Executive Order On Locomotives And Passenger Carriages Used On The Danish Railway Network

Original Language Title: Bekendtgørelse om lokomotiver og passagervogne, der anvendes på det danske jernbanenet

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Overview (table of contents)



Chapter 1



Implementation of EU rules





Chapter 2



Scope and definitions





Chapter 3



Rules for locomotives and passenger carriages





Chapter 4



Remedies and waiver





Chapter 5



Date of entry into force of





Annex 1



Commission decision of 26. April 2011 on a technical specification for interoperability relating to the locomotives and passenger carriages in the rolling stock subsystem of the trans-European conventional rail system (notified under document number c (2011) 2737) (text with EEA relevance) (2011/291/EU)



The full text of the ordonnance on locomotives and passenger carriages used on the Danish jernbanenet1)

Under section 21 h, paragraph 1 1. paragraph, and article 26, paragraph 1 1. paragraph, of the law on rail, see. lovbekendtgørelse nr. 1249 of 11. November 2010, be determined in accordance with the authorisation granted pursuant to § 24 (h) (1): Chapter 1 implementing EU rules section 1. The Executive order implementing the Commission's decision of 26. April 2011 on a technical specification for interoperability relating to the subsystem rolling stock» Locomotives and passenger carriages ' of the trans-European conventional rail system.

(2). The Commission's decision with the annex is attached as annex 1 to the Decree.

Chapter 2 scope and definitions scope



§ 2. The provisions in the Commission decision with the annex referred to in article 6. § 1 applies on the total Danish rail network, see. However, paragraph 2, no. 1-4. the provisions of paragraph 2. The provisions shall not apply to: 1) metros, trams and other light rail systems, 2) locomotives and passenger carriages used on networks that are functionally separate from the rest of the rail system, and which is only intended for the carriage of passengers in local, urban and suburban areas, 3) vehicles which are used exclusively on privately owned infrastructure for the owner's own carriage, and 4) locomotives and passenger carriages used exclusively for local, historical or touristic purposes.

§ 3. The provisions apply for new locomotives and passenger cars and for existing locomotives and passenger carriages, there is renewed or upgraded.

Definitions



§ 4. For the purposes of this order: 1) CSM-regulation: Commission Regulation 343/2009 of 24. April 2009 concerning the adoption of a common security method for risk evaluation and assessment as referred to in article 6, paragraph 3, subparagraph (a)) of the European Parliament and Council Directive 2004/49/EC.

2) closure of outstanding points (open points): Points, where the subject is identified as important, but not included in the TSI. It may be due to a lack of consensus on a common solution or that the subject is dealt with in another thought TSI or the topic is considered to be of so little importance for harmonisation, the Member States themselves can regulate it.

3) UIC (International Union of Railways): an international cooperation organization in the rail sector, which, among other things, prepare mutually recognised standards for railway purposes, referred to as the UIC-norms.

4) OPE TSI: Commission decision of 21 December. October 2010 amending Decision 2006/920/EC concerning the technical specification for interoperability relating to the subsystem traffic operation and management» «in the trans-European rail systems for conventional rail respectively. high-speed rail (hereinafter referred to as the CR OPE TSI), which is implemented by Provisions for rail nr. 5-2-2011 by 30. May 2011.

Chapter 3 Rules for locomotives and passenger carriages, § 5. The provisions of §§ 6-12 should be used in conjunction with the provisions of the TSI, which is specified in the individual paragraphs. The provisions of §§ 6-12 closes the outstanding points in the TSI, where it is stated, that Member State must draw up national rules in this area.

Closure of outstanding points passive safety



§ 6. By passive safety evaluated the design of the coupling types SA3 and AAR, and locomotives with Central driver's cab documented and assessed in accordance with Annex I of the regulation-CSM. Application of the CSM-CSM-regulation are assessed by an assessor. This provision must be applied in conjunction with section 4.2.2.5 of the TSI.

Lifting and hævepunkter



§ 7. Lifting and hævepunkter for the vehicle must be listed in the technical documentation. This provision must be applied in conjunction with paragraph 4.2.2.6 Tsi and Tsi Annex B.

Release the current influence of the passengers on the platform and people working along the tracks



§ 8. These points are verified: 1) for trains and wagons with the oprangering, which is expected to be most used in rush hour traffic, and 2) for locomotives, without wagons connected.

(2). The provision in paragraph 1, no. 1 and 2, should be used in conjunction with point 4.2.6.2.1 of the TSI. for people on the platform and the TSI point 4.2.6.2.2. for people who work along the track.

Side wind



§ 9. Appropriate design values for wind speeds must be in accordance with the requirements of EN 14067-6 concerning railway applications — Aerodynamics — part 6: requirements and test procedures for cross wind assessment. This provision must be applied in conjunction with point 4.2.6.2.5 of the TSI.

Recording device



§ 10. By applying the purposes and registration schemes, the provisions of the TSI Operation and traffic management point 4.2.3.5. , which specifies the minimum amount of data to be recorded.

(2). Where in the TSI on traffic operation and management refers to national rules for the operation of the control, the registration must follow the requirements specified in the document IN656V1720 ' requirements for purposes ', where the Danish ATC is installed in the locomotive or Control Board.

(3). The solution is verified at the design level as well as at the time of type-and serial test.

(4). Accordance with the TSI on Operation and traffic management are verified by a notified body if Danish ATC is not installed.

(5). Accordance with the requirements in the document ' the Danish Course requirements for purposes ' be verified together with other rules of the national special case» Danish ATC ' in the control-command and signalling subsystem TSI CCS CR, by a notified body.

(6). The provisions of paragraphs 1 to 5 shall be used together with the TSI point 4.2.9.6.

Particular requirements for recommendation of trains on depot tracks



§ 11. By local, external auxiliary power supply is used, without prejudice to the provisions in UIC 554. § 4, no. 3, to the energy supply of electrical equipment on recommended vehicles. This provision must be applied in conjunction with point 4.2.11.6 of the TSI.

Refuelling equipment



§ 12. Technical solutions for nozzles for alternative fuels must be verifiable with test experience. This provision must be applied in conjunction with point 4.2.11.7 of the TSI.

Chapter 4 judicial remedies and waiver appeal



§ 13. Decisions of the Traffic Agency pursuant to this order, an appeal may be lodged to the Railway Board. Decisions can be appealed to the Railway Board, cannot be appealed to any other administrative authority. Railway Board's decisions can be appealed to another administrative authority no.

A derogation



§ 14. Danish transport authority may grant derogations from the provisions of this Ordinance, when it is compatible with EU rules in this area.

Chapter 5 date of entry into force of section 15. The notice shall enter into force on the 1. January 2012.

Public transport, the 12. December 2011 Carley H/Lucy



Annex 1 to Commission decision of 26. April 2011 on a technical specification for interoperability relating to the locomotives and passenger carriages in the rolling stock subsystem of the trans-European conventional rail system (notified under document number c (2011) 2737) (text with EEA relevance) (2011/291/EU)

EUROPE – THE COMMISSION –

having regard to the Treaty on the functioning of the European Union,

having regard to European Parliament and Council Directive 2008/57/EC of 17 May 2006. June 2008 on the interoperability of the rail system in Fællesskabet1), and in particular article 6, paragraph 1, and

on the basis of the following considerations:

(1) the trans-European high-speed rail system is in accordance with Directive 2008/57/EC, article 2, subparagraph (e)), and annex II divided into structural or functional subsystems, including the rolling stock subsystem.

(2) By decision c (2006) 124 final of 9. February 2007, the Commission gave the European Railway Agency (' the Agency ') mandate to develop technical specifications for interoperability (Tsis) under European Parliament and Council Directive 2001/16/EC of 19. March 2001 on the interoperability of the trans-European conventional rail system tog2). On the basis of this mandate, the Agency has been asked to draw up a draft TSI for the locomotives and passenger carriages in the rolling stock subsystem for the conventional rail system.

(3) the technical specifications for interoperability (Tsis) shall be adopted in accordance with Directive 2008/57/EC. By this decision, there should be a TSI for the rolling stock subsystem with the aim to ensure compliance with the essential requirements and interoperability of the rail system.

(4) The rolling stock TSI, to be fixed by this decision, not fully clarify all issues of compliance with the essential requirements. Technical characteristics not covered, should be specified as ' outstanding ', as referred to in points. Article 5 (6) of Directive 2008/57/EC.

(5) the TSI rolling stock should refer to Commission decision 2010/713/EC of 9. November 2010 on the modules to the procedures for assessment of conformity and suitability for use and for EC verification, to be used in the technical specifications for interoperability which is adopted pursuant to European Parliament and Council Directive 2008/57/Ec3).


(6) Directive 2008/57/EC, article 17, paragraph 3, requires the Member States to provide the Commission and the other Member States about which technical regulations and conformity assessment and verification procedures to be applied in the individual case, as well as the bodies responsible for the implementation of these procedures.

(7) Certain requirements for the rolling stock that runs in the conventional rail system, are laid down in Commission decision 2008/163/EC of 20. December 2007 concerning the technical specification for interoperability of» safety in rail tunnels ' of the trans-European conventional rail system and højhastighedstog4). Decision 2008/163/EC should therefore be amended accordingly.

(8) the TSI rolling stock should not restrict the validity of provisions in other relevant Tsis, which may apply to rolling stock.

(9) the TSI rolling stock should not require the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the rail system in The European Union.

(10) in accordance with Directive 2008/57/EC, article 11, paragraph 5, should the TSI rolling stock for a limited period of time to allow that interoperability constituents incorporated into sub-systems without certification if certain conditions are met.

(11) in order to continue to encourage innovation and to take account of the experience gained, this decision should be reviewed on a regular basis.

(12) the measures provided for in this decision are in accordance with the opinion of the Committee established by article 21 of Directive 96/48/EC 5) –

HAS ADOPTED THIS DECISION:

Article 1

Hereby adopted a technical specification for interoperability (TSI) applicable to locomotives and passenger carriages in the rolling stock subsystem of the trans-European conventional rail system.

Article 2

1. The TSI in annex are applied to all new rolling stock of the trans-European conventional rail system as defined in annex I to Directive 2008/57/EC. The technical and geographical scope of application of this decision are set out in the annex, section 1.1 and 1.2.

In accordance with article 20 of Directive 2008/57/EC, the Tsi in annex also apply to existing rolling stock to be renewed or upgraded.

2. Forward to the 1. June 2017, it is not mandatory to use this TSI the following rolling stock: a) projects at an advanced stage of development, see. paragraph 7.1.1.2.2 in Tsi in annex



b) contracts under the implementation of the basic regulation. paragraph 7.1.1.2.3 in Tsi in annex



(c)) rolling stock of the existing structure, see. section 7.1.1.2.4 of the TSIs in the annex.

Article 3

1. On the points that are categorized as outstanding in the TSI is set out in the annex, the following shall apply: as a basis to determine whether the conditions to be met, see. Article 17 (2) of Directive 2008/57/EC, the relevant technical regulations, which are in use in the Member State which authorises the placing in service of the subsystem covered by this decision.

2. No later than six months after having been informed of this decision, each Member State shall send the other Member States and the Commission: a) the relevant technical requirements, see. (1)



b) indication of the conformity assessment procedures and controls that will be used for the purposes referred to in paragraph 1, the technical provisions



c) information about the bodies it appoints for carrying out the conformity assessment procedures and controls referred to in paragraph 1 shall be on the outstanding points.

3. Paragraph 2 shall also apply to the national regulations applicable to vehicles which can only run domestically, see. 4.2.3.5.2.2 section of the TSI.

Article 4

1. On the points that are categorized as special case in section 7 of the TSI in the annex, the following shall apply: as a basis to determine whether the conditions to be met, see. Article 17 (2) of Directive 2008/57/EC, the relevant technical regulations, which are in use in the Member State which authorises the placing in service of the subsystem covered by this decision.

2. No later than six months after having been informed of this decision, each Member State shall send the other Member States and the Commission: a) the relevant technical requirements, see. (1)



b) indication of the conformity assessment procedures and controls that will be used for the purposes referred to in paragraph 1, the technical provisions



c) information about the bodies it appoints for carrying out the conformity assessment procedures and checks on the specific cases referred to in paragraph 1.

Article 5

Procedures for assessment of conformity and suitability for use and for EC verification as referred to in section 6 of the TSI in annex shall be based on the modules defined in decision 2010/713/EU.

Article 6

1. For a transitional period of six years after the date on which this decision applies, can be issued the "EC" verification of a subsystem that contains certificate interoperability constituents which do not have an EC declaration of conformity or suitability for use, if it satisfies the provisions in the annex, section 6.3.

2. The manufacture or upgrade/renewal of the subsystem using the non certified interoperability constituents, including putting into service, must be completed before the end of the transitional period.

3. During the transitional period, Member States shall ensure that: (a)) that the reasons why there are not certified interoperability constituents used, pointed out clearly during the verification procedure referred to in paragraph 1



(b)) to the national safety authorities in the annual report provided for in European Parliament and Council Directive 2004/49/Ec6), article 18, gives information about the non-certified interoperability constituents and explain the reasons why they are not certified, including the application of the national rules under Directive 2008/57/EC, article 17.

4. After the transitional period to the required EC declaration of conformity and/or suitability for use for interoperability constituents have been issued before they are incorporated into the subsystem, apart from the exceptions permitted in annex, section 6.3.3 on maintenance.

Article 7

As regards rolling stock, that is within the scope of projects at an advanced stage, sending all Member States within the first year after the entry into force of this decision the Commission with a list of the projects on their territory, which are at an advanced stage of development.

Article 8

Changes of decision 2008/163/EC

In decision 2008/163/EC is amended as follows: 1), the following text is inserted after the second subparagraph in section 4.2.5.1. Material properties for rolling stock:



  ' In addition, the requirements of the TSI-CR LOC & passport section 4.2.10.2 (Material requirements) for rolling stock for conventional train. '



4.2.5.4) point 2 is replaced by the following:



  » 4.2.5.4. Fire barriers for passenger trains



– HS RST TSI, the requirements of paragraph 4.2.7.2.3.3 (fire resistance), apply to rolling stock for high-speed trains.



– HS RST TSI, the requirements of paragraph 4.2.7.2.3.3 (fire resistance), and the requirements of the TSI-CR LOC & PAS, point 4.2.10.5 (fire-barriers), apply to rolling stock for conventional train. '



4.2.5.7) point 3 shall be replaced by the following:



  » 4.2.5.7. Communication systems in trains



–-HS RST TSI requirements of section 4.2.5.1 (public address system), apply to rolling stock for high-speed trains.



–-The requirements of the TSI-CR LOC & PASSPORT section 4.2.5.2 (public address systems: lydkommunikationssystem), apply to rolling stock for conventional train. '



4 Point 4.2.5.8) is replaced by the following:



  » 4.2.5.8. Overstropning of the emergency brake



– HS RST TSI requirements in section 4.2.5.3 (Passenger alarm), apply to rolling stock for high-speed trains.



–-The requirements of the TSI-CR LOC & PAS, paragraph 4.2.5.3 (Passenger alarm: functional requirements) apply to rolling stock for conventional train. '



5) Point 4.2.5.11.1 replaced by the following:



  » 4.2.5.11.1. Emergency exits for passengers



–-HS RST TSI, the requirements of paragraph 4.2.7.1.1 (emergency exits for passengers), apply to rolling stock for high-speed trains.



–-The requirements of the TSI-CR LOC & PASSPORT section 4.2.10.4 (Evacuation of passengers), apply to rolling stock for conventional train. '

Article 9

This decision shall apply from the 1. June 2011.

Article 10

This decision is addressed to the Member States.

Done at Brussels, 26. April 2011.

On behalf of the Commission, Siim Kallas Vice-president ANNEX

DIRECTIVE 2008/57/EC on the interoperability of the rail system within the community

TECHNICAL SPECIFICATION FOR INTEROPERABILITY

The rolling stock subsystem in conventional rail system Locomotives and passenger cars 1.





INTRODUCTION







1.1.





Technical scope







1.2.





Geographical scope







1.3.





TSI content







1.4.






documents to which reference is made







2.





ROLLING STOCK SUBSYSTEM AND FEATURES:







2.1.





The rolling stock subsystem in conventional rail system







2.2.





Definitions relating to rolling stock







2.3.





Rolling stock within the scope of this tsi







3.





ESSENTIAL REQUIREMENTS







3.1.





General







3.2.





Elements of the rolling stock subsystem in relation to the essential requirements







3.3.





Essential requirements, which are not covered by this tsi







3.3.1.





General requirements, requirements for maintenance and operation







3.3.2.





Special requirements to the other subsystems







4.





CHARACTERIZATION OF THE ROLLING STOCK SUBSYSTEM







4.1.





Introduction







4.1.1.





General







4.1.2.





Description of the rolling stock covered by this TSI







4.1.3.





Division of the rolling stock in the main categories in which the TSI requirements shall apply to







4.1.4.





Fire security categorization of rolling stock







4.2.





Functional and technical specification of the subsystem







4.2.1.





General







4.2.1.1.





Breakdown







4.2.1.2.





Outstanding points







4.2.1.3.





Safety conditions







4.2.2.





Construction and mechanical parts







4.2.2.1.





General







4.2.2.2.





Mechanical interfaces







4.2.2.2.1.





General terms and definitions







4.2.2.2.2.





Between the clutch







4.2.2.2.3.





Endekobling







4.2.2.2.4.





Emergency coupler







4.2.2.2.5.





Access conditions for staff of the coupling and decoupling







4.2.2.3.





Transitions between carriages







4.2.2.4.





The strength of vehicle design







4.2.2.5.





Passive safety







4.2.2.6.





Lifting and uplift







4.2.2.7.





Attach devices to the cart construction







4.2.2.8.





Access doors for personnel and goods







4.2.2.9.





Mechanical properties of glass (except front panes)







4.2.2.10.





Loading conditions and weighted mass







4.2.3.





Interaction with the track as well as adjustment







4.2.3.1.





profile determination







4.2.3.2.





Axle load and wheel load







4.2.3.2.1.





Ašies apkrovos parametras







4.2.3.2.2.





Rato apkrova







4.2.3.3.





Parameters for rolling stock, that have an impact on terrestrial systems







4.2.3.3.1.





Properties for rolling stock relating to compatibility with train detection systems







4.2.3.3.1.1.





Characteristics of the rolling stock for compatibility with train detection systems based on rail circuits







4.2.3.3.1.2.





Characteristics of the rolling stock for compatibility with train detection systems based on axle counters







4.2.3.3.1.3.





Characteristics of the rolling stock for compatibility with loop equipment







4.2.3.3.2.





Surveillance of the axle bearing mode







4.2.3.4.





Dynamic characteristics of rolling stock







4.2.3.4.1.





Protection against on-track derailment distorted to a







4.2.3.4.2.





Dynamic properties at runtime







4.2.3.4.2.1.





Limit values for driving safety








4.2.3.4.2.2.





Limit values for trace load







4.2.3.4.3.





Equivalent conicity







4.2.3.4.3.1.





Calculation values for new wheel profiles







4.2.3.4.3.2.





Operating values for equivalent conicity of wheelset







4.2.3.5.





Running clothes







4.2.3.5.1.





Bogie frame construction







4.2.3.5.2.





Wheelset







4.2.3.5.2.1.





Mechanical and geometrical characteristics of wheelset







4.2.3.5.2.2.





Mechanical and geometrical characteristics of wheels







4.2.3.5.2.3.





Wheel sets that can be set to different track gauges







4.2.3.6.





Minimum curve radius







4.2.3.7.





Guard irons







4.2.4.





Brakes







4.2.4.1.





General







4.2.4.2.





Funkciniai ir saugos reikalavimai Pagrindiniai







4.2.4.2.1.





Functional requirements







4.2.4.2.2.





Safety requirements







4.2.4.3.





Type of braking system







4.2.4.4.





Activation of the brake







4.2.4.4.1.





Activation of the emergency brake







4.2.4.4.2.





Activation of the service braking system







4.2.4.4.3.





Activation of the direct brake







4.2.4.4.4.





Activation of dynamic brake







4.2.4.4.5.





