.6.1.1.   General

All significant potential fire sources (high risk components) on the unit shall be identified. The fire safety aspects of the unit design shall be aimed at:

• — preventing a fire from occurring,

• — limiting the effects if a fire occurs.

The goods carried on the unit are not part of the unit and do not have to be taken into account in the conformity assessment.

4.2.6.1.2.   Functional and technical specification

4.2.6.1.2.1.   Barriers and spark arresters

4.2.6.1.2.1.1.   Requirements applicable to barriers and spark arresters

In order to limit the effects of fire, the following requirements shall apply:

• — fire barriers shall be installed between the identified potential fire sources (high risk components) and the carried load in all units,

• — spark arresters shall comply with the requirements specified in the technical document referenced in Appendix D.2 Index [E].

Fire barriers and spark arresters shall have an integrity of at least 15 minutes. The demonstration of conformity for barriers and spark arresters is described in point 6.2.2.8.1.

4.2.6.1.2.1.2.   Specific requirements for spark arresters

The following units fitted with tread brakes shall be equipped with spark arresters:

• — units with floors made of materials not listed in point 6.2.2.8.2.3,

• — flat units without flooring,

• — flat units with gaps in the flooring to house the wheels.

4.2.6.1.2.2.   Materials

All permanent materials used on the unit shall have limited ignitability and flame spread properties, unless:

• — the material is separated from all potential fire risks on the unit by a fire barrier and the safe application is supported by a risk assessment, or

• — the component has a mass < 400 g, and is located within a horizontal distance of ≥ 40 mm and a vertical distance of ≥ 400 mm to other non-tested components.

The demonstration of conformity is described in point 6.2.2.8.2.

4.2.6.1.2.3.   Cables

The selection and installation of electrical cables shall take into account their fire behaviour properties.

The demonstration of conformity is described in point 6.2.2.8.3.

4.2.6.1.2.4.   Flammable liquids

The unit shall be provided with measures preventing a fire from occurring and spreading due to leakage of flammable liquids or gases.

The demonstration of conformity is described in point 6.2.2.8.4.

4.2.6.2.   Protection against electrical hazards

4.2.6.2.1.   Protective measures against indirect contact (protective bonding)

The impedance between vehicle body and the running rail shall be low enough to prevent hazardous voltages between them.

Units shall be bonded in accordance with the provisions as described in the specification referenced in Appendix D Index [27].

4.2.6.2.2.   Protective measures against direct contact

The electrical installations and equipment of a unit shall be designed so as to protect persons from electric shock.

The unit shall be designed so that direct contact is prevented following the provisions set out in the specification referenced in Appendix D Index [27].

4.2.6.3.   Attachment devices for rear-end signal

On all units designed to receive a rear-end signal, two devices at the end of the unit shall provide for the installation of two lamps or two reflective plates as set out in Appendix E at the same height above rail and not higher than 2 000 mm.  The dimensions and clearance of these attachment devices shall be as described in the specification referenced in Appendix D Index [28].

4.2.7.   Specific requirements for wagons in the scope of Chapter 7.1 of RID

Wagons in the scope of Chapter 7.1 of RID shall fulfil the requirements set out in Appendix I.

4.3.   Functional and technical specification of the interfaces

4.3.1.   Interface with the subsystem ‘infrastructure’

Table 5

Interface with infrastructure subsystem

Reference in TSI WAG	Reference in TSI INF [^E0006]
4.2.3.1  Gauging	4.2.4.1  Minimum structure gauge 4.2.4.2  Distance between track centres 4.2.4.5  Minimum radius of vertical curve
4.2.3.2  Compatibility with load carrying capacity of lines	4.2.7.1  Track resistance to vertical loads 4.2.7.3  Lateral track resistance 4.2.8.1  Resistance of bridges to traffic loads 4.2.8.2  Equivalent vertical loading for earthworks and earth pressure effects 4.2.8.4  Resistance of existing bridges and earthworks to traffic loads
4.2.3.5.2  Running dynamic behaviour	4.2.9  Track geometrical quality
—————	—————

OJ L 126, 14.5.2011, p. 53.

4.3.2.   Interface with the subsystem ‘operation and traffic management’

Table 6

Interface with operation and traffic management subsystem

Reference in TSI WAG	Reference in TSI OPE [^E0007]
4.2.2.2  Strength of unit — Lifting and jacking	4.2.3.6.3  Contingency arrangements
4.2.3.1  Gauging	4.2.2.5  Train composition
4.2.3.2  Compatibility with load carrying capacity of lines	4.2.2.5  Train composition
4.2.4  Brake	4.2.2.6  Train braking
—————	—————

OJ L 144, 31.5.2011, p. 1.

4.3.3.   Interface with the subsystem ‘control, command and signalling’

Table 7

Interface with control, command and signalling subsystem

Reference in TSI WAG	Reference in TSI CCS
4.2.3.3 a)  Rolling stock characteristics compatible with train detection system based on track circuits	— 4.2.10: Compatibility with trackside train detection systems: vehicle design — 4.2.11: Electromagnetic compatibility between rolling stock and Control-Command and Signalling trackside equipment
4.2.3.3 b)  Rolling stock characteristics compatible with train detection system based on axle counters	— 4.2.10: Compatibility with trackside train detection systems: vehicle design — 4.2.11: Electromagnetic compatibility between rolling stock and Control-Command and Signalling trackside equipment
4.2.3.3 c)  Rolling stock characteristics compatible with train detection system based on loop equipment	— 4.2.10: Compatibility with trackside train detection systems: vehicle design

4.4.   Operating rules

Operating rules are developed within the procedures described in the railway undertaking safety management system. These rules take into account the documentation related to operation which forms a part of the technical file as required in Article 15(4) of and as set out in Annex IV to Directive (EU) 2016/797.

For the safety critical components (see also 4.5), 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 or the concerned wagon keeper after vehicles have entered into operation.

The documentation related to operation describes the characteristics of the unit in relation to the design operating state to be considered in order to define the operating rules in normal and in various reasonably foreseeable degraded modes.

The documentation related to operation is composed of:

• — 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, compatibility with train detection systems, permitted environmental conditions, type(s) and operation of track gauge changeover facility(ies) the unit is compatible with),

• — a description of operation in degraded mode (when equipment or functions described in this TSI suffer safety failures) as far as can reasonably predicted, together with the related acceptable limits and operating conditions of the unit that could be experienced,

• — a safety critical components list: The safety critical components list shall contain the specific operational and operational traceability requirements.

The applicant shall provide the initial version of the documentation related to operating rules. This documentation might be modified later in accordance with the corresponding Union legislation, taking into account the existing operating and maintenance conditions of the unit.  —————

4.5.   Maintenance rules

Maintenance is a set of activities intended to keep a functional unit in, or to restore it to a state in which it can perform its required function.

The following documents being part of the technical file as required in Article 15(4) of and as set out in Annex IV to Directive (EU) 2016/797 are necessary to undertake maintenance activities on the units:

• — general documentation (point 4.5.1),

• — the maintenance design justification file (point 4.5.2), and

• — the maintenance description file (point 4.5.3).

The applicant shall provide the three documents described in 4.5.1, 4.5.2. and 4.5.3. This documentation might be modified later in accordance with the corresponding EU legislation, taking into account the existing operating and maintenance conditions of the unit.  —————