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

The lamp shall be suitable to be attached to units complying with the attachment devices and the clearance set out in point 4.2.6.3. The lamp shall be equipped with:

• — a switch (on/off),

- — a warning light which indicates the battery status.

The reflective plates shall be suitable to be attached to units complying with the attachment devices and the clearance set out in point 4.2.6.3. The reflective section of the plates shall be at least 150 by at least 200 mm as illustrated in Figure E.1. The side triangles shall be white, the top and the bottom triangles shall be red.  The plate shall be retro-reflective in accordance with the specification referenced in Appendix D Index [30].

Figure E.1

Reflective plate

Image omitted; see official source

Appendix F

Assessment assigned to the production phases

Table F.1

Assessment assigned to the production phases

| Characteristics to be assessed, as specified in Section 4.2 | Characteristics to be assessed, as specified in Section 4.2 | Design and development phase | Design and development phase | Production phase | Particular assessment procedure |

| --- | --- | --- | --- | --- | --- | | Characteristics to be assessed, as specified in Section 4.2 | Characteristics to be assessed, as specified in Section 4.2 | Design review | Type test | Routine test | Particular assessment procedure | | Element of the Rolling Stock sub-system | Point | | | | Point | | Structure and mechanical part | 4.2.2 | | | | | | End coupling | 4.2.2.1.1 | X | n.a. | n.a. | — | | Inner coupling | 4.2.2.1.2 | X | n.a. | n.a. | — | | Strength of unit | 4.2.2.2 | X | X | n.a. | 6.2.2.1 | | | | | | | | | Device to secure semi-trailers – strength | 4.2.2.4.1 | X | X | n.a. | 6.1.2.7 | | Device to secure semi-trailers – locking force | 4.2.2.4.2 | X | X | n.a. | 6.1.2.7 | | Device to secure semi-trailers – indications | 4.2.2.4.3 | X | X | n.a. | 6.1.2.7 | | Marking on the unit | 4.2.2.4.4 | X | X | n.a. | — | | | | | | | | | Integrity of the unit | 4.2.2.3 | X | n.a. | n.a. | — | | Vehicle track interaction and gauging | 4.2.3 | | | | | | Gauging | 4.2.3.1 | X | n.a. | n.a. | — | | Compatibility with load carrying capacity of lines | 4.2.3.2 | X | X | n.a | — | | Compatibility with train detection systems | 4.2.3.3 | X | X | n.a | — | | Axle bearing condition monitoring | 4.2.3.4 | X | X | n.a. | — | | Safety against derailment running on twisted track | 4.2.3.5.1 | X | X | n.a. | 6.2.2.2 | | Running dynamic behaviour | 4.2.3.5.2 | X | X | n.a. | 6.1.2.1/6.2.2.3 | | | | | | | | | Derailment detection and prevention function | 4.2.3.5.3 | x | x | n.a. | - | | | | | | | | | Structural design of bogie frame | 4.2.3.6.1 | X | X. | n.a. | 6.1.2.1 | | Characteristics of wheelsets | 4.2.3.6.2 | X | X | X | 6.1.2.2 | | Characteristics of wheels | 4.2.3.6.3 | X | X | X | 6.1.2.3 | | Characteristics of axles | 4.2.3.6.4 | X | X | X | 6.1.2.4 | | Axle boxes/bearings | 4.2.3.6.5 | X | X | X | 6.2.2.4 | | | | | | | | | Automatic variable gauge system | 4.2.3.6.6 | X | X | X | 6.1.2.6/6.2.2.4a | | | | | | | | | Running gear for manual change of wheelsets | 4.2.3.6.7 | X | X | n.a. | 6.2.2.5 | | Brake | 4.2.4 | | | | | | Safety requirements | 4.2.4.2 | X | n.a | n.a | — | | Functional and technical requirements | 4.2.4.3 | X | X | n.a | — | | In-service brake | 4.2.4.3.2.1 | X | X | n.a. | — | | Parking brake | 4.2.4.3.2.2 | X | n.a | n.a | — | | Thermal capacity | 4.2.4.3.3 | X | X | n.a | 6.2.2.6 | | Wheel slide protection (WSP) | 4.2.4.3.4 | X | X | n.a | — | | | | | | | | | Friction elements for wheel tread brakes | 4.2.4.3.5 | X | X | X | 6.1.2.5 | | | | | | | | | Environmental conditions | 4.2.5 | | | | | | Environmental conditions | 4.2.5 | X | n.a. /X [^E0035] | n.a. | 6.2.2.7 | | System protection | 4.2.6 | | | | | | Fire safety | 4.2.6.1 | X | X | n.a | 6.2.2.8 | | Protection against electric hazard | 4.2.6.2 | X | X | n.a | — | | Attachment devices for rear-end signal | 4.2.6.3 | X | X | n.a | — | | | | | | | | | Specific requirements for wagons in the scope of Chapter 7.1 of RID | 4.2.7 | | | | | | Appendix I | A to F | X | X | n.a. | |