Actuation of the parking brake







4.2.4.5.





Braking performance







4.2.4.5.1.





General requirements







4.2.4.5.2.





Emergency braking







4.2.4.5.3.





Service braking







4.2.4.5.4.





Calculations of heat capacity







4.2.4.5.5.





Parking brake







4.2.4.6.





Profile for adhesion between rails and wheels – system for wheels blocking protection







4.2.4.6.1.





Limit profile for adhesion between wheel and rail







4.2.4.6.2.





System for blocking protection







4.2.4.7.





Dynamic brake – brake system associated with traction system







4.2.4.8.





Brake system that is independent of adhesion conditions







4.2.4.8.1.





General







4.2.4.8.2.





Magnetic rail brake







4.2.4.8.3.





Eddy current brake







4.2.4.9.





Braking mode and error display







4.2.4.10.





The braking requirements for recovery situations







4.2.5.





Relationship of importance for passengers







4.2.5.1.





Sanitary systems







4.2.5.2.





Public address system: lydkommunikationssystem







4.2.5.3.





Passenger alarm: functional requirements







4.2.5.4.





Safety instructions to the passengers – Signage







4.2.5.5.





Communications systems for use by passengers







4.2.5.6.





Exterior doors: of-and boarding for passengers







4.2.5.7.





Design by yderdørsystemer







4.2.5.8.





DOORS between devices







4.2.5.9.





Indoor air quality







4.2.5.10.





Side Windows of the car body







4.2.6.





Environmental conditions and aerodynamic effects







4.2.6.1.





Environmental conditions







4.2.6.1.1.





Height







4.2.6.1.2.





Temperature








4.2.6.1.3.





Moisture







4.2.6.1.4.





Rain







4.2.6.1.5.





Snow, ice and hail







4.2.6.1.6.





Solar radiation







4.2.6.1.7.





Pollution resistance







4.2.6.2.





Aerodynamic effects







4.2.6.2.1.





Release the current influence of the passengers on the platform







4.2.6.2.2.





Slip stream the influence of people who work along the trail







4.2.6.2.3.





Pressure wave from the train's front end







4.2.6.2.4.





Maximum pressure variation in tunnels







4.2.6.2.5.





Side wind







4.2.7.





Exterior lighting as well as visible and audible warning devices







4.2.7.1.





Exterior lamps







4.2.7.1.1.





Headlights







4.2.7.1.2.





The distinguishing signal







4.2.7.1.3.





End signal







4.2.7.1.4.





Lamp control







4.2.7.2.





Typhoon (Aad)







4.2.7.2.1.





General







4.2.7.2.2.





Tyfonens sound pressure levels







4.2.7.2.3.





Protection







4.2.7.2.4.





Typhoons, Manager







4.2.8.





Traction and electrical equipment







4.2.8.1.





Traction performance







4.2.8.1.1.





General







4.2.8.1.2.





Performance requirements







4.2.8.2.





Energy supply







4.2.8.2.1.





General







4.2.8.2.2.





Operation within the range of voltage and frequency ranges







4.2.8.2.3.





Regenerative braking with reversal of energy to the catenary







4.2.8.2.4.





Maximum power and current from overhead line







4.2.8.2.5.





Maximum input current at standstill, DC systems







4.2.8.2.6.





Power factor







4.2.8.2.7.





Disturbances in the energy system by AC power systems







4.2.8.2.8.





Function for the measurement of energy consumption







4.2.8.2.9.





Requirements associated with the pantograph







4.2.8.2.9.1.





Pantograph workspace in height







4.2.8.2.9.1.1.





Height for contact with the catenary (subsystem)







4.2.8.2.9.1.2.





Pantograph workspace in height (interoperability)







4.2.8.2.9.2.





Pantograph head geometry (interoperability)







4.2.8.2.9.2.1.





Pantograph head geometry, type 1600 mm







4.2.8.2.9.2.2.





Pantograph head geometry, type 1950 mm







4.2.8.2.9.3.





Pantograph power capacity (interoperability)







4.2.8.2.9.4.





Contact piece (interoperability)







4.2.8.2.9.4.1.





Contact the geometry







4.2.8.2.9.4.2.





Contact strip material







4.2.8.2.9.4.3.





Contact the properties







4.2.8.2.9.5.





Pantograph static contact force (interoperability)







4.2.8.2.9.6.





Pantograph contact force and dynamic properties







4.2.8.2.9.7.





Location by pantograph (subsystem)







4.2.8.2.9.8.





Passage of sections to stage or system separation (subsystem)







4.2.8.2.9.9.





Insulation of the pantograph from the vehicle (subsystem)







4.2.8.2.9.10.





Lowering of pantograph (subsystem)







4.2.8.2.10.






Electrical protection of the train







4.2.8.3.





Diesel and other fuel-powered traction systems







4.2.8.4.





Protection against electrical hazard







4.2.9.





The cabs as well as interface between driver and cab-equipment







4.2.9.1.





Driver's cab







4.2.9.1.1.





General







4.2.9.1.2.





Out and entering







4.2.9.1.2.1.





Out and entering under operating conditions







4.2.9.1.2.2.





Emergency exit from the cab







4.2.9.1.3.





Vision







4.2.9.1.3.1.





Forward vision







4.2.9.1.3.2.





Rearward and to the side







4.2.9.1.4.





Interior design







4.2.9.1.5.





Driver seat







4.2.9.1.6.





Leads the console's ergonomics







4.2.9.1.7.





Climate control and air quality







4.2.9.1.8.





Interior lighting







4.2.9.2.





Front window







4.2.9.2.1.





Mechanical characteristics







4.2.9.2.2.





Optical properties







4.2.9.2.3.





Equipment







4.2.9.3.





Interface between driver and cab-equipment







4.2.9.3.1.





Control with the driver's activity







4.2.9.3.2.





Speed view







4.2.9.3.3.





The driver's display and monitors







4.2.9.3.4.





Controls and indicators







4.2.9.3.5.





Labelling







4.2.9.3.6.





Remote control function







4.2.9.4.





Tool and removable equipment on board







4.2.9.5.





Storage space for the staff's personal belongings







4.2.9.6.





Recording device







4.2.10.





Fire safety and evacuation







4.2.10.1.





General and categorization







4.2.10.1.1.





Requirements for all devices except the freight locomotives and work vehicles







4.2.10.1.2.





Requirements for freight locomotives and work vehicles







4.2.10.1.3.





Requirements specified in the TSIs for safety in rail tunnels







4.2.10.2.





Material requirements







4.2.10.3.





Specific measures for flammable liquids







4.2.10.4.





Evacuation of passengers







4.2.10.5.





Fire barriers







4.2.11.





Ongoing maintenance







4.2.11.1.





General







4.2.11.2.





External cleaning of trains







4.2.11.2.1.





Cleaning the cab windshield







4.2.11.2.2.





Exterior cleaning in washing facilities







4.2.11.3.





Toilet discharge system







4.2.11.4.





Vandpåfyldningudstyr







4.2.11.5.





Interface for water filling







4.2.11.6.





Particular requirements for recommendation of trains on depot tracks







4.2.11.7.





Refuelling equipment







4.2.12.





Documentation relating to the operation and maintenance







4.2.12.1.





General







4.2.12.2.





General documentation







4.2.12.3.





Documentation for the maintenance







4.2.12.3.1.





Documentation as justification for vedligeholdelsens organisation







4.2.12.3.2.






Maintenance instructions







4.2.12.4.





Documentation relating to operation







4.2.12.5.





Lift chart and instructions







4.2.12.6.





Descriptions relating to the rescue







4.3.





Functional and technical specifications of the interfaces







4.3.1.





Interfaces to subsystem Energy







4.3.2.





Interfaces of the infrastructure subsystem







4.3.3.





Interfaces to subsystem operating conditions







4.3.4.





Interfaces for the control-command and signalling subsystem







4.3.5.





Interfaces to subsystem telematic applications for passenger transport







4.4.





Operational rules







4.5.





Maintenance rules







4.6.





Professional qualifications







4.7.





Health and safety







4.8.





The European register of authorised vehicle types







5.





INTEROPERABILITY CONSTITUENTS







5.1.





Definition







5.2.





Innovative solutions







5.3.





Specifications for interoperability constituents







5.3.1.





Nødkoblinger







5.3.2.





Wheels







5.3.3.





System for blocking protection







5.3.4.





Headlights







5.3.5.





Marker lights







5.3.6.





End signal







5.3.7.





Typhoons







5.3.8.





Pantograph







5.3.8.1.





Contact pieces







5.3.9.





Main circuit breaker







5.3.10.





Connection piece for toilet emptying







5.3.11.





Inlet connection for water containers







6.





ASSESSMENT OF THE CONFORMITY OR SUITABILITY FOR USE AS WELL AS EC VERIFICATION







6.1.





Interoperability constituents







6.1.1.





Conformity assessment







6.1.2.





Conformity assessment procedures







6.1.2.1.





Modules for conformity assessment







6.1.2.2.





Special assessment procedures for interoperability constituents







6.1.2.2.1.





System for blocking protection (section 5.3.3)







6.1.2.2.2.





Headlights (section 5.3.4)







6.1.2.2.3.





Marker lights (section 5.3.5)







6.1.2.2.4.





End lanterns (section 5.3.6)







6.1.2.2.5.





Typhoon (section 5.3.7)







6.1.2.2.6.





Pantograph (section 5.3.8)







6.1.2.2.7.





Contact pieces (paragraph 5.3.8.1)







6.1.2.3.





Project phases, where the assessment is mandatory







6.1.3.





innovative solutions







6.1.4.





interoperability constituents for which EC declarations must be issued on the basis of both this TSI and Tsi for the rolling stock for high-speed







6.1.5.





Assessment of suitability for use







6.2.





The rolling stock subsystem







6.2.1.





EC verification (General)







6.2.2.





Conformity assessment procedures (modules)







6.2.2.1.





Modules for conformity assessment







6.2.2.2.





Special assessment procedures for subsystems







6.2.2.2.1.





Loading conditions and weighted mass (section 4.2.2.10)







6.2.2.2.2.





Profile provision (section 4.2.3.1):








6.2.2.2.3.





Wheel load (section 4.2.3.2.2)







6.2.2.2.4.





braking – safety requirements (paragraphs 4.2.4.2.2)







6.2.2.2.5.





Emergency braking (section 4.2.4.5.2)







6.2.2.2.6.





Service braking (section 4.2.4.5.3)







6.2.2.2.7.





System for blocking protection (paragraph 4.2.4.6.2)







6.2.2.2.8.





Sanitary systems (section 4.2.5.1)







6.2.2.2.9.





Indoor air quality (section 4.2.5.9 and subparagraph 4.2.9.1.7)







6.2.2.2.10.





Release the current influence of the passengers on the platform (section 4.2.6.2.1)







6.2.2.2.11.





Slip stream the influence of people who work along the trail (section 4.2.6.2.2)







6.2.2.2.12.





Pressure wave from the front of the train (section 4.2.6.2.3)







6.2.2.2.13.





Maximum power and current from overhead line (section 4.2.8.2.4)







6.2.2.2.14.





Power factor (section 4.2.8.2.6)







6.2.2.2.15.





POWER AFTAGningens dynamic properties (section 4.2.8.2.9.6)







6.2.2.2.16.





Location by pantograph (section 4.2.8.2.9.7)







6.2.2.2.17.





Front window (section 4.2.9.2)







6.2.2.2.18.





Fire barriers (4.2.10.5)







6.2.2.3.





Project phases, where the assessment is mandatory







6.2.3.





innovative solutions







6.2.4.





Evaluation of operation and maintenance documents







6.2.5.





Devices for which EC declarations must be issued on the basis of both this TSI and Tsi for the rolling stock for high-speed







6.2.6.





Assessment of devices for use in general operation







6.2.7.





Assessment of devices for use in one or more predefined oprangeringer







6.2.8.





Special situation: assessment of the units to be included in an existing fixed oprangering







6.2.8.1.





Background







6.2.8.2.





fixed oprangering in accordance with the TSI







6.2.8.3.





fixed oprangering not in accordance with the TSI







6.3.





Subsystem with Constituents without EC declaration







6.3.1.





Conditions







6.3.2.





Documentation







6.3.3.





Maintenance of subsystems that are certified in accordance with section 6.3.1







7.





IMPLEMENTATION







7.1.





General rules for the implementation







7.1.1.





Apply to newly built rolling stock







7.1.1.1.





General







7.1.1.2.





Transitional period







7.1.1.2.1.





Introduction







7.1.1.2.2





Projects at an advanced stage of development







7.1.1.2.3.





Contracts during implementation







7.1.1.2.4.





Rolling stock of existing construction







7.1.1.3.





Apply to service vehicles







7.1.1.4.





Interface to the implementation of other Tsis







7.1.2.





Renewal and upgrading of the existing rolling stock







7.1.2.1.





Introduction







7.1.2.2.





Renewal







7.1.2.3.





Upgrade







7.1.3.





Rules concerning type-examination or design examination certificate







7.1.3.1.





The rolling stock subsystem







7.1.3.2.





Interoperability constituents







7.2.





Compatibility with other subsystems







7.3.





Special case







7.3.1.





General







7.3.2.





List of special cases








7.3.2.1.





General special case







7.3.2.2.





Mechanical interfaces – endekobling (4.2.2.2.3)







7.3.2.3.





Profile determination (4.2.3.1)







7.3.2.4.





Surveillance of the axle bearing mode (4.2.3.3.2)







7.3.2.5.





Rolling stock dynamic properties (4.2.3.4)







7.3.2.6.





Limit values for track load (4.2.3.4.2.2)







7.3.2.7.





Calculation values for new wheel profiles (4.2.3.4.3.1)







7.3.2.8.





Wheel set (4.2.3.5.2)







7.3.2.9.





Geometric properties of wheels (4.2.3.5.2.2)







7.3.2.10.





Release the current influence of the passengers on the platform (4.2.6.2.1)







7.3.2.11.





Pressure wave from the front of the train (4.2.6.2.3)







7.3.2.12.





Tyfonens sound pressure levels (4.2.7.2.2)







7.3.2.13.





ENERGY supply-General (4.2.8.2.1)







7.3.2.14.





Operation within the range of voltage and frequency ranges (4.2.8.2.2)







7.3.2.15.





Pantograph workspace in height (4.2.8.2.9.1)







7.3.2.16.





Pantograph head geometry (4.2.8.2.9.2)







7.3.2.17.





Pantograph contact force and dynamic properties (4.2.8.2.9.6)







7.3.2.18.





Forward vision (4.2.9.1.3.1)







7.3.2.19.





Leads the console's ergonomics (4.2.9.1.6)







7.3.2.20.





Materials requirements (4.2.10.2)







7.3.2.21.





Interfaces for water filling (4.2.11.5) and Toilet emptying (4.2.11.3)







7.3.2.22.





Special requirements for recommendation of trains on depot tracks (4.2.11.6)







7.3.2.23.





Refuelling equipment (4.2.11.7)







7.4.





Special environmental conditions







7.5.





Conditions which need to be addressed during the audit or other activities in the era







7.5.1.





Matters relating to a basic parameter in this TSI







7.5.1.1.





Axle load parameter (section 4.2.3.2.1)







7.5.1.2.





Limit values for the track loading (section 4.2.3.4.2.2)







7.5.1.3.





Aerodynamic effects (section 4.2.6.2)







7.5.2.





Conditions that are not attached to a basic parameter in this tsi, but who are treated in research projects







7.5.2.1.





Security justified additional requirements







7.5.3.





Conditions relevant for the EU's railway system, but falls outside the scope of the TSIs







7.5.3.1.





Interaction with the trace (section 4.2.3) – lubrication of wheel flanges or skids







ANNEX A





BUFFERS AND SCREW COUPLING SYSTEM







A.1.





Buffers







A.2.





Screw coupling







A.3.





Interaction between vehicle and buffers







ANNEX B





LIFTING-AND HÆVEPUNKTER







B. 1





Definitions







B.1.1.





Trace statement







(B) .1.2.





Salvage







B.1.3.





Raise the lifting points







B. 2





Track sentence meaning for the rolling stock construction







B. 3





location of hævepunkter on the construction of vehicles







B.4





Highlight/lifting point geometry







B. 4.1





Fixed built-in height lifting points







B. 4.2





Removable height lifting points







B. 5





Securing of apparel to subframe







B. 6





Selection of lift and lifting points to salvage







B. 7





Instructions on lifting and lifting







ANNEX C





SPECIAL PROVISIONS RELATING TO MOBILE EQUIPMENT TO CONSTRUCTION AND MAINTENANCE OF RAILWAY INFRASTRUCTURE







C. 1






The strength of vehicle design







C. 2





Lifting and uplift







C. 3





Dynamic properties at runtime







ANNEX D





ENERGY METER







ANNEX E





THE DRIVER'S BODY MEASUREMENTS







ANNEX F





FORWARD VISION







F. 1.





General







F.2.





The reference position of the vehicle in relation to the track:







F.3.





Reference for staff members ' eye position







F.4.





Viewing conditions







ANNEX G





ANNEX H ASSESSMENT OF THE ROLLING STOCK SUBSYSTEM







H. 1





The scope of the







H. 2





Characteristics and modules







ANNEX I





CONDITIONS FOR WHICH THERE IS NO TECHNICAL SPECIFICATION (OUTSTANDING POINTS)







ANNEX J





STANDARDS OR NORMATIVE DOCUMENTS, AS REFERRED TO IN THIS TSI











1. introduction

1.1. Technical scope

This technical specification for interoperability (TSI) relating to a particular subsystem and aims to ensure compliance with the essential requirements and the interoperability of the trans-European conventional rail system referred to in article 6. Directive 2008/57/EC.

The rolling stock subsystem referred to the trans-European conventional rail system referred to in article 6. Annex I, section 1 of Directive 2008/57/EC.

This TSI covers the rolling stock subsystem, as defined in annex II, section 2.6 of Directive 2008/57/EC and the relevant parts of the energy subsystem (' the part of the equipment for the measurement of electricity consumption, which is installed in the vehicle ', see. Annex II, section 2.2 of Directive 2008/57/EC), which corresponds to the part of the structurally defined Energy subsystem that is installed in the rolling stock.

This TSI applies to rolling stock:-used (or assumed to be used) on the rail network, which is defined in section 1.2, the Geographical scope of the



  and



– belongs to one of the following types (as specified in Directive 2008/57/EC, annex I, section 1.2):



– fuel or electric train set



– fuel or electric powered locomotives



– passenger carriages



–-mobile equipment for establishing and maintaining railway infrastructure.

Detailed clarifications of which rolling stock covered by this TSI, are indicated in this document section 2.

1.2. Geographical scope – the geographical scope of this TSI is the rail network of the trans-European conventional rail system, as described in Directive 2008/57/EC, annex I, section 1.1, Net.



– This TSI does not include requirements for the rolling stock for the high-speed train, which is designed for operation in the trans-European high-speed rail system referred to in article 6. Directive 2008/57/EC, annex I (section 2.2), by this high-speed nets provided maximum speed.



– The additional requirements, as it may be necessary to provide for the safe operation of the high-speed network of conventional rolling stock at speeds of less than 190 km/h, and which falls within the scope of this TSI (as defined in section 2.3 below), is listed as an outstanding point of this edition of this TSI.

1.3. content of the TSI

In accordance with Directive 2008/57/EC, article 5, paragraph 3, establishes this TSI: (a) It specifies the intended scope) (section 2).



b) lay down essential requirements for the affected area of the rolling stock subsystem and its interfaces with the other subsystems (section 3).



c) establishes the functional and technical specifications which the subsystem and its interfaces with other subsystems (section 4).



(d)), for which it shall determine the interoperability constituents and interfaces which must be drawn up for the European specifications, including European standards, which are necessary to achieve interoperability of the trans-European conventional rail system (section 5).



e) State, in each case under consideration, which procedures are to be used partly for the assessment of conformity or suitability for use of the interoperability constituents, on the one hand, the EC verification of subsystems (section 6).



f) indicate the strategy for implementing the TSI (section 7).



g) It specifies, in respect of the staff concerned, the professional qualifications and health and safety conditions is a prerequisite for the work with operation and maintenance of the subsystem and for application of the TSI (section 4).

In accordance with Directive 2008/57/EC, article 5, paragraph 5, may be in each TSI lay down rules on specific cases; such provisions are set out in section 7.

1.4. Documents referred to – the TSI for locomotives and passenger carriages for the conventional rail system: the present document.

Current legislation:

Directive 2008/57/EC – the TSI for the control-command and signalling in conventional rail system: decision 2006/679/EC 1), as amended by Commission decision 2006/860/EC 2), 2007/153/Ec3), 2008/386/Ec4), 2009/561/EC 5) and 2010/79/Ec6).



– The TSI on rolling stock in the railway system for high speed trains: Commission decision 2008/232/EF7)



– The TSI on accessibility for persons with reduced mobility: Commission decision 2008/164/EF8)



The TSI on safety in rail tunnels: – Commission decision 2008/163/Ec9)



– The TSI on noise from conventional rolling stock: Commission decision 2006/66/Ec10)



– The TSI for freight wagons in conventional rail system: Commission decision 2006/861/EF11), amended by Commission decision 2009/107/Ec12).



– The TSI for traffic operation and management in conventional rail system: Commission decision 2006/920/Ec13), amended by decision 2009/107/EC.



– Common Security method: Commission Regulation (EC) No 1782/2003. 352/200914).

Regulations under the TSI for the infrastructure: – adoption for the conventional rail system



– The TSI for conventional rail to energy



– Description of the modules for conformity assessment



– Revision of the TSI for traffic operation and management (annex I, P and T).

Legislation under preparation:

-Telematic applications for passenger services.

2. ROLLING STOCK: SUBSYSTEM and FEATURES

2.1. The rolling stock subsystem in conventional rail system

The trans-European rail system includes a high-speed rail system and a conventional rail.

According to Directive 2008/57/EC shall include the rolling stock subsystem of the trans-European high-speed rail system trains designed to run on the trans-European high-speed rail network, which consists of special, newly-built high-speed lines, on the one hand, lines specially upgraded for high speed traffic (IE. for speeds of approximately 200 km/h or more), and listed as such in annex 1 of European Parliament and Council decision No. 1692/96/Ec15).

Note: in section 1.1 of the rolling stock Tsi for high-speed, a speed threshold at 190 km/h for the rolling stock within its technical scope.

According to Directive 2008/57/EC shall include the rolling stock subsystem of the trans-European conventional rail system all trains that can run on all or part of the conventional lines of TEN; There is no highest operating speed for these trains.

The conventional rail system is subdivided into subsystems that are defined in Directive 2008/57/EC, annex II (section 1), where they are listed as follows:

Structurally defined areas: – infrastructure



– energy



-control and command and signalling



– rolling stock.

Functionally defined areas:




-traffic operation and management



– maintenance



— telematics applications for passenger and freight traffic.

Apart from Maintenance are treated each subsystem in its TSI.

The rolling stock subsystem (as defined in section 1.1), is addressed in this TSI, interfaces with other subsystems of the conventional rail system; These interfaces are treated within the framework of an integrated system and shall meet all the relevant Tsis.

In addition to the above, in the absence of Tsis: – two Tsis, which describes specific aspects of the railway system and affecting several subsystems, including the rolling stock for the conventional rail system:



a) Safety in railway tunnels



b) Accessibility for persons with reduced mobility.



  as well as



– two Tsis relating to the rolling stock subsystem for conventional trains:



c) noise



d) freight wagons.

The requirements for the rolling stock subsystem, made in these four Tsis, is not repeated in this TSI.

2.2. Definitions relating to rolling stock

In this TSI, the following definitions shall apply: Oprangering by train:



– ' Device ' is used as a general term for rolling stock covered by this TSI and thus must be issued a certificate of EC verification.



– A device may consist of several ' vehicles ' as defined by Directive 2008/57/EC, article 2, subparagraph (c)); the scope of this TSI means that the term ' vehicle ' shall be used only for the rolling stock subsystem.



– A ' train ' is an operational oprangering consisting of one or more devices.



– A ' passenger train ' is an operational oprangering, as passengers have access to (a train consisting of passenger vehicles, but that passengers do not have access to, are not considered to be a passenger trains).



– A ' oprangering ' is a oprangering, which can only be reconfigured at a workshop.



– A» oprangering «is a predefined oprangering consisting of several interconnected devices, as defined in the design stage and can be reconfigured during operation.



– ' Interconnected operation ': where there is a need for ' interconnected operation ' means – is designed so that more trains train set (of the type that is under review) can be linked together so that they act as one train that is controlled from one driver's cab.



– is the locomotive designed so that several locos (of the type that is under review) can be included in one train that is controlled from one driver's cab.



– "General operation ' means a device designed for general operation when the device is assumed to be linked with one or more other devices in a oprangering that is not defined in the design stage.



Rolling stock:



A) self-propelled fuel-or electrically powered trains: A ' multiple unit ' is a fixed oprangering, which can act as a train; It is assumed by definition not reconfigured except at a workshop. It is either composed of motorized vehicles alone or by motorized and non-motorized vehicles.

A ' el-and/or diesel powered train set ' is a train set, whose vehicles all can take on passengers or baggage/mail.

A ' skinnebus ' is a vehicle that can run itself and result in passengers or baggage/mail.



(B) Fuel or electric traction units): A ' locomotive ' is a traction vehicle (or a combination of multiple vehicles) that are not assumed to result in payload, and which during normal operation can be disconnected from a train and run itself.

A ' shunter ' is a traction device that is designed to only be used on shunting areas, railway stations and depots.

Traction in a train can also be supplied by a power-driven vehicle with or without the driver's cab, which is not meant to be disconnected during normal operation. Such a vehicle is called a ' motor caravan ' in General and a Powerhead, when it is connected at the end of the train set and have the drivers cab.



C) passenger carriages and equivalent: a ' caboose ' is a non-towing vehicle, which can lead to passengers in a fixed or variable oprangering (this Tsi requirements for passenger carriages applies to sitting cars, dining cars, sleeping cars, lounge cars, etc.). A passenger car may be equipped with driver's cab; in this case it is called a ' manage cart '.

A ' baggage car ' is a non-towing vehicle, which could cause other payloads than passengers, URf.eks. luggage or post, and which is intended to be incorporated into a fixed or variable oprangering to passenger transport. A baggage wagon can be equipped with a driving cab and called in this case a ' manage cart '.

A ' manage cart ' is a non-towing vehicle equipped with a driving cab.

A ' bilvogn ' is a non-towing vehicle, which can result in passenger cars without passengers, and which is intended to be incorporated in a passenger train.

A ' fast car group ' is a non-migratory oprangering of additional passenger carriages are ' semi-permanent ' coupled or can only be reconfigured when not in operation.



D) mobile equipment for establishing and maintaining railway infrastructure (service vehicles)» Working vehicles ' are vehicles designed specifically for construction and maintenance tasks on the track and infrastructure. Service vehicles are used in different operation modes: during work, during transport as a self-propelled vehicle and during transport as drawn vehicle.

Vehicles for inspection of the infrastructure, which is used to monitor the infrastructure mode, be regarded as service vehicles in accordance with the above definition.

2.3. Rolling stock within the scope of this TSI

The scope of this TSI for the rolling stock classified according to the types of rolling stock is defined in section 1.1, is described in more detail below: A) self-propelled fuel-or electrically powered trains: This type includes all passenger trains in fixed or predetermined oprangering.

Some of the train's vehicles are equipped with fuel or electric traction equipment, and train is equipped with a driver's cab.

Exemptions from the scope:

Rolling stock, which is primarily designed to run on tramways or letbanenet in cities and intended for passenger transport in the cities and their neighbourhoods, are not covered by this TSI in the present version.

Diesel multiple units and electric power and/or diesel multiple units, which is designed to run on explicitly identified local rail network (urban and suburban courses) that are not included in the trans-European lines, are not covered by this TSI in the present version.

When these types of rolling stock are assumed to be inserted on TEN stretches over very short distances due to the railway network's local design, article 24 and 25 of Directive 2008/57/EC (which refers to national regulations).



(B) Fuel or electric traction units): This type includes towing vehicles that cannot result in payload, URf.eks. fuel or electric powered locomotives or power heads.

The affected towing vehicles intended for the carriage of goods and/or passenger transport.

Exemptions from the scope:

Shunting locomotives, which are defined as devices that are not designed to run on the main lines of TEN, are not covered by this TSI in the present version.

When it is assumed that they must perform shunting movements (over short distances) on main lines in TEN, article 24 and 25 of Directive 2008/57/EC (which refers to national regulations).



C) passenger vans and similar:



– Passenger carriages: This type includes non-towing vehicles transporting passengers and runs in a variable oprangering in conjunction with the above-defined category of vehicles ' fuel thermal or electric traction units ', which provides traction.



– Vehicles that do not give rise to passengers, but are part of a passenger train:



– Non-towing vehicles in passenger trains (URf.eks. travel goods or postal cars, bilvogne and vehicles for the service) are covered by this TSI in force of the enlarged personvogns concept.

Exemptions from the scope: – freight wagons are not covered by this TSI; they are covered by the TSI for freight wagons, even if they are part of a passenger train (train composition is in this case an operating questions).



-Vehicles intended for the transport of vejmotorkøretøjer with people in these vejmotorkøretøjer are not covered by this TSI.



D) mobile equipment for establishing and maintaining railway infrastructure, This type of rolling stock is only covered by this TSI, when: – it runs on its own rail wheels



– It is designed in order to be detected by a track-based train detection systems for traffic management, and



– It is configured for transport (drive) on my own railway wheels, self-propelled or towed.

Working configuration is not covered by this TSI.

3. ESSENTIAL REQUIREMENTS

3.1. General

In accordance with Directive 2008/57/EC, article 4, paragraph 1, the trans-European conventional rail system, subsystems and interoperability constituents meet the essential requirements, which are described in general terms in annex III to the directive.


Within the framework of this TSI shall be ensured the fulfilment of the essential requirements listed in this annex, section 3.2, in compliance with the specifications for the delsystemernes he is described in section 4 and certifying them in section 5, when compliance is detected by a positive outcome of the assessment, described in section 6.1, in the case of conformity and/or suitability for use of interoperability constituents and in section 6.2, as regards verification of the subsystems.

If a part of the essential requirements to be met by compliance with the national regulations, because the TSI expressly leaves that point be outstanding, or because they are covered by special case described in section 7.3 of this annex, to the corresponding national provisions include conformity assessment to be carried out on the relevant Member State responsibility.

3.2. Elements of the rolling stock subsystem in relation to the essential requirements

For the rolling stock subsystem, it is apparent from the table below, what are the essential requirements as defined and numbered in annex III to Directive 2008/57/EC, are achieved by the specifications of this TSI, section 4.

Items of rolling stock in relation to the essential requirements Element in the rolling stock subsystem





REF. in the TSI,





Security





Reliability, availability





Health





Protection of the environment





Technical compatibility







Between the clutch





4.2.2.2.2





1.1.3

2.4.1



 

 

 

 





Endekobling





4.2.2.2.3





1.1.3

2.4.1



 

 

 

 





Emergency coupler





4.2.2.2.4



 



2.4.2



 

 



2.5.3







Access conditions for staff of the coupling and decoupling





4.2.2.2.5





1.1.5



 



2.5.1



 



2.5.3







Transitions between carriages





4.2.2.3





1.1.5



 

 

 

 





The strength of vehicle design





4.2.2.4





1.1.3

2.4.1



 

 

 

 





Passive safety





4.2.2.5





2.4.1



 

 

 

 





Lifting and uplift





4.2.2.6



 

 

 

 



2.5.3







Attach devices to the cart construction





4.2.2.7





1.1.3



 

 

 

 





Access doors for personnel and goods





4.2.2.8





1.1.5

2.4.1



 

 

 

 





Mechanical properties of glass





4.2.2.9





2.4.1



 

 

 

 





Loading conditions and weighted mass





4.2.2.10





1.1.3



 

 

 

 





Profile-Kinematic gauge





4.2.3.1



 

 

 

 



2.4.3







Axle load





4.2.3.2.1



 

 

 

 



2.4.3







Wheel load





4.2.3.2.2





1.1.3



 

 

 

 





Parameters in the rolling stock subsystem, which affects the control-command and signalling subsystem





4.2.3.3.1





1.1.1



 

 

 



2.4.3

2.3.2







Surveillance of the axle bearing mode





4.2.3.3.2





1.1.1





1.2



 

 

 





Protection against on-track derailment distorted to a





4.2.3.4.1





1.1.1

1.1.2



 

 

 



2.4.3







Dynamic properties at runtime





4.2.3.4.2





1.1.1

1.1.2



 

 

 



2.4.3







Limit values for driving safety





4.2.3.4.2.1





1.1.1

1.1.2



 

 

 



2.4.3







Limit values for trace load






4.2.3.4.2.2



 

 

 

 



2.4.3







Equivalent conicity





4.2.3.4.3





1.1.1

1.1.2



 

 

 



2.4.3







Calculation values for new wheel profiles





4.2.3.4.3.1





1.1.1

1.1.2



 

 

 



2.4.3







Operating values for equivalent conicity of wheelset





4.2.3.4.3.2





1.1.2





1.2



 

 



2.4.3







Bogie frame construction





4.2.3.5.1





1.1.1

1.1.2



 

 

 

 





Mechanical and geometrical characteristics of wheelset





4.2.3.5.2.1





1.1.1

1.1.2



 

 

 



2.4.3







Mechanical and geometrical characteristics of wheels





4.2.3.5.2.2





1.1.1

1.1.2



 

 

 

 





Wheel sets that can be set to different track gauges





4.2.3.5.2.3





1.1.1

1.1.2



 

 

 

 





Minimum curve radius





4.2.3.6





1.1.1

1.1.2



 

 

 



2.4.3







Guard irons





4.2.3.7





1.1.1



 

 

 

 





Braking – functional requirements





4.2.4.2.1





1.1.1

2.4.1





2.4.2



 

 



1.5







Braking – safety requirements





4.2.4.2.2





1.1.1





1.2 2.4.2



 

 

 





Type of braking system





4.2.4.3



 

 

 

 



2.4.3







Activation of the emergency brake





4.2.4.4.1





2.4.1



 

 

 



2.4.3







Activation of the service braking system





4.2.4.4.2



 

 

 

 



2.4.3







Activation of the direct brake





4.2.4.4.3



 

 

 

 



2.4.3







Activation of dynamic brake





4.2.4.4.4





1.1.3



 

 

 

 





Actuation of the parking brake





4.2.4.4.5



 

 

 

 



2.4.3







Braking – General requirements





4.2.4.5.1





1.1.1

2.4.1





2.4.2



 

 



1.5







Emergency braking





4.2.4.5.2





2.4.1



 

 

 



2.4.3







Service braking





4.2.4.5.3



 

 

 

 



2.4.3







Calculations regarding. heat capacity





4.2.4.5.4





2.4.1



 

 

 



2.4.3







Parking brake





4.2.4.5.5





2.4.1



 

 

 



2.4.3







Limit profile for friction between wheel and rail





4.2.4.6.1





2.4.1





1.2 2.4.2



 

 

 





System for blocking protection





4.2.4.6.2





2.4.1





1.2 2.4.2



 


 

 





Dynamic brake – brake systems associated with traction





4.2.4.7



 



1.2 2.4.2



 

 

 





Brake system that is independent of adhesion conditions-General





4.2.4.8.1.



 



1.2 2.4.2



 

 

 





Magnetic rail brake





4.2.4.8.2.



 

 

 

 



2.4.3







Eddy current brake





4.2.4.8.3



 

 

 

 



2.4.3







Braking mode and error display





4.2.4.9





1.1.1





1.2 2.4.2



 

 

 





The braking requirements for recovery situations





4.2.4.10



 



2.4.2



 

 

 





Sanitary systems





4.2.5.1



 

 

 



1.4.1



 





Public address system: lydkommunikationssystem





4.2.5.2





2.4.1



 

 

 

 





Passenger alarm: functional requirements





4.2.5.3





2.4.1



 

 

 

 





Safety instructions to the passengers – Signage





4.2.5.4





1.1.5



 

 

 

 





Communications systems for use by passengers





4.2.5.5





2.4.1



 

 

 

 





Exterior doors: of and access





4.2.5.6





2.4.1



 

 

 

 





Exterior doors: system construction





4.2.5.7





1.1.3

2.4.1



 

 

 

 





Doors between devices





4.2.5.8





1.1.5



 

 

 

 





Indoor air quality





4.2.5.9



 

 



1.3.2



 

 





Side Windows of the car body





4.2.5.10





1.1.5



 

 

 

 





Environmental conditions





4.2.6.1



 



2.4.2



 

 

 





Release the current influence of the passengers on the platform





4.2.6.2.1





1.1.1



 



1.3.1



 

 





Slip stream the influence of people who work along the trail





4.2.6.2.2





1.1.1



 



1.3.1



 

 





Pressure wave from the train's front end





4.2.6.2.3



 

 

 

 



2.4.3







Maximum pressure variations in tunnels





4.2.6.2.4



 

 

 

 



2.4.3







Side wind





4.2.6.2.5





1.1.1



 

 

 

 





Headlights





4.2.7.1.1



 

 

 

 



2.4.3







Marker lights





4.2.7.1.2





1.1.1



 

 

 



2.4.3







End signal





4.2.7.1.3





1.1.1



 

 

 



2.4.3







Lamp control





4.2.7.1.4



 

 

 

 



2.4.3







Typhoon – General





4.2.7.2.1





1.1.1



 

 


 



2.4.3

2.6.3







Tyfonens sound pressure levels





4.2.7.2.2





1.1.1



 



1.3.1



 

 





Protection





4.2.7.2.3



 

 

 

 



2.4.3







Typhoons, Manager





4.2.7.2.4





1.1.1



 

 

 



2.4.3







Traction performance





4.2.8.1



 

 

 

 



2.4.3

2.6.3







Energy supply





4.2.8.2

4.2.8.2.1

to

4.2.8.2.9



 

 

 

 



1.5

2.4.3

2.2.3







Electrical protection of the train





4.2.8.2.10





2.4.1



 

 

 

 





Diesel and other fuel-powered traction systems





4.2.8.3





2.4.1



 

 

 



1.4.1







Protection against electrical hazard





4.2.8.4





2.4.1



 

 

 

 





Driver's cab – General





4.2.9.1.1





































Of and access





4.2.9.1.2





1.1.5



 

 

 



2.4.3







Vision





4.2.9.1.3





1.1.1



 

 

 



2.4.3







Interior design





4.2.9.1.4





1.1.5



 

 

 

 





Driver seat





4.2.9.1.5



 

 



1.3.1



 

 





Leads the console's ergonomics





4.2.9.1.6





1.1.5



 



1.3.1



 

 





Climate control and air quality





4.2.9.1.7



 

 



1.3.1



 

 





Interior lighting





4.2.9.1.8



 

 

 

 



2.6.3







Front window – mechanical properties





4.2.9.2.1





2.4.1



 

 

 

 





Front window – optical properties





4.2.9.2.2



 

 

 

 



2.4.3







Front window – equipment





4.2.9.2.3



 

 

 

 



2.4.3







Control with the driver's activity





4.2.9.3.1





1.1.1



 

 

 



2.6.3







Speed view





4.2.9.3.2





1.1.5



 

 

 

 





The driver's display and monitors





4.2.9.3.3





1.1.5



 

 

 

 





Controls and indicators





4.2.9.3.4





1.1.5



 

 

 

 





Labelling





4.2.9.3.5



 

 

 

 



2.6.3







Remote control function





4.2.9.3.6





1.1.1



 

 

 

 





Tool and removable equipment on board





4.2.9.4





2.4.1



 

 


 



2.4.3

2.6.3







Storage capacity for the staff's personal belongings





4.2.9.5





































Recording device





4.2.9.6



 

 

 

 



2.4.4







Fire safety – material requirements





4.2.10.2





1.1.4



 



1.3.2





1.4.2



 





Specific measures for flammable liquids





4.2.10.3





1.1.4



 

 

 

 





Evacuation of passengers





4.2.10.4





2.4.1



 

 

 

 





Fire barriers





4.2.10.5





1.1.4



 

 

 

 





External cleaning of trains





4.2.11.2



 

 

 

 



1.5







Toilet discharge system





4.2.11.3



 

 

 

 



1.5







Vandpåfyldningudstyr





4.2.11.4



 

 



1.3.1



 

 





Interface for water filling





4.2.11.5



 

 

 

 



1.5







Particular requirements for recommendation of trains on depot tracks





4.2.11.6



 

 

 

 



1.5







Refuelling equipment





4.2.11.7



 

 

 

 



1.5







General documentation





4.2.12.2



 

 

 

 



1.5







Documentation for the maintenance





4.2.12.3





1.1.1



 

 

 



2.5.1

2.5.2

2.6.1

2.6.2







Documentation relating to operation





4.2.12.4





1.1.1



 

 

 



2.4.2

2.6.1

2.6.2







Lift chart and instructions





4.2.12.5



 

 

 

 



2.5.3







Descriptions relating to the rescue





4.2.12.6



 



2.4.2



 

 



2.5.3









Note: this list includes only those items in section 4.2, containing requirements.