Type test if and as defined by the applicant.

Appendix G

List of composite brake blocks exempted of a declaration of conformity as referred in Article 8b

This Appendix is referenced in Appendix D.2, index [C].

Appendix H

Codification of units intended to be used in combined transport

The codification of units intended to be used in combined transport shall be in accordance with the specification referenced in Appendix D.2, index [B].

The following requirements are applicable to units intended to be used in combined transport and requiring a Wagon Compatibility Code.

H.1   Wagon Compatibility Code

• (1)The Wagon Compatibility Code (WCC) specifies the type of Intermodal Loading Unit that can be loaded on the unit.

• (2)The WCC shall be determined for all units and assessed by a Notified Body.

H.2   Wagon Correction Digit

• (1)The Wagon Correction Digit (WCD) is the result of a comparison between the geometric characteristics of the unit under assessment and the characteristics of the reference wagons defined in point H.3.

• (2)This comparison shall be performed for all units and assessed by a Notified Body. The result of the assessment shall be included in the report of the Notified Body.

• (3)On the basis of the assessment:

• For units having equivalent or more favourable geometric characteristics than the reference wagon, the WCD may be calculated if requested by the applicant.

• For units having less favourable geometric characteristics than the reference wagon, the calculation of the WCD is not required by this TSI.

H.3   Characteristics of the reference wagons

The combined transport 'P' profiles are calculated on the basis of the characteristics of the reference recess wagon defined as:

• — Distance between bogie pivots (a) 11 200 mm

• — Bogie wheelbase (p) 1 800 mm

• — Height of semi-trailer (ST) loading plane 330mm

• — Maximum overhang (na) 2 000 mm

• — Load tolerance 10mm

• — Dissymmetry 1°

• — Height of ST + wagon roll centre (Hc) 1 000 mm

• — q+w play 11.5mm

• — Play in side bearers (J) 12mm

• — Half-distance between side bearers (bG) 850mm

• — ST + wagon flexibility (s) 0.3

The combined transport 'C' and ISO profiles are calculated on the basis of the characteristics of the reference wagon defined as:

• — Distance between bogie pivots (a) 13 500 mm

• — Bogie wheelbase (p) 1 800 mm

• — Height of swap body loading plane 1 175 mm

• — Maximum overhang (na) 2 000 mm

• — Load tolerance 10mm

• — Dissymmetry 1°

- — Height of wagon roll centre (Hc) 500mm

- — q+w play 11.5mm

• — Play in side bearers (J) 12mm

• — Half-distance between side bearers (bG) 850mm

• — Wagon flexibility (s) 0.15

Appendix I

Specific requirements for wagons intended for transport of dangerous goods

This Appendix applies to units in the scope of Chapter 7.1 of RID and is intended to be read in conjunction with RID.