 









3.3. Essential requirements, which are not covered by this TSI

Some of the essential requirements in annex III to Directive 2008/57/EC listed as ' General ' or as ' special requirements for each of the subsystems ' under the other subsystems, are important for the rolling stock subsystem. Those of you who are not or only to a limited extent are addressed in this TSI shall be noted below.

3.3.1. General requirements, requirements for maintenance and operation

The sections and the essential requirements referred to below is numbered as in annex III to Directive 2008/57/EC.

The following essential requirements are not addressed in this TSI:

1.4. Environmental protection

1.4.1. ' the environmental impact of establishment and operation of the rail system must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force. '

This essential requirement to be fulfilled on the basis of the relevant applicable European regulations.

1.4.3. The rolling stock and energy-supply systems must be designed and manufactured in such a way as to be electromagnetically compatible with the installations, equipment and public or private networks with which they might interfere. '

This essential requirement to be fulfilled on the basis of the relevant applicable European regulations.

1.4.4. ' railway system shall be operated in compliance with the prescribed limits for noise nuisance. '

This essential requirement to be fulfilled on the basis of the applicable TSI on noise.

1.4.5. ' railway system to be operated without soil vibrations for the activities and areas close to the infrastructure and in a normal state of maintenance '.

This essential requirement to be fulfilled on the basis of the TSI for conventional rail infrastructure (outstanding point in the current version).

2.5. Maintenance

Within the scope of this TSI in accordance with section 3.2, are only relevant to these essential requirements documentation for technical maintenance of the rolling stock subsystem; as regards the maintenance installations falls they do not in this TSI.

2.6. Operation

Within the scope of this TSI in accordance with section 3.2, these essential requirements relevant to documentation about the operation of the rolling stock subsystem (essential requirement 2.6.1 and 2.6.2), and as regards the rolling stock technical compatibility with the operational requirements (essential requirement 2.6.3).

3.3.2. Special requirements to the other subsystems

The requirements for the other relevant subsystems are necessary in order to comply with these essential requirements for the whole rail system.

The requirements for the rolling stock subsystem, which contribute to the fulfilment of these essential requirements are specified in this TSI, section 3.2, corresponding to those referred to in 2.2.3 and 2.3.2 of annex III to Directive 2008/57/EC.

Other essential requirements do not fall within the scope of this TSI.


4. CHARACTERISATION of the SUBSYSTEM ROLLING STOCK

4.1. introduction

4.1.1. General

The trans-European conventional rail system, to which Directive 2008/57/EC applies and of which the rolling stock subsystem is a part of, is an integrated system whose internal coherence requires verification. The link must be checked in particular with regard to the specifications of the rolling stock subsystem, its interfaces with the other subsystems in the conventional rail system, as well as operating and maintenance rules.

The basic parameters of the subsystem rolling stock is defined in section 4 of this TSI.

The functional and technical specifications of the subsystem and its interfaces, described in section 4.2 and 4.3, does not require the use of specific technology or particular technical solutions, unless it is strictly necessary for the interoperability of the trans-European conventional rail system.

Innovative solutions, which do not fulfil the requirements of this TSI and/or cannot be assessed in conformity with this TSI require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in section 6, under the heading ' innovative solutions '.

What are the characteristics that must appear in the ' European register of authorised vehicle types ', specified in this TSI, section 4.8.

4.1.2. Description of the rolling stock covered by this TSI

Rolling stock, as this TSI applies to (referred to as ' units ' of this TSI) are outlined in the EC verification certificate by using one of the following characteristics: – fixed oprangeret multiple units and, where appropriate, predefined oprangeringer of several trains of the type that are under assessment for coupled operation.



– Single-vehicle, or leased vehicle groups, who are assumed to be used in predefined oprangeringer.



– Single-vehicle, or leased vehicle groups, who are assumed to be used in the general operation and, where appropriate, in the predefined oprangeringer of several vehicles (locomotives) of the type that are under assessment for coupled operation.

Note: the interconnected operation of the unit, which is under evaluation, with other types of rolling stock does not fall under this TSI.

Definitions relating to the oprangering of trains and devices listed in section 2.2.

When a device is assumed to be applied in solid or predefined oprangeringer, must be assessed, the party requesting the assessment, define which oprangeringer assessment applies to; These oprangeringer must be specified in the certificate of EC verification. The definition of each oprangering must specify the type designation on each vehicle, the number of vehicles and their place in the oprangeringen. Detailed specifications are given in section 6.2.

For some characteristics, and some reviews of a device that is assumed to be applied in general operation, must be laid down limitations, with regard to oprangeringen. These restrictions are defined in section 4.2 and 6.2.6.

4.1.3. Breakdown of rolling stock in major categories, as the TSI requirements shall apply to

In the following sections of this TSI is used a system of technical categorization of the rolling stock to determine which requirements that apply to a given device.

The requesting evaluation of a device, as this TSI applies shall indicate which categories the device belongs to. The categorization should also be used by the notified body for assessment to determine which of the requirements of the TSI that apply, and it shall be stated in EC-verifkationsattesten.

The rolling stock shall be divided into the following categories: – technical unit for passenger transport



– device for transport of cargo linked to passengers (luggage, cars, etc.)



– device with driver's cab



– device with traction equipment



– electrical device, IE. a device that is supplied with electric energy of an electrification system as specified in the TSI energy for conventional rail



– freight locomotive: a device intended to tow wagons



– passenger train locomotive: a device intended to tow cars



– equipment for construction and maintenance of track (service vehicles).

A given entity can belong to one or more of the above categories.

Unless otherwise specified in the provisions under section 4.2 shall apply the requirements of this TSI for all the above-defined technical categories of rolling stock.

The unit's operational configuration must also be taken into consideration during the evaluation; a distinction must be made between: – devices that can be operated as trains, and



– devices that cannot be operated as trains without being coupled to one or more other devices (see also section 4.1.2, 6.2.6 and 6.2.7).

4.1.4. Fire Security categorization of rolling stock

For the purpose of fire safety requirements and specify this TSI defines three categories of rolling stock in section 4.2.10.

In line with the rolling stock Tsi for high-speed and Tsi on safety in rail tunnels, all rolling stock covered by this TSI, belong to (at least) one of the following categories: – fire safety category A



– fire safety category B



– freight locomotives and working vehicles.

4.2. Functional and technical specification of the subsystem

4.2.1. General

4.2.1.1. Breakdown

In the light of the essential requirements in section 3 are grouped and subordinated to the functional and technical specifications for the rolling stock subsystem in the following provisions of this section: – Constructions and mechanical parts



– Interaction with the track as well as adjustment



– Brakes



– Conditions of importance for passengers



– Environmental conditions



-Exterior lighting as well as visible and audible warning devices



– Traction and electrical equipment



– Driver's cab and interface between driver and cab-equipment



– Fire safety and evacuation



– Ongoing maintenance



– The documentation concerning the operation and maintenance Of specific technical conditions refer to the functional and technical specification explicitly for a provision in an a-standard or another technical document, see. Directive 2008/57/EC, article 5, paragraph 8. These references are indicated in annex J to this TSI.

Information that should be available to staff on the train, so that it can know the train's operating mode (normal operating mode, faulty equipment, degraded operating mode etc.) are described in the provision, which relates to that function, and in section 4.2.12, Documentation relating to operation and maintenance.

4.2.1.2. Outstanding points

When the functional and technical specification that is necessary in order to meet the essential requirements, is not prepared for a given technical conditions and therefore not included in this TSI are marked this fact as an outstanding point in the relevant provision. In annex I to the present TSI lists all outstanding points referred to in article 6. Directive 2008/57/EC, article 5, paragraph 6.

It shall also indicate in Annex i, on the outstanding points pertain to the technical compatibility with the Web. To this end annex I is divided into three parts: – General outstanding points that apply to an entire network.



– Outstanding points relating to the technical compatibility between the vehicle and the network.



– Outstanding points that do not concern the technical compatibility between the vehicle and the network.

As set out in Directive 2008/57/EC, article 17, paragraph 3, to the fulfilment of the essential requirements by outstanding points is assessed on the basis of national technical rules.

4.2.1.3. Security issues

The features that contribute to the fulfilment of the essential requirements for safety are set out in section 3.2.

Most of the safety requirements for these functions are included in the technical specifications set out in section 4.2 (URf.eks. passive safety, wheels, ...).

For the following security-related features, the technical specifications shall be supplemented by the requirements in terms of safety requirements, for which after the display of the line can be done by applying the principles described in regulation on a common security method for risk evaluation and assessment (similar to one or more reference systems, use of recognized practice, probability-based methodology): – dynamic properties (when using Active Management), see. section 4.2.3.4.2.



– Emergency brake capability (including disconnection of traction), see. section 4.2.4.2, 4.2.4.7 and 4.2.4.8.1; the safety requirements set out in paragraphs 4.2.4.2.2.



– Parking brake, see. section 4.2.4.2, 4.2.4.4.5 and 4.2.4.5.5; the safety requirements set out in paragraphs 4.2.4.2.2.



– Braking mode and error display, see. section 4.2.4.9.



– Passenger alarm, see. section 4.2.5.3.



– Manager of exterior doors for passengers without prejudice. section 4.2.5.6.



– Disruption of energy supply, without prejudice. section 4.2.8.2.10.



– Control of locomotive driver's activity, see. section 4.2.9.3.1.



– Fire barriers (other than dividing walls throughout the train's cross-section), see. section 4.2.10.5.

In cases where these functions are designated as safety-related, not or not sufficiently specified in terms of their safety aspects, indicate this as an outstanding point in the determination, where the function to be specified.

Software used to perform safety-related functions must be developed and evaluated by a method suitable for security-related software.


This applies to software which affects the features listed as security in section 4.2.

4.2.2. Construction and mechanical parts

4.2.2.1. General

This part deals with requirements for the design of the vehicle bodyshell (vehicle structural strength) and of the mechanical joints (mechanical interfaces) between vehicles or between devices.

Most of these requirements aim to ensure the train's mechanical resistance during operation and recovery operations as well as to protect the space intended for passengers and crews in the event of collision or derailment.

4.2.2.2. Mechanical interfaces

4.2.2.2.1. General terms and definitions

When a train oprangeres (see definition in section 2.2), connected vehicles together in a way that makes it possible to operate them as a whole. The clutch is the mechanical interface that enables this. It has several types of couplings: – A ' medium clutch ' is a coupling device between vehicles, which can form a unit, which consists of several vehicles (URf.eks. a fixed wagon group or multiple units).



– A ' endekobling ' on devices is the coupling device that is used to connect two (or more) devices together to form a train. It is not obligatory to equip units with endekoblinger. When there is no endekobling on the end of a unit, must be at this end is placed a device that enables emergency Coupler.



  Endekoblinger can be automatic, semi-automatic or manual.



  In this TSI, the term ' endekobling ' a endekoblingssystem manual, which requires that one or more people staying between the units to be together-or decoupling, to the mechanical coupling of these units can take place.



– An ' emergency coupler shall be the coupling device that makes it possible to recover the device by using a tow traction device that is equipped with a standard manual clutch in accordance with section 4.2.2.2.3 when the unit to be salvaged has another coupling system or has no coupling system.

4.2.2.2.2. Between clutch

Between couplings between different vehicles in a device must have a springing system that can withstand the forces resulting from the intended operating conditions.

When medium-voltage switchgear systems between vehicles have lower longitudinal strength than the device endekoblinger, precautions must be taken, which makes it possible to recover the device after the breach of such a medium clutch; These precautions shall be described in the documentation required in section 4.2.12.6.

Articulated units: the joint between two vehicles with common apparel shall conform to the requirements of section 6.5.3 and 6.7.5 in EN12663-1:2010.

4.2.2.2.3. Endekobling a) Endekobling – generally Is one of the ends on a device is equipped with endekobling, is subject to the following requirements for all types of endekobling (automatic, semi-automatic and manual): – Endekoblinger must have a springy clutch system that can withstand the forces generated by the intended operating and recovery conditions.



– The mechanical coupling type and its nominal calculation maximum values for drag and pressure forces are to be entered in the register of rolling stock, see. section 4.8 of this TSI.

In addition, there are no requirements for automatic and semi-automatic coupling systems in this TSI.



b)» Manual «coupling systems the following provisions apply specifically for devices with a ' manually ' coupling system: – Coupling system must be designed in such a way that it does not require human presence between the units to be together-or decoupled, while one of them is in motion.



– Passenger carriages with manual switching systems must be equipped with pokes, vehicle and screw coupling system that meets the requirements of the parts of EN15566 and EN15551:2009:2009, as concerns passenger carriages. Devices other than the passenger cars with manual systems shall be equipped with coupling buffer, vehicle and screw coupling system that meets the requirements of the relevant parts of the EN15551:2009 and EN15566:2009.

In all cases, buffers and screw coupling installed as prescribed in Annex A, section A1 to A3.

For all devices that are designed to operate only on the rail network with standard track gauge 1435 mm and which are equipped with manual clutch and pneumatic UIC braking shall be subject to the following requirements: – Dimensions and laying of brake pipes and brake hoses, couplings and taps shall meet the requirements set out in annex I to the TSI for freight wagons for conventional trains. The location of the brake lines and taps in the longitudinal and vertical relative to the buffer plate must comply with the corresponding requirements of UIC 541-1 leaflet: Nov 2003, Annex B2, figure 16b or 16 c.

Note: they will later have to comply with a standard, which is currently under preparation.



– The location of the brake lines and taps into the transverse direction is acceptable if it meets the requirements of UIC 648: Sep 2001.



c) Manually coupling system – Compatibility between devices that are designed to operate on networks with other track gauges units built for operation on the rail network with several track gauges (1435 mm and 1520. URf.eks/1524 mm or 1435 mm and 1668 mm) and which is equipped with ' manual ' clutch and pneumatic UIC braking system must be compatible with both: – interface requirements in section 4.2.2.2.3,» Endekobling «, to 1435 mm net and



– the associated specific case for networks with other gauge than the 1435 mm, as described in section 7.3.

4.2.2.2.4. Emergency coupler

At both ends of the units that are either not equipped with endekobling or is equipped with a coupling system, which is not compatible with the manual clutch system referred to in section 4.2.2.2.3, placed devices that make it possible to free up the line in the event of damage by pulling or pushing the unit: – If the unit is to be salvaged, is equipped with a endekobling : by means of a traction device that is equipped with the same type of endekoblingssystem, and



– using a salvage unit, IE. a traction unit on each end for the purpose of the salvage operations are equipped with:



– a manual clutch system and pneumatic brake in accordance with section 4.2.2.2.3



– brake pipes and taps placed on the page in accordance with UIC 648: Sep 2001



– a free piece of 395 mm above the centre line to give space to attach the below described emergency Coupler.

This is accomplished by using either a fixed mounted compatible coupling system or an emergency coupler (also called nødkoblings adapter).

In this case, the unit for assessment, be so designed that it is possible to cause the emergency coupler on board.

The emergency coupler shall meet the following requirements: – it must be designed in such a way that it can be towed at a speed of at least 30 km/h on railway lines that meet the TSI for conventional rail infrastructure.



– It must be able to be fixed after mounting on recovery unit in a way that prevents it from going loose during the salvage operation.



– It must be able to withstand the forces generated by the intended recovery ratio.



– It must be designed in such a way that there is no human presence is required between the salvage unit and the device to be salvaged, while one of them is in motion.



– Neither the emergency coupler or a possible brake hose must limit the movements to the page when it is put on the salvage unit.

Brake interface is subject to the requirements of section 4.2.4.10.

4.2.2.2.5. Accessibility of staff of coupling and decoupling

The devices must be designed in such a way that personnel are not exposed to unnecessary risk during coupling and decoupling or during salvage.

In order to meet this requirement must be devices which are equipped with manual coupling systems in accordance with section 4.2.2.2.3 shall meet the following requirements (' Bern-rectangle '): – The areas, there is a need, as shown in Annex A, figure A2 shall be free of fixed parts. For the sake of this requirement is the coupling components placed in the middle of in the page orientation.



– There may be connection cables and flexible hoses as well as elastic, deformable parts of transitions in this area. There must be no devices under pufferne, which hinder access to the area.



– If there is mounted a combined machine and screw coupling, the automatic coupling head must protrude into the Bern-the rectangle on the left side (as shown in figure A2), when it is stowed and screw coupling is in use.



– There must be a guardrail under each buffer. Hand hoops must be able to withstand a force of 1.5 kN.

4.2.2.3. Transitions between carriages

When a transition gives passengers the opportunity to move between cars or trains, it must not expose passengers to undue risk.

If the train is assumed to run, without the transition is connected, it must be possible to prevent passengers from having access to it.

The requirements for transition the door, when the transition is not in use, is set out in section 4.2.5.8, Relationship of importance for passengers – doors between devices.

Provision of additional requirements in the TSI on accessibility for persons with reduced mobility (Tsi concerning accessibility for persons with reduced mobility, section 4.2.2.7, Areas with free passage).

These requirements do not apply at the end of the vehicles where this area not usually assumed to be used by passengers.

4.2.2.4. The strength of vehicle design

This section applies to all devices.


For mobile equipment for establishing and maintaining railway infrastructure (service vehicles), however, provided alternative requirements for static load, category and acceleration in Annex C, section 1.

Cart box static and dynamic strength (exhaustion) is relevant for the performance of the security required for the occupants, and that vehicle design remains intact during train operation and ranking.

Therefore, each vehicle design meet the requirements of EN 12663-1:2010, ' Structural requirements of railway vehicle bodies – party 1, Locomotives and passenger rolling stock (and alternative method for freight wagons) '. The categories of rolling stock to be taken into consideration, corresponds to category L for locomotives and traction units and category PI and PII for all other vehicle types on the scope of this TSI, as defined in section 5.2 of EN 12663-1:2010.

Cart of the institution's ability to resist permanent deformation and rupture may be shown by calculations or when tested under the conditions laid down in EN 12663-1:2010, section 9.2.3.1.

The States of loading to be taken into account, must be in conformity with this TSI, section 4.2.2.10.

Assumptions about the aerodynamic load must be as described in section 4.2.6.2.3.

Concatenation techniques covered by the above requirements. There has to be a verification procedure at the manufacturing stage to ensure that the structural mechanical properties of defects in good condition.

4.2.2.5. Passive safety

This requirement applies to all units except for service vehicles and devices that are not assumed to result in passengers or personnel during the operation.

In addition, devices that are not capable of running at speeds up to the collision speeds, listed under one or more of the below listed collision scenarios, exempted from the provisions of this or the question collision scenarios.

Passive safety features intended to supplement active safety when all other measures have failed.

With this purpose, the vehicle mechanical design to provide protection for the occupants during a collision by to provide means to: – limiting the deceleration



– to ensure that the survival areas and the design remains intact in areas with occupants



– to reduce the risk of climbing



– reducing the risk of derailment



– to limit the consequences of hitting an obstacle on the track.

In order to meet these demands the units must comply with the detailed requirements specified in the standard EN15227:2008 regarding design category C-in for collision resistance (see table 1 in EN15227:2008, section 4), unless otherwise prescribed in the following.

The following four collision scenarios must be taken into account: – Scenario 1: a frontal collision between two identical devices.



-Scenario 2: a frontal collision with a railway wagon.



– Scenario 3: a clash between the device and a large road vehicle in a railway overkørsel.



– Scenario 4: a clash between the device and a low obstacle (URf.eks. a car at a railway overkørsel, an animal, a stone).

These scenarios are described in table 2 of the EN15227:2008, section 5.

Within the scope of this TSI shall be supplemented by the usage rules in table 2 with the following: – It is an outstanding point, whether and how the requirements of the scenario 1 and 2 must be applied to heavy locomotives, used exclusively for freight traffic and is equipped with central couplings in accordance with Willison-principle (URf.eks. SA3) or Janney-principle (AAR standard), and as it is assumed to be inserted on the conventional TEN lines.



– It is an outstanding point how locomotives with Central driver's cab must be assessed with a view to compliance with the requirements in the context of scenario 3.

The requirements for impact resistance, applicable to the scope of this TSI are specified in this TSI; that is why a 15227:2008, annex A, shall not apply. The requirements of EN15227:2008, section 6, shall apply in relation to the above collision scenarios.

In order to limit the consequences of hitting an obstruction on the track to the front end of the locomotives, power heads, control vehicles and trains be equipped with a forhindringsdeflektor. The requirements forhindringsdeflektorer must meet are set out in EN15227:2008, § 5, table 3 and section 6.5.

4.2.2.6. Lifting and uplift

Except for service vehicles (mobile equipment for construction and maintenance of railway infrastructure) this section shall apply to all devices.

Provisions relating to lifting and lifting of service vehicles laid down in Annex C, section 2.

It must be possible to lift or raise each vehicle included in the device, in a safe manner for the purpose of salvage (after derailment or other accident or incident) and maintenance.

It must also be possible to lift or raise one end of the vehicle (running clothes, including), while the other end rests on the rest of the apparel.

With this objective, there must be specified and selected lift-/hævepunkter.

Lifting point geometry and placement must be in accordance with annex b.

Lifting points shall be marked with markers in accordance with annex b.

The construction must withstand loads as specified in EN 12663-1:2010 (section 6.3.2 and 6.3.3).

Cart of the institution's ability to resist permanent deformation and rupture may be shown by calculations or when tested under the conditions laid down in EN 12663-1:2010, section 9.2.3.1.

4.2.2.7. Attachment of devices for car design

Except for service vehicles (mobile equipment for construction and maintenance of railway infrastructure) this section shall apply to all devices.

Provisions on the strength of the working vehicle construction is laid down in Annex C, section 1.

In order to reduce the consequences of an accident must be fixed devices, also in passenger spaces, be attached to the carriage construction in a manner that obstructs these fixed devices in to go loose and lead to the risk that passengers are injured, or the train off the Rails. With this purpose, fastgøringen of these devices be designed in accordance with EN 12663-1:2010, section 6.5.2, the categories covered by the above paragraph 4.2.2.4.

4.2.2.8. Access doors for personnel and goods

Doors to use for passengers are treated in section 4.2.5, Relationship of importance to passengers. Doors to the driver's cab shall be dealt with in section 4.2.9.

This section deals with doors to use for freight and for use by the crew, apart from the doors to the driver's cab.

Vehicles with a special compartment for the train crew or cargo shall be fitted with a device which closes and locks the doors. The doors shall remain closed and locked until they freed by an intentional act.

4.2.2.9. Mechanical properties of glass (except front panes)

Where used glass in glass (including mirrors) must be either laminated or tempered glass, which complies with the requirements for quality and scope in a relevant national or international standard so as to minimize the risk of injury to passengers and staff of shattered glass.

4.2.2.10. Loading conditions and weighted mass

The following load modes defined in standard EN 15663:2009, section 3.1 must be determined: – design with exceptional payload mass



– design mass with normal payload



– design mass in working and ready.

The assumptions taken into account for the above loading conditions, must be in line with the standard EN 15663:2009 (long distance trains, the second train, payload per square metre of stand-and service areas); they must be justified and documented in the General documentation referred to in section 4.2.12.2.

For service vehicles may be used other loading conditions (minimum mass, maximum mass) in order to take into account, where appropriate, additional equipment in the vehicle.

For each of the above loading conditions defined the following information must appear on the technical documentation described in section 4.2.12: – the vehicle's total mass (for each vehicle in the unit)



– mass per axle (for each axle)



– mass per wheel (for each wheel).

Load mode» design mass in working and ready ' is measured by weighing the vehicle. The other loading conditions can be derived by calculation.

If a vehicle is to be declared to be in conformity with a type (in accordance with section 6.2.2.1 and 7.1.3), its total weighted lot in load mode» design mass in working and ready ' shall not exceed the total vehicle mass specified for the type, as listed in the EC-type examination certificate verifikationens or design examination.

Design mass of the device in working and ready, design the mass for the device with normal payload and the main axle of the individual axles under each of the three load cases shall be recorded in the register of rolling stock, see. section 4.8.

4.2.3. Interaction with the track as well as adjustment

4.2.3.1. Profile determination

The structure gauge is an interface between the device (the vehicle) and the infrastructure that is described by a common reference outline with corresponding calculation rules. Gauge is a performance parameter that is specified in the TSI for conventional rail infrastructure, section 4.2.2, and depends on line category.


The kinematic reference contour with associated rules describes the device's outer dimensions; It must be kept within one of the reference profiles GA, GB or GC (see. The TSI for conventional rail infrastructure, section 4.2.2). The heeling angle coefficient shall be determined by the profile calculation, must be justified in the calculations or measurements as indicated in a 15273-2:2009.

For electrical devices must pantograph gauge be verified by calculation in accordance with section A. 3.12 in a 15273-2:2009 in order to ensure that it meets the requirements of the mechanical ENERG which is itself defined in accordance with Annex E to the energy Tsi for conventional rail and depends on what choices are made concerning the pantograph head geometry: the two permitted options are defined in this TSI, section 4.2.8.2.9.2.

Energy supply voltage shall be taken into account in infrastructure gauge to ensure proper isolation distance between pantograph and fixed installations.

Pantograph fluctuations as specified in the TSI energy for conventional trains and as used as a basis for the calculation of the mechanical kinematic profile must be substantiated by calculations or measurements as indicated in a 15273-2:2009.

It should be noted in the register of rolling stock, see. section 4.8, which reference contour (i.e. profile) this device complies with (GA, GB or GC).

A profile with a lower profile than the GC reference kinematic can also be entered in the register together with the harmonised profile that applies (GA, GB or GC), provided it is assessed using the kinematic method.

4.2.3.2. Axle load and wheel load

4.2.3.2.1. Axle load parameter

Axle pressure is an interface between the unit and the infrastructure. Axle pressure is a performance parameter that is specified in the TSI for conventional rail infrastructure, section 4.2.2, and depends on line category. It needs to be dealt with in the context of the wheelbase, toglængden and the maximum permissible speed for the device on the relevant line.

The following properties, which will serve as the interface to the infrastructure must be included in the General documentation that is presented when the device is evaluated, see. section 4.2.12.2: – the mass on each axle (for each axle) for the 3 loading conditions (as defined in section 4.2.2.10, where there is also a requirement that they be included in the documentation).



– The location in the longitudinal direction (wheelbase).



– The unit's length.



– The maximum design speed (to be included in the documentation, see section 4.2.8.1.2).

The use of this information at the operational level to verify its compatibility between rolling stock and infrastructure (outside the scope of this TSI):

Railwayundertakings shall define the load for each axle on the device to be used as a parameter for the interface to the infrastructure, see. requirements of the TSI for traffic operation and management (conventional trains), section 4.2.2.5, taking into account the expected load on the proposed trip (not defined when the device is evaluated). Axle pressure under load mode» design lot with exceptional payload ' is the largest possible value for the above the axle.

4.2.3.2.2. Wheel load

The value of the wheel load difference on each axle, Δqj, is assessed by measuring wheel load under load mode» design mass in working and ready '. A wheel load difference of more than 5% of the load is only permitted if the test for safety against derailment on sheared traces, see section 4.2.3.4.1, shows that it is acceptable.

4.2.3.3. Parameters for rolling stock, that have an impact on terrestrial systems

4.2.3.3.1. Properties for rolling stock relating to compatibility with train detection systems

The set of properties for rolling stock relating to compatibility with målsystemer for trains, are set out in sections 4.2.3.3.1.1, 4.2.3.3.1.2 and 4.2.3.3.1.3.

It should be noted in the register of rolling stock, see. section 4.8, which set of properties, the rolling stock is compatible with.

4.2.3.3.1.1. characteristics of ROLLING STOCK FOR COMPATIBILITY with TRAIN DETECTION SYSTEMS BASED on RAIL CIRCUITS – vehicle geometry



– The maximum distance between 2 consecutive axles specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 2.1.1.



– The greatest distance between the pokes end and the first axle are specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 2.1.2 (distance b1 in Figure 6).



– The vehicle's construction



– The minimum axle load under all loading conditions are specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 3.1.1 and 3.1.2.



– The electrical resistance between a wheel set facing the running surfaces are specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 3.5.1, and the method of measurement is specified in the same Appendix, section 3.5.2.



– For electrical devices with a pantograph, supplied with 1500 V DC (see section 4.2.8.2.1) is the minimum impedance between pantograph and each of the train's wheels as specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 3.6.1.



– Insulation of emissions



– Restrictions on the use of sandingsudstyr is referred to in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 4.1.1 and 4.1.2.



– Use of brake pads of composite is an outstanding point in the TSI for the control-command and signalling for conventional trains.



– Electromagnetic compatibility



– Limit values for electromagnetic interference caused by driving power is an outstanding point in the TSI for the control-command and signalling for conventional trains.

4.2.3.3.1.2. characteristics of ROLLING STOCK FOR COMPATIBILITY with TRAIN DETECTION SYSTEMS BASED on AXLE COUNTERS – vehicle geometry



– The maximum distance between 2 consecutive axles specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 2.1.1.



– The shortest distance between 2 consecutive axles on the train are specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 2.1.3.



– At the end of a unit assumed to be engaged, is the minimum distance between the end and the unit's first shaft half of the value that is specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 2.1.3.



– The greatest distance between the end and the first axle are specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 2.1.2 (distance b1 in Figure 6).



– The minimum distance between the axles at each end of a device is specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 2.1.4.



– Wheel geometry



– Wheel geometry is specified in this TSI, section 4.2.3.5.2.2.



– The smallest wheel diameter (speed dependent) are specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 2.2.2.



– The vehicle's construction



– The metal-free area around the wheel is an outstanding point in the TSI for the control-command and signalling for conventional trains.



– Wheel material properties in terms of magnetic field are specified in the TSI for the control-command and signalling for conventional trains, annex A, Appendix 1, section 3.4.1.



– Electromagnetic compatibility



– Limit values for electromagnetic interference caused by use of Eddy current track brakes or magnet track brakes is an outstanding point in the TSI for the control-command and signalling for conventional trains.

4.2.3.3.1.3. characteristics of ROLLING STOCK FOR COMPATIBILITY with LOOP EQUIPMENT — the vehicle structure



– The vehicles ' metal mass is an outstanding point in the TSI for the control-command and signalling for conventional trains.

4.2.3.3.2. Surveillance of axle bearing mode

It must be possible to monitor shaft bearing mode.

This requirement may be met either by on-board equipment or by use of equipment along the trail.

The requirement for on-board equipment is an outstanding point of this TSI.

When the axle bearing is monitored by equipment along the track, rolling stock shall meet the following requirements: – the area of the rolling stock, there must be visible to the equipment at the track, it must be defined in a 15437-1:2009, section 5.1 and 5.2.



– Shaft bearing operating temperature range is an outstanding point.



Note: see also section 4.2.3.5.2.1 on the axle bearings.

4.2.3.4. Rolling stock's dynamic properties

4.2.3.4.1. Protection against on-track derailment distorted to a

The device (or the vehicles that are part of the unit) must be designed so that it can run safely on sheared track, having particular regard to the transition between track pieces with and without height and for deviation from track cross-section. The fulfilment of this requirement shall be verified by the procedure which has been established in a 14363:2005, section 4.1.

For service vehicles it is permissible to demonstrate safety against derailment while driving on sheared tracks by an approved method of calculation. This is not possible, a test must be carried out in accordance with the requirements of EN 14363:2005.


The test conditions in a 14363:2005, section 4.1, for driving on sheared track applies to both vehicles with bogies and for vehicles with single wheels.

4.2.3.4.2. Dynamic properties at runtime a) Introduction This section 4.2.3.4.2 applies to units built for speeds of more than 60 km/h.

It does not apply to service vehicles (mobile equipment for construction and maintenance of railway infrastructure); requirements for service vehicles laid down in Annex C, section 3.

A vehicle dynamic properties have a large influence on safety against derailment, driving stability and track load. This is a security-related feature that is included in the technical requirements of this section; When using software, is the level of security that must be taken into account in the development of software, an outstanding point.



b) requirements for the purpose of verification of a device's dynamic properties at runtime (driving stability and track load) to the process that is specified in a 2005, section 5, 14363: and also took in a curve controlled 15686:2010 followed with the below (in this section and its subsections) indicated changes. The parameters described in sections 4.2.3.4.2.1 and 4.2.3.4.2.2 shall be assessed using the criteria defined in EN 14363:2005.

As an alternative to performing tests on tracks with two different track gradients as directed in a 14363:2005, section 5.4.4.4, it is permissible to perform tests on only one track inclination, if it appears that the tests includes the entire range of contact conditions, which are defined below: – Parameter equivalent conicity tan γe for straight tracks and curves with large radius must be distributed as follows that tan γe = 0.2 ± 0.05 occurs within a range of amplitude (y) for wheelset lateral displacement between +/-2 and +/-4 mm for at least 50% of the track pieces.



– Instabilitetskriteriet in EN14363:2005 must be assessed for low-frequency bodyshell movements of at least two track pieces with equivalent koniciteter of less than 0.05 (average value for the entire track apiece).



– Instabilitetskriteriet in EN14363:2005 must be assessed at least two track pieces with equivalent koniciteter in accordance with the following table 1: Table 1

Conditions of contact conditions in connection with testing on track

In addition to the requirements for the test report, made in a 14363:2005, section 5.6, the test report shall contain the following information: – the quality of the track, the test of the device is made of, registered by monitoring of a coherent set of some of the parameters that are listed in a 13848-1:2003/A1:2008, since it depends on the available measurement methods, which set of parameters is selected.



– The equivalent conicity, to which the test of the device are included.

The test report shall be included in the documentation referred to in section 4.2.12.



c) Track quality for testing and testing on track: test conditions: EN14363 defines conditions for testing at the track, which agreed to use as a reference. These test conditions cannot always be provided, and this is because bindings that pertain to the zone in which the tests are to be carried out in, on the following areas: – track the quality of the location



– combinations of speed, curves and over height deficit (a 14363, section 5.4.2) in terms of quality, is the specification of the location of the track a reference track for testing, including limit values for parameters of track quality, which is defined in EN 13848-1, an outstanding point. Therefore applies the national rules for the definition of these limit values must be expressed in a manner that is in accordance with EN 13848-1, so that it will be possible to assess whether an already carried out, testing is acceptable.

4.2.3.4.2.1. LIMIT VALUES FOR DRIVING SAFETY

The limit values for driving safety, as the device must meet, is specified in a 14363:2005, section 5.3.2.2, and also took in a curve controlled 15686:2010 with the following modification of the relationship between power and control wheel force (Y/Q):

When the limit on the ratio of the control force and wheel force (Y/Q) is exceeded, it is permissible to omberegne the estimated maximum value of Y/Q according to the following procedure: – Plant an alternate test zone consisting of all track pieces with 300 m ≤ R ≤ 500 m.



– To the statistical calculation per track piece used xi (97.5%) instead of xi (99.85%).



– To the statistical calculation per track piece is replaced with k = 3 (when the one dimensional method is used) or Student-coefficient t (N – 2; 99%) (when the two-dimensional method is used) with Student-coefficient t (N-2; 95%).

Both results (before and after recalculation) must be indicated in the test report.

4.2.3.4.2.2. LIMIT VALUES FOR TRACE LOAD

Apart from the quasi-static control power Yqst is the limit values for the track load that device must meet during testing with the normal method, specified in a 14363:2005, section 5.3.2.3.

The limit values of the quasi-static control power Yqst are specified below.

The limit value for the quasi-static control power Yqst be judged for curve radii of ≤ 250 R 400 m. <

The maximum level for operation of rolling stock on the TEN network (as defined in the TSIs) without restrictions are: (Yqst) lim = (30 + 10500/Rm) kN

Since: Rm = average radius of the track pieces selected for the assessment (in meters).

When this limit value is exceeded due to conditions with high friction, it is permissible to omberegne the estimated value of Yqst in the zone after having replaced the individual (Yqst) in values on the track pieces ' i ', where (Y/Q) ir (average value of Y/Q-ratio on track the inner rail) exceeds 0.40 with: (Yqst) i – 50 [(Y/Q) ir-0.4]. The values of Yqst, Qqst and average radius of curvature (before and after recalculation) shall be indicated in the test report.

If the Yqst value exceeds the limit value set out above, can the infrastructure limit the rolling stock operational performance (URf.eks. maximum speed) taking into account the track properties (URf.eks. radius of curvature, cant, rail height).

Note: the limit values specified in EN 14363:2005, applies to the axle load within the range specified in the TSI for conventional rail infrastructure, section 4.2.2; for track that is designed for greater axle load, there is no set harmonized limit values for the track load.

4.2.3.4.3. Equivalent conicity

The range of values for speed and equivalent conicity, to which the device is designed to cope with stable, must be specified and specified in the technical documentation. These values must be respected both in the construction and under operating conditions.

The equivalent conicity shall be calculated in accordance with EN15302:2008 for amplitude (y) for wheelset page offset: which TG is the track gauge, and SR is the distance between wheelset active surfaces (see Figure 1).

Entities with independently rotating wheels are exempted from the requirements of section 4.2.3.4.3.

4.2.3.4.3.1. CALCULATION VALUES FOR NEW WHEEL PROFILES

This section lays down the verifications to be carried out at the calculations to make sure that the gauge on a ' new wheels ' and distance between active faces of the wheels are suitable for tracks in the TEN network, which is in accordance with the TSIs for conventional rail infrastructure.

Wheel profile and distance between active faces of the wheels (SR-dimension in Figure 1, section 4.2.3.5.2.1) must be selected so as to ensure that the limit value for equivalent conicity, that are listed in table 2, are not exceeded when hjulsætkonstruktionen modeled by crossing over the representative examples of track conditions that are specified in table 3.

Table 2

Calculation of limit values for equivalent conicity the vehicle operating speed (km/h)





Limit values for equivalent conicity





Test conditions (see table 3)







≤ 60





Not relevant





Not relevant







> 60 and ≤ 190





0.30





All







> 190





Same values as in the rolling stock Tsi for high-speed





Same conditions as in the rolling stock Tsi for high-speed











Table 3

Conditions for testing on traces of equivalent conicity, representative for the TEN network Test condition No.





Rail cross-section





Rail inclination





Track gauge







1





Rail profile 60 E 1 defined in EN 13674-1:2003






1 to 20





1435 mm







2





Rail profile 60 E 1 defined in EN 13674-1:2003





1 to 40





1435 mm







3





Rail profile 60 E 1 defined in EN 13674-1:2003





1 to 20





1437 mm







4





Rail profile 60 E 1 defined in EN 13674-1:2003





1 to 40





1437 mm







5





Rail profile 60 E 2 defined in EN 13674-1:2003/A1:2007





1 to 40





1435 mm







6





Rail profile 60 E 2 defined in EN 13674-1:2003/A1:2007





1 to 40





1437 mm







7





Rail profile 54 E1 defined in EN13674-12003





1 to 20





1435 mm







8





Rail profile 54 E1 defined in EN13674-12003





1 to 40





1435 mm







9





Rail profile 54 E1 defined in EN13674-12003





1 to 20





1437 mm







10





Rail profile 54 E1 defined in EN13674-12003





1 to 40





1437 mm











The requirements in this section shall be deemed to be fulfilled by the wheelset, which has non-worn S1002 or GV 1/40-profiles as defined in EN13715:2006 with a distance between the active surfaces in between 1420 mm and 1426 mm.