Dangerous goods are defined in point 1.2.1 of RID.

Wagon in the context of this Appendix shall be understood as ‘wagon’ as defined in point 1.2.1 of RID, which is the equivalent for ‘unit’ in this TSI.

Tank, tank-wagon and battery-wagon are specific wagons defined in point 1.2.1 of RID.

Requirements D, E and F include the additional requirements to comply with Wagon Equipment (WE) set out in point 7.1.2.2 of RID.

Requirements to comply with relevant provisions of RID

(A) Requirements to comply with point 7.1.2.1.1 of RID

In addition to the requirements set out in point 4.2.2.2 of this TSI, the load cases to be considered in the assessment of the strength of the tank and its fixing to the wagon shall consider the following:

• (1) whether the maximum working pressure of the tank has been superimposed on the load cases;

- (2) the operating temperature range of the shell;

• (3) the minimum wall thickness of the shell in accordance with points 6.8.2.1 and 6.8.3.1 of RID.

(B) Requirements to comply with point 7.1.2.1.2 of RID

Wagon equipment

The wagon shall be fitted with spark arresters as defined in ERA Technical Document ERA/TD-2024/Spark Arresters version 1.1.

The conformity assessment procedure is set out in point 6.2.2.8.1 of this TSI. This point covers the requirements for WE 6 in accordance with the provisions of RID.

(C) Requirements to comply with point 7.1.2.1.3 of RID

Any wagon intended to be used in potentially explosive atmospheres shall comply with a suitable level of protection which depends on the zones where such wagon is intended to be used.

The zones referred to in the first paragraph of this point are defined in Directive 1999/92/EC of the European Parliament and of the Council ([^E0036]).

The level of protection corresponding to the selected equipment group and equipment category is set out in Directive 2014/34/EU of the European Parliament and of the Council ([^E0037]). The level of protection for which the wagon is assessed shall be reported in the wagon’s technical file.

(D) Requirements to comply with point 7.1.2.1.4 of RID

Tank-wagons intended for the carriage of dangerous goods shall be built and equipped in such a way as to withstand the impact of collisions that produce stresses exceeding those that occur during normal operating conditions as set out in the specification referenced in Appendix D Index [1].

Construction requirement

The minimum distance between the headstock plane and the most protruding point at the shell extremity on tank-wagons shall be at least 300 mm. This requirement shall not apply to tank-wagons equipped with a central end automatic coupler in accordance with point E.1.2 of this Appendix.

Wagon equipment

This point covers the requirements for WE 1 (D.1) and WE 2 (D.2) in accordance with the provisions of RID.

D.1

Wagons for which code WE 1 is required shall be fitted with devices limiting the impact of collision. Those devices shall be capable of absorbing energy by means of elastic deformation of defined components of the subframe.

The minimum elastic deformation for which the wagon has been assessed shall be recorded in the technical file.

The dynamic energy capacity and assessment procedure depend on the coupler type as specified below:

D.1.1 –   Wagons fitted with manual Union Internationale des Chemins de fer (UIC) end coupling system

Minimum dynamic energy capacity: 70 kJ per buffer.

The requirements of this special provision shall be deemed to be met by fitting Category C buffers as set out in the specification referenced in Appendix D Index [32].

This provision shall not apply to wagons fitted with absorption elements in accordance with point D.2.1.

D.1.2 –   Wagons fitted with a central end automatic coupler

Minimum dynamic energy capacity: 140 kJ per coupler.

This provision shall not apply to wagons fitted with absorption elements in accordance with point D.2.2.

D.2

Wagons for which code WE 2 is required shall be fitted with devices limiting the impact of collision. Those devices shall be capable of absorbing energy by means of elastic or plastic deformation of defined components of the subframe or by means of a similar procedure (e.g. crash elements).

Both the minimum elastic and plastic deformation capacity for which the wagon has been assessed shall be recorded in the technical file.