4.2.3.4.3.2. OPERATING VALUES FOR EQUIVALENT CONICITY of WHEELSET

In order to have control of the rolling stock driving stability, we must have control of operating values for equivalent conicity. Target values for Wheelsets conicity in operation on the interoperable rolling stock shall be determined in the context of the target values for the track's conicity in operation.

Operating values for the track's conicity is an outstanding point in the TSI for conventional rail infrastructure; that is why the operating values of wheelsets conicity an outstanding point of this TSI.

This section is not subject to the assessment carried out by a notified body.

When a device is operated at a given distance operating values for equivalent conicity shall be maintained, taking into account the specified limit values for the device (see section 4.2.3.4.3) and the local netforhold.

4.2.3.5. Apparel

4.2.3.5.1. Bogie frame construction

For units with bogie frame for bogie frame construction, displays the stability of all attached devices and the join between the bodyshell and bogie on the basis of methods, as set out in section 9.2 a 13749:2005. Bogie shall be designed on the basis of the information, specified in a 13749:2005, section 7.

Note: classification of bogie is not required pursuant to a 13749:2005, section 5.

For the purposes of the load cases referred to in sections in the above standard, is considered exceptional payload to be ' design lot with exceptional payload ' and operational loads (fatigue cargo) shall be deemed to be ' design mass with normal payload ', see. This Tsi section 4.2.2.10.

The assumptions taken into account for the assessment of the loads caused by bogie drive (formulas and coefficients) according to the instructions given in a 13749:2005, annex C, shall be justified and documented in the technical documentation, see. section 4.2.12.

4.2.3.5.2. Wheelset

For purpose of this TSI are defined as consisting of the main parts of the Wheelsets (axles and wheels) and accessories (axle bearings, axle boxes, transmissions and brake discs). The wheelset must be designed and executed after a consistent method using a set of load cases, who votes with the loading conditions defined in section 4.2.2.10.

4.2.3.5.2.1. MECHANICAL and GEOMETRICAL CHARACTERISTICS of WHEELSET

Wheelsets mechanical properties:

Wheelsets mechanical properties must guarantee that the rolling stock running safely.

The mechanical properties include: – mounting



– mechanical resistance and fatigue properties.

After the appearance of conformity must for Assembly part build on EN13260:2009, section 3.2.1 and 3.2.2 where limit values are defined for the axial force and exhaustion, with corresponding verification tests.

The mechanical properties:

In addition to the above requirements relating to the installation, demonstration of conformity with respect to the shaft mechanical resistance and fatigue properties to outrun axles must be based on EN13103:2009, sections 4, 5 and 6, and for drive shafts at EN13104:2009, sections 4, 5 and 6.

The criteria for the decision with regard to the permissible voltage is specified for serial axles in a 13103:2009, section 7, and for drive shafts in a 13104:2009, section 7.

Shaft fatigue properties (taking into account the design, manufacture and the various critical axle areas) must be verified by a fatigue testing of type with 10 million load cycles.

Verification of the manufactured axles:

There has to be a verification procedure in the production phase in order to ensure that the mechanical properties of defects in good condition.

Axle material tensile strength, impact strength, surface integrity, material properties and material cleanness to be checked.

Verification procedure shall prescribe, how samples should be taken by the parties for each of the properties to be checked.

Axle bearing mechanical properties:

Axle bearing must be designed taking into account its mechanical resistance and fatigue properties. The temperature limits are reached in operation, must be defined and must be indicated in the technical documentation, see. section 4.2.12.

Surveillance of the axle bearing mode is defined in section 4.2.3.3.2.

Wheelsets geometric dimensions:

Wheelsets geometric dimensions as defined in Figure 1 must be in accordance with the limit values set out in table 4. These limit values will be used as the calculation values (new wheelset) and as operating limits (for use in connection with the maintenance; see also section 4.5).

Table 4

Operating limits of wheelsets geometric dimensions Description





Wheel diameter D (mm)





Minimum value (mm)





Maximum value (mm)







Requirements linked to the subsystem







Distance between active faces (SR.) SR = AR + Sd (left wheel) + Sd (right wheel)





D > 840





1410





1426





 



760 < D ≤ 840





1412



 



 



330 ≤ D ≤ 760





1415



 





Afstand mellem hjulbagsider, spærmål (AR)





D > 840





1357





1363





 




760 < D ≤ 840





1358



 



 



330 ≤ D ≤ 760





1359



 









Dimension measured at the height of the rail AR overkanten. Dimensions AR and SR must be observed for the unladen weight and in loaded condition. The manufacturer can in maintenance documents specify smaller tolerances for operating values within the above limits.

Figure 1

Symbols for wheelset 4.2.3.5.2.2. MECHANICAL AND GEOMETRICAL CHARACTERISTICS OF WHEELS

Properties of the wheels ensures that the rolling stock running safe and contributes to the management of the rolling stock.

Mechanical properties:

The wheels must be mechanical properties by appears by calculations of the mechanical strength, taking into account the three load cases: straight track (wheelset in the middle), curve (flange presses against the rail) and driving in switches and track intersections (flangens inside touches the rail) as specified in a 13979-1:2003, section 7.2.1 and 7.2.2.

For forged and rolled wheels are the criteria for the decision laid down in a 13979-1:2003/A1:2009, section 7.2.3; located outside the decision criteria, calculation results must comply by appears when tested on the test bench, in accordance with a 13979-1:2003/A1:2009, section 7.3.

For forged and rolled wheels verified fatigue properties (which also take into account the surface roughness) by a fatigue testing of type on 10 million load cycles with a fatigue tension in wheel dial at less than 450 MPa (for mechanically machined wheel washers) and 315 MPA (for non-mechanically machined wheel washers) with a probability of 99.7%. Fatigue criteria apply to voltage steel qualities are 6, are 8, are 10 and are 10; for other steel grades extrapolated decision criteria from other materials known criteria.

Other types of wheels are permitted on vehicles that are only allowed to run domestically. In such a case, decision criteria and fatigue criteria specified in national regulations the voltage. These national provisions, Member States shall notify, in accordance with article 3.

Thermo-mechanical properties:

If the wheel is used to brake a device with brake pads, which have an impact on the running surface of the wheel, the wheel thermomechanical properties by appears, taking into account the maximum assumed braking energy. To perform a type testing as described in a 13979-1:2003/A1:2009, section 6.2, in order to check that the page offset wheels during braking and residualspændingen is within the specified tolerance limits.

For forged and rolled wheels specified decision criteria for residualspændinger for wheel material in quality is 7 in a 13979-1:2003/A1:2009, section 6.2.2; for other steel grades extrapolated decision criteria for residualspændinger from the known criteria for the materials is 6 and is 7. It is allowed to perform another test in accordance with EN 13979-1:2003/A1:2009, section 6.3, if the calculated residualspænding is exceeded in the primary testing. In this case, who also performed a brake test on the course after a 13979-1:2003/A1:2009, section 6.4.

Other types of wheels are permitted on vehicles that are only allowed to run domestically. In this case, the thermomechanical properties in connection with the use of brake pads shall be specified in national legislation. These national provisions, Member States shall notify, in accordance with article 3.

Verification of the manufactured wheels:

There has to be a verification procedure in the production phase in order to ensure that the wheels of mechanical properties in good condition of defects.

Wheel material tensile strength, surface hardness, fracture toughness, the running kind of Turk, material properties and material cleanness to be checked.

Verification procedure shall prescribe, how samples should be taken by the parties for each of the properties to be checked.

Geometric dimensions:

Geometric dimensions of the wheels as defined in Figure 2 shall comply with the limit values laid down in table 5. These limit values will be used as the calculation values (new wheels) and as operating limits (for use in connection with the maintenance; see also section 4.5).

Table 5

Operating levels for wheels geometrical dimensions Description





Wheel diameter D (mm)





Minimum value (mm)





Maximum value (mm)







Wheels the width (BR + Burr)





D ≥ 330





133





145







Wheel flangens thickness (Sd)





D > 840





22





33





 



760 < D ≤ 840





25



 



 



330 ≤ D ≤ 760





27,5



 





Hjulflangens højde (Sh)





D > 760





27.5





36





 



630 < D ≤ 760





29.5



 



 



330 ≤ D ≤ 630





31.5



 





Wheel flangens active surface (qR)





≥ 330





6.5



 









Figure 2

Symbols for Units with independently rotating wheels wheels must, in addition to the requirements in this section on wheels meet the requirements of this TSI to geometrical properties of wheel sets in section 4.2.3.5.2.1.

4.2.3.5.2.3. WHEEL SETS that can be set to DIFFERENT TRACK GAUGES

This requirement applies to units with wheels that can be set to different track gauges and toggle between the European nominal standard track width and another track gauge.

Wheelset switch mechanism must be such as to ensure that the wheel is locked securely in the correct, desired shaft position.

It must be possible to carry out Visual inspection of the locking system's State (locked or unlocked) from the outside.

Has wheel kit brake equipment, it is necessary to ensure that this equipment is locked in the right position.

Conformity assessment for the requirement set out in this section is an outstanding point.

4.2.3.6. Minimum curve radius

The minimum radius of curvature, as units can run on, is: – 150 m for all devices.

4.2.3.7. Guard irons

This requirement applies to all devices with driver's cab.

The wheels must be protected against damage caused by small objects on the Rails. This requirement may be satisfied by mounting the guard irons in front of the wheels of the front axle.

The height of the Court vacate's lower edge over ordinary rail must be: – at least 30 mm in all conditions



– a maximum of 130 mm in all conditions taking, inter alia. take into account the wear of the wheel and the compression of the headstock.

If the lower edge of a forhindringsdeflektor as specified in section 4.2.2.5 is less than 130 mm above the ordinary rail under all conditions, meets the functional requirement to banerømmerne, as in this case, you do not need to mount.

A Court clears his throat must be designed to withstand a longitudinal force of at least 20 kN without permanent form change. This requirement shall be verified by calculation.

A Court clears his throat must be designed so that it is not under plastic deformation comes in contact with the track or running clothes, and then a possible contact of the running surface of the wheel does not entail a risk of derailment.

4.2.4. Brakes

4.2.4.1. General

The purpose of the train's braking system is to ensure that the train's speed can be reduced or kept constant on a stretch of fall or that the train can be stopped within the maximum permissible stopping distance. The brakes also ensures that the train will be entertaining.

Braking ability depends primarily on braking (braking power generation), the train's mass, the train's rolling resistance, speed and the given adhesion.

Braking ability for each entity included in the different oprangeringer, is defined in such a way that the train's overall braking performance can be inferred.

Braking ability is determined by the deceleration profiles (deceleration = F (velocity) and equivalent reaction time).


Stop length, braking percentage (also known as ' lambda ' or ' halted mass-percent ') and braked mass is also used and can be derived (directly or via stopping distance) of the deceleration profiles in the calculation.

Braking ability can vary with the train or the vehicle's cargo.

The minimum bremseevne that are needed to run a train on a line at a given speed, depends on the line characteristics (signalling system, maximum speed increases/decrease, the line's safety margin), and is the hallmark of the infrastructure.

The main data for the train or vehicle, which characterize the braking ability, defined in section 4.2.4.5.

The interface between the infrastructure and rolling stock are treated in the TSI for conventional rail traffic operation and management, section-.

4.2.4.2. Main functional and security requirements

4.2.4.2.1. Functional requirements

The following requirements apply to all devices.

The devices must be equipped with:-a main brake function used during operation of the operating and emergency braking



– a parking brake function, which is used when the train is parked, and which makes it possible to apply a braking force for an indefinite period without an energy source in the train.

The train's main braking system must be: – continuous: the signal for activation of the brake is sent from a central server through a brake wire to the whole train



– automatic: an accidental interruption of the brake wire (it is no longer intact) leads to activation of the brakes on all the train's vehicles.

Main brake function can be supplemented by additional braking systems as described in section 4.2.4.7 (dynamic brake – brake system that is associated with the traction system) and/or section 4.2.4.8 (braking system that is independent of adhesion conditions).

When the braking system is constructed, consideration must be given to the disposal of the braking energy, which must not damage the braking system components under normal operating conditions; This must be verified by calculation as specified in section 4.2.4.5.4.

When the rolling stock available for construction, must also take into account the temperature that occurs around the brake components.

The braking system must be designed in such a way that it contains funds for monitoring and testing as specified in section 4.2.4.9.

The requirements set out below in this section 4.2.4.2.1 used on devices that can be operated as a train.

Braking ability must be ensured in accordance with the security requirements set out in paragraphs 4.2.4.2.2, if the brake cable is disconnected accidentally, and if the supply of brake energy, power supply or other energy inputs fail.

There must therefore be sufficient braking energy stored in the train and spread longitudinally along the train in accordance with the brake system's construction, so that the necessary braking force can be activated.

When the braking system is constructed, shall take into account the series of brake actuations and brake solutions (uudmattelig braking effect).

If the train be shared unintentionally, its two parts are brought to a halt; It is not required that the braking ability of the two parts of the train are identical with the braking ability in normal function mode.

If the brake power supply is interrupted, or power supply fails, it must be possible to keep a maximum loaded trains (design with exceptional payload mass) braked on a 35 ‰ increase for at least two hours by using the main bremsesystemets friction brake alone.

The device's brake control system must have three control functions: – emergency braking: activation of a pre-selected brake force in the shortest possible time in order to stop the train with a certain level of braking performance.



– Service braking: the activation of an adjustable brake force to control train speed, including halting and temporary afbremsning.



-Parking brake: to activate a brake force to hold the train (or vehicle) fixed in a stationary position, without there being any energy source in the train.

A brake activation command for all control functions must take control of the braking system, even in the face of an active brake solution command; It is allowed not to apply this requirement, when the drivers deliberately suppresses brake activation command (URf.eks. overstropning of the passenger alarm or decoupling).

At speeds over 5 km/h the maximum shock caused by braking be less than 4 m/s3.

Properties with regard to clashes can be derived by calculation and assessment of the behavior during deceleration, as measured during brake tests.

4.2.4.2.2. Security requirements

The braking system is the means to stop the train and thus contributes to the rail system's safety.



– Thus, the emergency brake system and ability characteristics of the rolling stock, which is used in the control-command and signalling subsystem.

Functional requirements of section 4.2.4.2.1 helps to guarantee that the brake system is working safely; Nevertheless, it is necessary to adopt a risk-based assessment to the braking ability, since there are many components involved.

The dangers are taken into account and the corresponding security requirements that must be met are set out in table 6.

Table 6

Brake system – security requirements Security requirements that must be met





 



Danger





Severity level/

Follow to prevent





The minimum allowed number of failure combinations







Nr. 1





Apply for devices with driver's cab (brake activation)





 



No deceleration after activating the emergency brake because of failure of the braking system (complete and permanent loss of braking force). Note: includes enabling triggered by the driver or by train protection system. Activation is triggered by passengers (alarm) is not included.





Catastrophic





2 (single failure will not be accepted)







Nr. 2





Applies to units with traction equipment





 



No deceleration after activating the emergency brake because of failures of traction system (traction ≥ braking force).





Catastrophic





2 (single failure will not be accepted)







Nr. 3





Applies to all devices





 



Due to a failure in the braking system is stopping distance after activating the emergency brake longer than the stopping distance in normal operating mode. Note: Slow ability in normal function mode is defined in section 4.2.4.5.2.





Not relevant





There must be identified single failure which increases stopping distances with more than 5%, and the increase of the stopping distance must be determined.







Nr. 4





Applies to all devices





 



Caused no parking brake force after activating the parking brake (complete and permanent loss of parking brake power)





Not relevant





2 (single failure will not be accepted)











The concept of ' disastrous consequences ' is defined in the regulation on the common security method, article 3, nr. 23.

Supplemental braking systems are dealt with in the safety investigation in accordance with the conditions set out in section 4.2.4.7 and 4.2.4.8.

4.2.4.3. Type of braking system

Devices that are designed for and be assessed for normal operation (various oprangeringer of vehicles of different origins, oprangering not defined in the design phase), must be equipped with a braking system the braking cord is compatible with UIC's braking system. The principles to be used in this connection, it is specified in the standard EN 14198:2004 ' Requirements for the brake system of trains hauled by a locomotive ', section 5.4, ' UIC brake system '.

This are the requirements in order to ensure technical compatibility of braking function between vehicles of different origins in a train.

There is no requirement for the type of brake system for units (trains or vehicles) as assessed in real or predefined oprangering.

4.2.4.4. Activation of the brake

4.2.4.4.1. Activation of the emergency brake

This section applies to units with cabs.

There must be at least two independent brake activation devices, which makes it possible to activate the emergency brake with a single and uncomplicated grip, which the driver can perform with one hand from his normal driving position.


Sequential activation of these two devices can be considered during the demonstration of compliance with safety requirements no. 1. in paragraphs 4.2.4.2.2, table 6.

One of these devices must be a red button that can be pressed with a fast blow (mushroom-shaped push button).

When these two devices are activated, they must of itself locks stuck in the emergency position by means of a mechanical device; It may only be possible to release them from this position by means of an intentional action.

The secondary braking system must also be able to be activated by togkontrolsystemet and the signalling system on the train, as defined in the TSI for the control-command and signalling for conventional trains.

Unless the command is repealed, emergency brake activation trigger the following processes permanently, automatically and at less than 0.25 seconds: – transmission of an emergency brake command through the brake cord down through the train by a defined transmission speed, which must be greater than 250 meters/second.



– Disconnection of all traction in less than 2 seconds; This disconnection must not be lifted until the driver cancels traction command.



– Obstacle of any brake solution command or operation.

4.2.4.4.2. Activation of the service braking system

This section applies to units with cabs.

Service brake function must make it possible for the driver to adjust (by enabling or solution) the braking force between a minimum and a maximum over a scale of at least seven steps (including full brake solution and maximum braking power) to control train speed.

There may only be an active operating brake command place in a train. In order to meet this requirement, it must be possible to isolate the operating brake feature on it or the other operating brake command spots in the device (devices) that are part of a oprangering, as it is defined for fixed and predefined oprangeringer

When the train's speed is greater than 15 km/h, service brake activation automatically result in disconnection of all traction; This disconnection must not be lifted until the driver cancels traction command.

Note: A friction brake can have specific intended function together with traction at speeds above 15 km/h (de-icing, cleaning of brake components, etc.); It must not be possible to use these special functions during the activation of the service braking system.

4.2.4.4.3. Activation of the direct brake

Locomotives (units, intended to pull wagons or passenger vans), as assessed for the purpose of general operations, shall be equipped with a braking system directly.

The direct braking system must make it possible to apply the braking force (s) of the affected units alone, without the other units in the train braking force is applied.

4.2.4.4.4. Activation of dynamic brake

If a unit is equipped with a dynamic braking system, the following applies: – drivers must be able to prevent the use of regenerative braking on electrical devices, so as to not send energy back to the overhead contact line on a stretch where this is not possible (see Tsi for conventional rail, energy section 4.2.7).

See also section about 4.2.8.2.3 regenerative braking.



– It is permissible to use dynamic braking independently of other braking systems or in combination with other brake systems (mixture).

4.2.4.4.5. Activation of the parking brake

This section applies to all devices.

Upon activation of the parking braking system must be a defined braking force is applied to the device for an unlimited period, in which it may occur that no energy source is in the train.

It must be possible to solve the parking brake in a stationary train in any situation, including for the purpose of salvage.

For devices that are evaluated in real or predefined oprangeringer, and for locomotives, being considered for general operation, the parking brake is activated automatically when the device is shut down.

For other devices, the parking brake is activated either manually or automatically when the device is shut down.

Note: activating the parking brake force can be dependent on service brake status; It must be implemented, when the energy of activation of the service braking system is of the train on the way to becoming weakened or falls away.

4.2.4.5. Braking performance

4.2.4.5.1. General requirements

Unit (trainset or vehicle) braking (deceleration = F (velocity) and equivalent response time) for a horizontal track is determined by calculation as laid down in the standard EN14531-6:2009.

Each calculation is performed for wheel diameters equal to new, half worn and worn out wheels and includes the calculation of the necessary adhesion between wheel and rail (see section 4.2.4.6.1).

The friction coefficients, which are exploited by friction brake equipment and included in the calculation, must be justified (see standard EN14531-1:2005, section 5.3.1.4).

Calculation of braking ability should be performed on the two management functions: emergency braking and maximum service braking.

Bremseevne calculation shall be carried out at the design stage and revised (adjustment of parameters) when the physical tests required in section 6.2.2.2.5 and 6.2.2.2.6, are made so that they are consistent with the test results.

The final calculation of brake capability (consistent with test results) to be included in the technical dossier referred to in article 6. section 4.2.12.

The maximum average deceleration obtained with all brakes in use, also the brake, which is independent of the adhæsionen between wheel and rail, must be less than 2.5 m/s2; This requirement is linked to the track's ability to absorb longitudinal forces (interface to infrastructure, see Tsi for conventional rail infrastructure, section 4.2.7.2).

4.2.4.5.2. Emergency braking

Reaction time:

For devices that are evaluated in one or more solid or predefined oprangeringer to the equivalent reaktionstid16) and forsinkelsen16) assessed for the entire emergency braking force developed, when the emergency brake is called, be less than the following values: – equivalent reaction time: 5 seconds



– delay: 2 seconds.

For devices that are designed for and evaluated for general operation, the reaction time be specified for UIC's braking system (see also section 4.2.4.3: brake system must be compatible with the UIC's brake system).

Calculation of deceleration:

For all devices, calculation of emergency braking ability is carried out in accordance with standard EN 14531-6:2009; the deceleration profile and halt the lengths must be determined by the following startup speeds (if they are lower than the maximum speed): 30 km/h, 80 km/h, 120 km/h 140 km/h, 160 km/h, 200 km/h.

In EN 14531-1:2005, section 5.12, specify how other parameters (braking percentage (lambda), slowed the mass) can be derived by calculation of deceleration or stopping length of the device.

For devices that are designed for and evaluated for general operation, braking percentage (lambda) should also be determined.

Calculation of emergency braking ability must be operated with a braking system in two different operation modes.



– The Normal function mode: No failure in the braking system and nominal values for the friction coefficients, which are exploited by friction brake equipped (similar to drying Rails). This calculation shows braking ability in normal function mode.



– Reduced functionality mode: similar to the failure conditions, this is in section 4.2.4.2.2, danger nr. 3, with the face value of the friction coefficients, which are exploited by friction brake equipped. By the degraded functionality mode must take into account the potential single failure; with the aim to be the emergency ability is determined for the case where the failure at one point leads to an increase in stopping distance by more than 5%, and the relevant single failure must be clearly identified (which component and the failure mode, if possible, the failure rate).



– Degraded conditions: in addition to the calculation of emergency braking ability with reduced values of the coefficient of adhesion is carried out taking into account the limit values for temperature and humidity (see EN14531-1:2005, section 5.3.1.4).

Note: These different operation modes and operating conditions must, in particular, be taken into account when introducing advanced or mountainous terrain (such as ETCS) with the purpose of optimization of the railway system.

Calculation of emergency braking ability must be performed for the three loading conditions defined in section 4.2.2.10 as: – minimum load:» design mass in working and ready '



– normal load:» design mass with normal payload '



– maximum load rating: ' design with exceptional payload mass '.

For each loading condition recorded the worst result (IE. what gives the longest stop length) of the calculations of the ' emergency brake ' ability in normal functional mode ' at the maximum design speed (revised after the results of the below required tests) in the register of rolling stock, see. section 4.8.

4.2.4.5.3. Service braking

Calculation of deceleration:

For all units performed the calculation of operating bremseevnen after EN 14531-6:2009 with a braking system in normal functional mode and face value of the friction coefficients of friction brake equipment, exploited in load mode» design mass with normal payload ' at the maximum design speed.

Largest operational bremseevne:

When the service brake is designed to deliver a greater stopping power than the emergency brake, it must be possible to limit the maximum operating bremseevne (at the design stage of the braking control system or as a maintenance activity) at a level that is below the emergency of promoting.


Note: for security reasons, a Member State may require that emergency braking ability is greater than the largest operating bremseevne, but it cannot rule out a railway undertaking uses a greater maximum operating bremseevne, unless the Member State can demonstrate that it puts the national security level on games.

4.2.4.5.4. Calculations of heat capacity

This section applies to all devices.

For service vehicles are allowed to verify compliance with this requirement by temperature measurements on wheels and brake equipment.

Brake energy capacity must be verified by a calculation that shows that the brake system is designed to withstand the drainage of the braking energy. The reference values used in the calculation of the components of the braking system that dissipates the energy, must either be validated by a thermal test or by previous experience.

The calculation must include a scenario consisting of two successive nødopbremsninger from maximum speed (with an interval of time equal to the time to take to accelerate the train up to maximum speed) on the horizontal tracks in load mode» design with exceptional payload mass '.

For devices that cannot be run as trains alone, the time interval between two consecutive nødopbremsninger, used in the calculation, must be reported.

The maximum decrease of line section and the corresponding length and operating speed, such as the braking system is designed to meet the requirements with regard to the capacity to absorb thermal brake energy, must also be defined by a calculation of the load mode» design lot with exceptional payload ', when the service brake is used to keep the train on a constant operating speed.

The result (the line maximum case, corresponding length and operating speed) shall be recorded in the register of rolling stock, see. section 4.8.

The following situation is proposed as ' reference case ' for fall on the trail: maintaining a speed of 80 km/h by a constant decrease of 21 ‰ over 46 km If this reference situation is used, the register of rolling stock only mention that its requirements are met.

4.2.4.5.5. Parking brake

Performance:

A unit (train or vehicle) in load mode» design mass in working and ready ' without energy supply available, must be able to be kept permanently parked on a track with a fall of 35 ‰.

The stalemate is to be achieved by using the parking brake feature and with additional funds (URf.eks. hindrance) when the parking brake is not even can provide the necessary braking force; the necessary additional funds shall be available on board the train.

Calculation:

The performance of the device (train or vehicle) parking brake should be calculated as specified in EN14531-6:2009. The result (inclination of the fall, as the parking brake alone can hold the unit motionless) must be recorded in the register of rolling stock, see. section 4.8.

4.2.4.6. Profile for adhesion between rails and wheels – system for wheels blocking protection

4.2.4.6.1. Border profile for adhesion between wheel and rail

The brake system on a device must be designed in such a way that the operating bremseevnen without dynamic braking and emergency braking capability does not require a calculated adhesion between wheel and rail at speeds in excess of 30 km/h > following values: – 0.15 for locomotives, units for passenger transport, which are assessed for general operation, and units, which are valued at fixed or predefined oprangering with over 7 and under 16 axles.



– 0.13 for units valued at fixed or predefined oprangering with 7 axles or less.



– 0.17 for units valued at fixed or predefined oprangering with 20 axles or more. This minimum number of axles may be reduced to 16, if the testing that is required by section 4.2.4.6.2 of the system for wheels blocking protection, gives positive result; otherwise be used as lower limit 0.15 for wheel-rail adhesion for units with between 16 and 20 axles.

The above requirements also apply to activation of direct brake as described in section 4.2.4.4.3.

In the construction of a unit, there must be no assumed a larger wheel-rail adhesion than 0.12 when parking bremseevnen is calculated.

These limits for adhæsionen between wheel and rail must be verified by calculation with the smallest wheel diameter and of the three loading conditions, see. section 4.2.4.5.

All adhesion values rounded off to two decimal places.

4.2.4.6.2. System for blocking protection

Wheel protection is a system that is designed to exploit the current best possible adhesion by a managed reduction and subsequent increase in braking force to prevent wheel sets in the block and proceed unchecked and thereby minimize discovery of stopping distances and a possible deterioration of the wheels.

Requirements on equipment and use of the blocking protection on the device: – devices that are designed for a maximum operating speed of more than 150 km/h must be fitted with an anti-lock system of protection.



– Devices that are equipped with brake pads on the running surface of the wheel with a braking performance, which assumes a calculated adhesion between wheel and rail on more than 0.12, must be equipped with a blocking protection system.



  Devices that are not equipped with brake pads on the running surface of the wheel with a braking performance, which assumes a calculated adhesion between wheel and rail on more than 0.11, must be equipped with a blocking protection system.



– The above requirements of the blocking protection system applies to emergency braking and braking.



  This is also true for the dynamic braking system, which is part of the service braking system and can be included in the emergency brake (see section 4.2.4.7).

Requirements for blocking protection system performance: – in units with a dynamic braking system, the dynamic brake force is controlled by a blocking protection system (if there is one installed in accordance with the above paragraph); If this blocking protection system is not installed, the dynamic brake force is hampered or limited in such a way that it does not result in a need for greater adhesion between wheel and rail than 0.15.



-Blocking protection system must be designed in accordance with a 15595:2009, section 4, and verified in accordance with the method laid down in section 5 and 15595:2009 6; where reference is made to a 15595:2009, section 6.2, ' overview of required test programmes ', see section 6.2.3 apply only, and it applies to all types of devices.

If a unit is equipped with a blocking protection system, it must be tested to verify its efficiency (maximum extension of the stopping distance compared to the stopping distance on dry Rails), when it is installed in the device.

The relevant components of the blocking protection system must be included in the safety analysis of emergency brake function required in section 4.2.4.2.2.

4.2.4.7. Dynamic brake – brake system associated with traction system

When the braking ability of the dynamic braking or for a brake system, which is connected with the traction system, is included in the emergency braking ability in normal function mode, see. the definition in section 4.2.4.5.2, the dynamic brake respectively. the braking system is connected with the traction system: – be guided by the main bremsesystemets brake wire (see section 4.2.4.2.1)



– benefit from the safety analysis, safety requirements prescribed by nr. 3 of the basic regulation. paragraphs 4.2.4.2.2, for emergency brake function



– undergo a security analysis, which comprises risk» complete loss of braking power after activating the emergency brake '.

Note: For electrical devices, this analysis include failure, leading to the cancellation of the train of the excitement from the external energy supply.

4.2.4.8. Braking system that is independent of adhesion conditions

4.2.4.8.1. in General

Braking systems, which can cause the brace a braking force regardless of adhæsionen between wheel and rail, is a means to increase the braking ability, when the performance requirement is greater than the performance that corresponds to the boundary of the current wheel-rail adhesion (see section 4.2.4.6).

It is permissible to take into account the impact of brakes independent of wheel/rail, adhæsionen in braking ability in normal function mode, as defined in section 4.2.4.5 for emergency brake; in that case, the adhesion conditions independent of brake system: – be guided by the main bremsesystemets brake wire (see section 4.2.4.2.1)



– benefit from the safety analysis, safety requirements prescribed by nr. 3 of the basic regulation. paragraphs 4.2.4.2.2, for emergency brake function



– undergo a security analysis, which comprises risk» complete loss of braking power after activating the emergency brake '.

4.2.4.8.2. Magnetic rail brake

In this TSI, section 4.2.3.3.1, reference is made to the requirements for magnetic track brakes specified for the control-command and signalling subsystem.

It is permissible to use a magnetic rail brake as the emergency as referred to in the TSI for conventional rail infrastructure, section 4.2.7.2.

The geometric shape of the end pieces on the magnet, which is in contact with the rail, must be as specified for one of the types described in Appendix 3 to the UIC 541-06: Jan 1992.

4.2.4.8.3. Eddy current brake

This section includes only Eddy current track brakes, which develops a braking force between the rolling stock and rail.

In this TSI, section 4.2.3.3.1, reference is made to the requirements for Eddy current track brakes specified for the control-command and signalling subsystem.

According to the TSI for the control-command and signalling, section 4.2.7.2, are the terms of use of Eddy current track brakes are not harmonised.

Requirements for Eddy current track brakes is therefore an outstanding point.


4.2.4.9. Brake mode and error display

The train crew shall have access to information making it possible to identify the degraded conditions affecting the rolling stock (inferior braking performance than required) and requires compliance with specific operating rules.

With this purpose must train crew at certain stages during operation could control the main bremsesystemets (emergency and operating brake) and parking bremsesystemets mode (slowed down, loose or isolated) and the State of each part (including one or more actuators) in these systems that can be managed and/or be isolated individually.

If the parking brake is always directly dependent on the main bremsesystemets mode, additional and specific training is not required for parking braking system.

The operational phases that must be taken into consideration is standstill and driving.

When the train is stationary, the train crew from the inside and/or outside could control: – on the train through the brake wire is continuous



– If braking energy is available throughout the train



– main and parking bremsesystemernes mode and mode for each part (including one or more actuators) in these systems that can be managed and/or isolation for themselves (as described above in this section), with the exception of dynamic brake and a brake system, which is connected with the traction systems.

While driving to the driver from his driving position in the driver's cab be able to check: – the condition of the train through the brake wire



– the State of the train's brake supply



– the State of the dynamic brake and for a braking system that is associated with the traction system, if it is included in the braking ability



– braking mode – slowed down or loose – of at least one part of the main braking system (actuator) that are controlled independently (URf.eks. part, which is installed in the vehicle, which has an active rear-cabin).

The feature that shows the crew, the above information is a security-related feature, when the train crew use it to assess the train's braking ability. When indicators show local information, ensures the use of harmonised indicators the necessary level of security. When a central control system provides train crew the opportunity to carry out all checks from one location (URf.eks. the cab), is the security level for this control system an outstanding point.

Apply to devices intended for general operation:

Taking into account only the features that are relevant to device design (URf.eks. If there are driver's cab).

If there is a need for signal transmission between the device and the other devices that are connected together in a train, to the information on the braking system may be available at togniveau, should there be evidence thereof, having regard to the functional aspects.

This TSI prescribes no technical solutions for physical interfaces between the devices.

4.2.4.10. Braking requirements for recovery situations

All brakes (emergency, operating and parking) must be equipped with devices that make it possible to solve and isolate them. These devices must be available and operational, regardless whether the train is equipped with driving force, is not equipped with a driving force or is completely without a source of energy on board.

It should be possible to recover a train without an energy source on board using a tow traction unit with a pneumatic braking system that is compatible with UIC's braking system (brake wire as brake control wire) and to manage a part of the salvaged train braking system using an interface device.

Note: see sections 4.2.2.2.4 on the mechanical interface.

The braking performance, as the salvaged trains produces during this kind of operation, must be evaluated by a calculation, but need not be the same as the braking ability, which is described in section 4.2.4.5.2. The calculated braking performance will be included in the technical documentation referred to in section 4.2.12.

This requirement does not apply to devices that are operated in a oprangering of less than 200 tonnes (in load mode» design mass in working and ready ').

4.2.5. the Circumstances of importance for the passengers

The following non-exhaustive list of the basic parameters, which are the subject of the TSI for persons with reduced mobility and accessibility apply to conventional devices intended for passenger transport, be indicated solely for information purposes: – seats including reserved seats



– wheelchair space



-exterior doors, including dimensions, obstacle detectors, control



– internal doors, including control, dimensions



– toilets



– areas with free passage



– lighting



-customer information



– changes in floor height



– handrails



– sleeps with wheelchair access



— step position for on-and egress, including steps and boarding AIDS.

Laid down additional requirements below in this section.

The parameters concerning the circumstances of importance for the passengers, which is specified in the TSIs for safety in rail tunnels, sections 4.2.5.7 (communication systems in trains) and 4.2.5.8 (Overstropning of the emergency brake) differs from some of the requirements of this TSI. For this purpose, used the TSIs as follows: – For conventional rolling stock Tsi on safety in rail tunnels, viger, sections 4.2.5.7 (communication systems in trains), of the present TSI, section 4.2.5.2 (public address: lydkommunikationssystem).



– For conventional rolling stock Tsi on safety in rail tunnels, viger Title 4.2.5.8 (Overstropning of the emergency brake) for the present Tsi sections 4.2.5.3 (Passenger alarm: functional requirements).



Note: in this TSI, section 4.2.10.1.3 is there any other information about the relationship between this TSI and Tsi on safety in tunnels.

4.2.5.1. Sanitary systems

If there is a faucet in an entity, there must be a clear visual indication that tap water is not potable water, unless it meets the requirements of the drinking water directive (Council Directive 98/83/EF17).

Sanitary systems (toilets, laundry room, bar and restaurant facilities) may not be able to emit substances that may be harmful to people or the environment.

Derived materials (treated water) must be in accordance with applicable European regulation in accordance with the water framework directive: – Bacterial content of water discharged from the sanitary systems may at no time exceed the value of the contents of intestinal enterococci and escherichia coli-bacteria laid down for ' good quality ' of inland waters in European Parliament and Council Directive 2006/7/Ec18) concerning the management of bathing water quality.



– Treatment processes must not inject substances listed in annex I to the European Parliament and of the Council Directive 2006/11/EF19) on pollution caused by certain dangerous substances discharged into the aquatic environment of the community.

In order to limit the proliferation of deduced fluid along the trail have uncontrolled emissions from any source only carried down below the vehicle at a distance of not more than 0.7 meters from the vehicle longitudinal centre line.

The technical documentation referred to in article 6. section 4.2.12, shall provide the following information:

-whether there are toilets in a unit, and of what type they are

-the characteristics of the medium, if it is not flush clean water

-the nature of the treatment system of effluent and the standards compliance is assessed in relation to.

4.2.5.2. Public address system: lydkommunikationssystem

This section replaces sections 4.2.5.7 (communication systems in trains) in the TSI on safety in tunnels, as regards conventional rolling stock.

This section applies to all devices that are intended for passenger transport, and devices intended as traction of passenger trains.

Trains shall be equipped with a lydkommunikationssystem, as a minimum: – the rate at which the train crew can turn to the train's passengers



– the rate at which the train crew and control centres outside the train can communicate with each other



Note: the specifications of this feature and the provisions on the assessment of the existence of the TSI for the control-command and signalling to the conventional rail system, section 4.2.4, EIRENE functions.



– the rate at which the train crew can communicate with each other, especially the driver with any staff in the passenger area.

This equipment must be able to remain on standby independently of the main electrical power source for at least three hours. When it is on standby, equipped to function with arbitrary intervals in arbitrary time period at a total of 30 minutes.

The communication system must be designed in such a way that it continues to work for at least half of the speakers (distributed throughout the train), if one of the transmission elements fail, or alternatively be provided another way to inform passengers on, if the system fails.

Provisions on how passengers should be able to contact the train crew, are set out in section 4.2.5.3 (Passenger alarm) and 4.2.5.5 (communications systems for use by passengers).

Apply to devices intended for general operation:

Taking into account only the features that are relevant to device design (URf.eks. whether there is a drivers cab, interface system for train crew).

The signal transmission between the device and the other devices that are connected together in a train, which is necessary for the communication system may be available at togniveau, are to be implemented and documented, taking into account the functional aspects.

This TSI prescribes no technical solutions for physical interfaces between the devices.

4.2.5.3. Passenger alarm: functional requirements


This section replaces section 4.2.5.8 (Overstropning of the emergency brake) in the TSI on safety in tunnels, as regards conventional rolling stock.

This section applies to all devices that are intended for passenger transport, and devices intended as traction of passenger trains.

Passenger alarm is a security-related feature, and the demands placed on it, including safety requirements laid down in this section.

General requirements:

Passenger alarm must comply: (a) paragraph 4.2.5.3 of the TSI either) of rolling stock for high-speed



(b)) or, Alternatively, the following provisions, as in this case, in lieu of the provisions of the 2008 Tsi rolling stock for high-speed, with regard to the use of devices that fall under the scope of this TSI (Tsi for locomotives and passenger carriages for the conventional rail system).

Alternative provisions for passenger alarm:

Requirements for information interfaces: – apart from the toilets and corridors to each room, each vestibule and all other separate areas, which are intended for passengers, be equipped with at least one clearly visible and selected alarm device for informing the driver in danger situations.