The total energy absorption capacity and assessment procedure depend on the coupler type as specified below:

D.2.1 –   Wagons fitted with manual UIC end coupling system

Minimum dynamic energy capacity: 30 kJ per buffer.

Minimum total energy absorption capacity (reversible and irreversible): 400 kJ per buffer.

The requirements of this special provision shall be deemed to be met by fitting Category AX buffers as set out in the specification referenced in Appendix D Index [32].

D.2.2 –   Wagons fitted with a central end automatic coupler

Minimum dynamic energy capacity: 75 kJ per coupler.

Minimum total energy absorption capacity (reversible and irreversible): 675 kJ per coupler.

(E) Requirements to comply with point 7.1.2.1.5 of RID

Wagon equipment

The fulfilment of Section E.1 or E.2 of this point shall cover the requirements for WE 3 in accordance with the provisions of RID.

E.1 –   Prevention of wagon overriding

E.1.1 –   Wagons fitted with manual UIC coupling system

The wagon shall be protected against the overriding of buffers by equipment that:

• (1) withstands a vertical force (upwards or downwards) of 150 kN;

• (2) is designed and assessed in such a way that it can prevent the overriding even if the wagon equipment is fitted on only one of the colliding wagons;

• (3) does not increase the overhang for fixing the wagon equipment by more than 20 mm;

• (4) has a width that is at least as big as the width of the buffer head (except for the wagon equipment to protect against the overriding of buffers located above the left-hand footboard, which shall be tangent to the free space for the shunter, although the maximum width of the buffer must be covered);

• (5) is located above every buffer;

• (6) is built in such a way that the risk of penetration of the tank end is not increased in the event of a shock.

E.1.2 –   Wagons using a central end automatic coupler

It shall be demonstrated that the central end automatic coupler prevents overriding by remaining in a coupled position and by remaining fixed to the coupled wagons when one side of the coupler is subject to a vertical force of 150 kN transmitted by the wagon upward and downward while the other part of the coupler is maintained in a fixed position.

If this requirement cannot be met, then the consequences of overriding shall be limited by fitting a protective shield at each end of the wagon in accordance with the specification set out in point E.2.2.

E.2 –   Wagon equipment limiting the impact from an overriding wagon on the substances being carried when overriding occurs

E.2.1 –   Wagons using manual UIC end coupling system

The wagon shall be equipped with a protective shield at each end of the wagon to limit the consequence of overriding buffers.

The width of the protective shield shall:

• (1) be at least as wide as the distance defined by the outside edge of the buffer heads;

• (2) cover the width of the tank.

The height of the protective shield, measured from the top edge of the headstock, shall cover either of the following:

• (1) two thirds of the tank diameter;

• (2) at least 900 mm, provided that in addition the protective shield is equipped at the top edge with an arresting device for climbing buffers.

A protective shield made of mild steel or reference steel with a minimum wall thickness of 6 mm shall provide presumption of conformity.

Reference steel means a steel with a tensile strength of 370 N/mm² and an elongation at fracture of 27 %.

Mild steel means a steel with a tensile strength between 360 N/mm² and 490 N/mm² and an elongation at fracture in % not less than:

Image omitted; see official source

If other materials are used, the equivalent thickness shall be calculated in accordance with the following formula:

equivalent thickness = 6

Image omitted; see official source

where Rm1 is the tensile strength of the intended material and A1 is the elongation at fracture of the intended material.

The values of Rm1 and A1 to be used shall be the specified minimum values in the standards defining the material properties.

The protective shield shall be shaped and attached in such a way that the possibility of the tank ends being penetrated by the protective shield itself is minimised.

E.2.2 –   Wagons using central coupling other than central end automatic coupler not meeting the requirements of point E.1.2.

The wagon shall be equipped with a protective shield at each end of the wagon.

In this case, the protective shield shall cover the tank end to a height of at least 1 100  mm, measured from the top edge of the headstock, the couplers shall be fitted with anti-creep devices to prevent unintentional uncoupling and the protective shield shall be at least 1 200  mm wide over the entire height of the shield.

A protective shield made of mild steel or reference steel as defined in point E.2.1 with a wall thickness of 12 mm shall provide presumption of conformity.

If other materials are used, the equivalent thickness shall be calculated in accordance with the following formula:

equivalent thickness = 12

Image omitted; see official source

where Rm1 is the tensile strength of the intended material and A1 is the elongation fracture of the intended material.

The values of Rm1 and A1 to be used shall be the specified minimum values in the standards defining the material properties.

The protective shield shall be shaped and attached in such a way that the possibility of the tank ends being penetrated by the protective shield itself is minimised.

(F) Requirements to comply with point 7.1.2.1.6 of RID

Wagon equipment

This section covers the requirements for WE 4 and WE 5 in accordance with RID provisions.

F.1

Compliance with points 4.2.3.5.3.3 or 4.2.3.5.3.4 of this TSI shall be deemed sufficient to meet WE 4 requirements.

F.2

Compliance with point 4.2.3.5.3.2 of this TSI shall be deemed sufficient to meet WE 5 requirements.

[^E0001]: Directive (EU) 2016/797 of the European Parliament and of the Council of 11 May 2016 on the interoperability of the rail system within the European Union (OJ L 138, 26.5.2016, p. 44).

[^E0002]: 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).

[^E0003]: Directive 2008/68/EC of the European Parliament and of the Council of 24 September 2008 on the inland transport of dangerous goods (OJ L 260, 30.9.2008, p. 13, ELI: http://data.europa.eu/eli/dir/2008/68/oj).

[^E0005]: OJ L 121, 3.5.2013, p. 8.

[^E0008]: The maintenance plan 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).

[^E0009]: OJ L 264, 8.10.2011, p. 32.

[^E0010]: 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).

[^E0014]: Commission Implementing Regulation (EU) 2020/387 of 9 March 2020 amending Regulations (EU) No 321/2013, (EU) No 1302/2014 and (EU) 2016/919 as regards the extension of the area of use and transition phases (OJ L 73, 10.3.2020, p. 6-18).

[^E0015]: 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).

[^E0016]: 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).

[^E0017]: 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).

[^E0020]: Commission Decision 2007/756/EC of 9 November 2007 adopting a common specification of the national vehicle register provided for under Articles 14(4) and (5) of Directives 96/48/EC and 2001/16/EC (OJ L 305, 23.11.2007, p. 30).

[^E0021]: Commission Implementing Decision (EU) 2018/1614 of 25 October 2018 laying down specifications for the vehicle registers referred to in Article 47 of Directive (EU) 2016/797 of the European Parliament and of the Council and amending and repealing Commission Decision 2007/756/EC (OJ L 268, 26.10.2018, p. 53).

[^E0022]: Commission Implementing Regulation (EU) 2019/779 of 16 May 2019 laying down detailed provisions on a system of certification of entities in charge of maintenance of vehicles pursuant to Directive (EU) 2016/798 of the European Parliament and of the Council and repealing Commission Regulation (EU) No 445/2011 (OJ L 139I , 27.5.2019, p. 360).

[^E0036]: Directive 1999/92/EC of the European Parliament and of the Council of 16 December 1999 on minimum requirements for improving the safety and health protection of workers potentially at risk from explosive atmospheres (15th individual Directive within the meaning of Article 16(1) of Directive 89/391/EEC) (OJ L 23, 28.1.2000, p. 57, ELI: http://data.europa.eu/eli/dir/1999/92/oj).

[^E0037]: Directive 2014/34/EU of the European Parliament and of the Council of 26 February 2014 on the harmonisation of the laws of the Member States relating to equipment and protective systems intended for use in potentially explosive atmospheres (OJ L 96, 29.3.2014, p. 309, ELI: http://data.europa.eu/eli/dir/2014/34/oj).