– Alarm device shall be designed so that passengers cannot interrupt the triggering of an alarm.



– Since the passenger alarm occurs, both the Visual and acoustic signals show the driver, to one or more passenger alarms are activated.



– A device in the cab to make it possible for the driver to confirm that he has received the alarm. The driver's confirmation an observable on the place where the passenger alarm is triggered, and stopping the audio signal in the cab.



– The system must make it possible to create a communications connection on the driver's initiative between the cab and the place or places where the alarm was triggered. The system must make it possible for the driver to disconnect this communication link on its own initiative.



– There shall be a device by which staff can reset passenger alarm.

Requirements relating to passenger alarm activation of brakes – when the train stops at a platform or puts in time from a platform, enabling passenger alarm cause direct activation of the service brake or emergency brake, then the train stops completely. In this case, the system must make it possible for the driver to cancel automatic braking triggered by the alarm, but only when the passenger train is completely quiet.



– In other cases, the service brake is automatically activated 10 +/-1 seconds after the (first) the triggering of the alarm, unless the driver passenger confirms receipt of the passenger alarm during this period. The system must provide the driver the opportunity at any time to strap automatic braking triggered by passenger alarm.

Criteria for when a train is about to put in the time from a platform:

A train is considered to be by putting in time from a platform during the period between the moment when the door status changes from ' released ' to ' closed and locked ', and the moment when the last vehicle has left the platform.

When the last moment occurs, should be decided by a detector installed in the train. If the platform does not physically detected, shall be deemed to have left the train station platform when the train reaches a speed of 15 – (+/-5) km/h, or:



– train has travelled a distance of 100 (+/-20) m since it first joined situation is crucial.

Security requirements:

Passenger alarm is considered to be a security-related feature, where the required security level is considered achieved if the following requirements are met:-A control system must constantly monitor the passenger alarm's ability to transmit the signal.



  Alternatively, a passenger alarm system without control system (as described in this section) be accepted, if it is shown that this results in the required level of safety; the value of the level of safety is an outstanding point.



– Units with cabs must be equipped with a device that enables authorised personnel to isolate the passenger alarm system.



– If the passenger alarm system does not work, either because the staff have insulated it intentionally, because there was a technical failure, or because the device has been linked with a non-compliant device, triggering the passenger alarm cause direct activation of the brakes. In this case, the measures should make it possible for the driver to strap brake, not mandatory.



– If the passenger alarm system does not work, this must be shown continuously for the driver in the cab.

A train where the passenger alarm system has been isolated, does not meet minimal requirements for security and interoperability as defined in this TSI and shall therefore be considered to be in reduced functionality mode.

Apply to devices intended for general operation:

Taking into account only the features that are relevant to device design (URf.eks. whether there is a drivers cab, interface system for train crew).

The signal transmission between the device and the other devices that are connected together in a train, which is necessary for the passenger alarm system may be available at togniveau, are to be implemented and documented, taking into account functional aspects; It must be compatible with both solution a) and b) under section General requirements.

This TSI prescribes no technical solutions for physical interfaces between the devices.

4.2.5.4. Safety instructions to the passengers-Signage

This section applies to all devices that are designed for passenger transport.

There should be instructions for passengers on the use of emergency exits, enabling passenger alarm, passenger doors that are locked and out of service, etc. These instructions shall comply with the provisions of the TSI on accessibility for persons with reduced mobility, section 4.2.2.8.1 and 4.2.2.8.2.

4.2.5.5. Communications systems for use by passengers

This section applies to all devices that are intended for passenger transport, and devices intended as traction of passenger trains.

Devices that are intended for operation without other train crew than the driver on board, shall be equipped with a device to call for help, at which passengers in an emergency case can connect with the driver. In this case, the system must accommodate the possibility that the communication link can be established on the passenger's initiative. The system must make it possible for the driver to disconnect this communication link on its own initiative. Requirements for the location of the device to call for help is the same as for the passenger alarm, see. section 4.2.5.3, Passenger alarm: functional requirements.

Appliances to summon help should meet the requirements for information and selection set for ' emergency call devices ' in the TSI on accessibility for persons with reduced mobility, section 4.2.2.8.2.2, requirements for the interoperability constituent.

Apply to devices intended for general operation:

Taking into account only the features that are relevant to device design (URf.eks. whether there is a drivers cab, interface system for train crew).

The signal transmission between the device and the other devices that are connected together in a train, which is necessary for the communication system may be available at togniveau, are to be implemented and documented, taking into account the functional aspects.

This TSI prescribes no technical solutions for physical interfaces between the devices.

4.2.5.6. Exterior doors: of-and boarding for passengers

This section applies to all devices that are intended for passenger transport, and devices intended as traction of passenger trains.

Doors for personnel and goods are dealt with in section 4.2.2.8 and 4.2.9.1.2.

The governance of exterior passenger doors is a safety related function; functional requirements in this section are necessary to maintain the required level of safety; which security level required for the control system as described in point (D) and (E) below, is an outstanding point.

A – Used terminology: – for the purposes of this title ' door ' an exterior door that provides access for passengers, and whose primary purpose is to give passengers the opportunity to climb on and off the device.



– ' Locked door ' means a door held closed by a physical door locks device.



– ' Door locked out of service ' means a door, which is locked in the closed position by means of a manually operated mechanical locking device.



– ' Released ' door is a door that can be opened by operation of the premises or, where appropriate, Central account by device.



— In this section, the term ' entertaining ' took a train, whose speed reduced to 3 km/h or less.

B – Closing and locking the doors:

Dørstyringssystemet must allow for the train crew to close and lock all the doors before the train leaves.

When the central door closing and locking is activated from a local control device by a door, this door can remain open while the other doors are closed and locked. Dørstyringssystemet must make it possible for the staff then to close and lock this door before departure.

The doors shall remain closed and locked mode until they are released in accordance with subsection (E), doorway, in this section. In the event of loss of power to the dørstyringssystemet, the locking mechanism should keep doors locked.

C – Locking of a door, so that it is out of order:


There shall be a manually operated mechanical device which makes it possible (for the train crew or maintenance personnel) to be locked a door so that it will be put out of operation.

Locking of a door, so that it will be put out of operation, the operator must: – cause the door be insulated from opening signals



– cause the door locks mechanically in the closed position



– involve the status of insulating device appears



– allow the control system for door closing skips the question die.

It must be possible to indicate that the door is locked and out of service, in a clear manner in accordance with the TSI for persons with reduced mobility, accessibility section 4.2.2.8, Customer information.

D – Information that must be available for the train crew:

A control system for door closing shall make it possible for the driver at any time to check if all doors are closed and locked.

If one or more doors are not locked, this is shown continuously for the driver.

Drivers must have the announcement of any error during shutdown and/or locking the doors.

Audible and visible alarm signals must sign for the driver on a emergency eject one or more doors.

A door that is locked and out of service, can be skipped by the control system for door closing.

E – Doorway:

A train must be equipped with an operating system for the release of the doors, which makes it possible for the staff or with an automatic device, which is coupled to a halt by a platform, releasing the doors separately on each side, so that the passengers or, where applicable, a central-controlled opening signal can open the doors when the train is stationary.

At each door, there must be local controls or mechanisms for the doorway to the use of passengers both inside and outside of the vehicle.

F – interconnecting doors and traction:

Tractive force must only be activated when all doors are closed and locked. It shall be ensured by an automatic system for the interconnection of doors and traction. System for linking doors and traction to prevent activation of traction, as long as not all doors are closed and locked.

This interconnection system must be equipped with manual short circuit, which the driver can activate in special situations to enable traction, although not all doors are closed and locked.

G – emergency eject of doors:

Requirements of the emergency eject mechanism in 2008-the rolling stock Tsi for high-speed, subparagraph 4.2.2.4.2.1, subparagraph (g)), shall apply.

Apply to devices intended for general operation:

Taking into account only the features that are relevant to device design (URf.eks. whether there is a drivers cab, interface system for train crew).

The signal transmission between the device and the other devices that are connected together in a train, which is necessary for the dørsystemet may be available at togniveau, are to be implemented and documented, taking into account the functional aspects.

This TSI prescribes no technical solutions for physical interfaces between the devices.

4.2.5.7. Construction of yderdørsystemer

For units with doors that are meant for passengers of-and access, the following provisions shall apply:

The doors must have transparent Windows so passengers can see if the train stops at a platform.

The exterior of passenger units must be designed so that there is no option to ' togsurfe ' when the doors are closed and locked.

In order to prevent ' togsurfing ' to handle on the outside of the door systems are avoided or designed, so you can't grab hold of them when the doors are closed.

Handrails and handholds shall be fastened so that they can withstand the forces they are subjected to during the operation.

4.2.5.8. DOORS between devices

This section applies to all devices that are designed for passenger transport.

When there are doors leading from device to device at the end of the passenger carriages or at the end of the unit, must be fitted with a device which makes it possible to lock them (URf.eks. If the door is not associated with neighbouring cart or device by means of a transition to the use of passengers).

4.2.5.9. Indoor air quality

During normal operation, the air in the parts of the vehicles, where staying passengers and/or staff, to be of such a quality and quantity, to avoid any danger to the health of passengers or staff in addition to the due the quality of outdoor air.

A ventilation system to keep the indoor air CO2 content at an acceptable level during operation.



– CO2 content must not exceed 5000 ppm under all normal operating conditions.



– Ventilation is interrupted, because the energiforsyningen are failing, or because the system crashing, must ensure emergency supply of outdoor air for all passengers and staff areas.



  If this emergency happens by battery-operated mechanical ventilation measurements must be carried out to determine how long the CO2 content in the air will stay below 10000 ppm when the number of passengers corresponding to load mode» design mass with normal payload '. The detected amount of time shall be recorded in the register of rolling stock, see. section 4.8, and must not be less than 30 minutes.



– The train crew shall be able to prevent that passengers are exposed to fumes from the surroundings, which, in particular, can occur in tunnels. This requirement is fulfilled by compliance with section 4.2.7.11.1 in the rolling stock Tsi for high-speed trains.

4.2.5.10. Side Windows of the car body

Side Windows of the car body, which passengers can open and the train crew cannot be locked, must not be reachable so much that a spherical object with a diameter of 10 cm can be pressed through the opening.

4.2.6. Environmental conditions and aerodynamic effects

This section applies to all devices.

4.2.6.1. Environmental conditions

Environmental conditions are physical, chemical or biological conditions around a product, that product is exposed to at any given time.

Rolling stock shall be designed taking into account the environmental conditions in which it will be exposed.

Environmental parameters described in the following paragraphs; for each environmental parameter defines a nominal value interval, which is what occurs most frequently in Europe, and which forms the basis for interoperable rolling stock.

For certain environmental parameters are defined other ranges than the nominal; in such cases, the selection of a range of values as a basis for the design of the rolling stock.

For the features to be addressed in the following sections, it should be in the technical documentation describes what measures with respect to the structure and/or test that is taken in order to ensure that it meets the requirements of the TSI rolling stock at this range of values.

The chosen value intervals must be recorded in the register of rolling stock, see. section 4.8, as a characteristic of the rolling stock.

Depending on the range of values is selected, and what precautions are taken (as described in the technical documentation), it may be necessary to lay down specific operating rules to ensure that there is technical compatibility between the rolling stock and the environmental conditions, it may be exposed to on the part of the TEN network.

Such operational rules is particularly necessary when the rolling stock that is designed for the nominal value interval, operated on a line in the trans-European network, where conditions outside the nominal interval at certain seasons of the year.

Member States shall lay down, what other ranges than the nominal must be selected in order to avoid restrictive operating rules within a given geographical area and under given weather conditions, and these choices are listed in section 7.4.

4.2.6.1.1. Height

The rolling stock shall comply with the requirements of this TSI by the range of values that are defined in the EN 50125-1:1999 section 4.2.

The selected range of values shall be recorded in the register of rolling stock.

4.2.6.1.2. Temperature

The rolling stock shall comply with the requirements of this TSI within one (or more) of the climatic zones that are defined in EN50125-1:1999, section 4.3: T1 (-25 ° c to + 40 ° c nominal range) or T2 (-40 ° c to + 35 ° c) or T3 (-25 ° c to + 45 ° c).

The selected temperature zones shall be recorded in the register of rolling stock.

In the construction of components for rolling stock must be such as to the temperature to be taken into consideration, be selected taking into account that they must be built into the rolling stock.

4.2.6.1.3. wet

The rolling stock shall comply with the requirements of this TSI without degradation by the moisture levels laid down in EN 50125-1:1999 section 4.4.

In the construction of components for rolling stock must be such as to questions about the impact of moisture must be solved taking into account that they must be built into the rolling stock.

4.2.6.1.4. Rain

The rolling stock shall comply with the requirements of this TSI by the rainfall, which is laid down in EN 50125-1:1999 section 4.6.

4.2.6.1.5. Snow, ice and hail

The rolling stock shall comply with the requirements of this TSI without degradation during the relationship in terms of snow, ice and hail, laid down in EN 50125-1:1999 section 4.7, since these conditions correspond to the nominal ratio (nominal value interval).

In the construction of components for rolling stock must be such as to questions about the effects of snow, ice and hail resolved taking into account that the components must be installed in the rolling stock.

When selecting harder snow, ice and hail conditions, rolling stock and parts are constructed in such a way that the subsystem meets the requirements of the TSI to BE ASSESSED by the following scenarios: – Fygesne (light snow with little water equivalent), which permanently covers the trail up to 80 cm above the rail overkant.



– Pulversne, snowfall with large amounts of light snow with little water equivalent.




– Fluctuations in temperature gradient, temperature and humidity during a single trip causes icing on the rolling stock.



– The Combined effect with low temperature as in the selected temperature zone, see. the definition in section 4.2.6.1.2.

In connection with section 4.2.6.1.2 (climate zone T2) and with this Title 4.2.6.1.5 (hard snow, ice and hail conditions) the precautions to be taken in order to meet Tsi requirements under these tough conditions are identified and verified, and this applies especially to the measures relating to the construction and/or tests are needed to meet the following requirements: TSI-Forhindringsdeflektor, as defined in section 4.2.2.5: in addition, the ability to clear the snow in front of the train.



– Snow is considered to be an obstacle that must be removed by the forhindringsdeflektoren; the following requirements are set out in section 4.2.2.5 (by reference to a 15227):



  » Forhindringsdeflektoren must be great enough to push obstacles out of bogie carriage road. It must be a continuous construction and designed in such a way that it does not send the items up or down. Under normal operating conditions must be forhindringsdeflektorens lower edge be so close to the track as the vehicle's movements and the vehicle gauge allows.



  In the plan should forhindringsdeflektoren approximate have for as a ' V ' with a contained angle not exceeding 160 o. It can be designed with a compatible geometry so that it also can act as a snow plow. '



  The forces specified in section 4.2.2.5 is considered to be sufficient for snow removal.



– Apparel as defined in section 4.2.3.5: taking into account the snow-and isansamling and the possible consequences thereof for driving stability and braking function.



– Braking function and braking force as defined in section 4.2.4.



– Indication to others that there is a train, as provided for in section 4.2.7.3.



– The provision of forward vision, as set out in section 4.2.7.3.1.1 (Headlights) and 4.2.9.1.3.1 (forward vision) with functioning windscreen equipment as provided for in section 4.2.9.2.



– Provision of an acceptable indoor climate, which the driver can work in, see. section 4.2.9.1.7.

The measures taken shall be documented in the technical documentation, see. section 4.2.12.2.

The selected range of values for the ' snow, ice and hail ' (nominal or tough conditions) must be entered in the register of rolling stock.

4.2.6.1.6. Solar radiation

The rolling stock shall comply with the requirements of this TSI by solar radiation as prescribed in EN 50125-1:1999 section 4.9.

In the construction of components for rolling stock must be such as to questions about the impact of solar radiation must be solved taking into account that they must be built into the rolling stock.

4.2.6.1.7. Pollution resistance

The rolling stock shall comply with the requirements of this TSI, having regard to its environment and to the pollution effect, which occurs because of its interaction with the substances on the following list:-Chemically active substances in class 5C2 in a 60721-3-5:1997.



-Pollutant liquids in class 5F2 (electric motor) in a 60721-3-5:1997.



– Class 5F3 (internal combustion engine) in a 60721-3-5:1997.



– Biologically active substances in class a in 60721-3 5B2-5:1997.



– Vacuum as defined in class in a 60721-3-5S2 5:1997.



– Stone and other objects: ballast and second with a maximum diameter of 15 mm.



– Grass and leaves, pollen, flying insects, fibres, etc. (design of the vents)



– Sand under a 60721-3-5:1997.



– Wave slops in accordance with 60721-3-5: a 1997 class 5C2.

Note: the reference to standards in this section are relevant only for definitions of substances with polluting effect.

The above-described pollution impact must be assessed at the design stage.

4.2.6.2. Aerodynamic effects

When a train passes over, there will be an uneasy air flow with different pressure and flow rates. These pressure and flow velocity gradients affect persons, objects and buildings along the trail; They also affect the rolling stock.

The combined effect of train speed and air speed creates a heeling moment that may affect the stability of the rolling stock.

4.2.6.2.1. release the flow influence of passengers on the platform

Rolling stock that runs in the open air at a maximum operating speed of 160 km/h may not cause > vtr air speeds of more than u2σ = 15.5 m/s at a height of 1.2 m above the platform and a distance of 3.0 m from the track centre line, while it runs over.

What oprangering to be verified when tested, please indicate below for various types of rolling stock: – Unit, as assessed in real or predefined oprangering



  The solid oprangerings full length or the predefined oprangerings maximum length (IE. the test shall comprise the largest number of train sets, it is allowed to link together).



– Device being considered for general operation (oprangering not defined in the design stage of the train): outstanding point.

4.2.6.2.2. release the flow influence of people working along the trail

Rolling stock that runs in the open air at a maximum operating speed of 160 km/h may not cause > vtr air speeds of more than u2σ = 20 m/s beside the track measured at a height of 0.2 m above rail overkant and a distance of 3.0 m from the track centre line, while it runs over.

What oprangering to be verified when tested, please indicate below for the different types of rolling stock: – Unit, as assessed in real or predefined oprangering



  The solid oprangerings full length or the predefined oprangerings maximum length (IE. the test shall comprise the largest number of train sets, it is allowed to link together).



– Device being considered for general operation (oprangering not defined in the design stage of the train): outstanding point.

4.2.6.2.3. Pressure wave from the train's front end

Two trains passing each other, causing an aerodynamic load on each train. The following requirements for the shock wave from the front of the train in the open makes it possible to set a limit value for the aerodynamic load, which occurs when two trains pass each other, and which must be taken into account in the construction of rolling stock, when the distance between track centres set to 4.0 m.

Rolling stock shall not at speeds over 160 km/h in the air cause maximum peak-to-peak-pressure changes that exceed a value of 720 Δp2σ Pa measured throughout the height range between 1.5 and 3.3 m above rail overkant and at a distance of 2.5 m from the track centre line, while the train's front drive past.

What oprangering to be verified when tested, please indicate below for various types of rolling stock: – Unit, as assessed in real or predefined oprangering



  A single unit of the fixed oprangering or any of the predefined configuration oprangering.



– Device being considered for general operation (oprangering not defined in the design stage of the train):



– A device with driver's cab must be assessed on its own.



– Other devices: the claim is not relevant.

4.2.6.2.4. Maximum pressure variation in tunnels

For conventional rail Tsi for conventional rail infrastructure specifies no minimum area for tunnels. Therefore, there is no harmonised requirements for rolling stock, with regard to this parameter and do not require assessment.

Note: the operating conditions of rolling stock in tunnels must be taken into consideration, when it becomes necessary (outside the scope of this TSI).

4.2.6.2.5. Page wind

Properties concerning wind to take into account in the construction of rolling stock: There is no harmonised value (outstanding point).

Assessment method: There are standards under preparation with a view to the harmonisation of these methods, but they are not yet available (outstanding point).

Note: For the information needed to establish operating conditions (outside the scope of this TSI) must be provided in the technical documentation accounted for the properties with regard to side wind (speed), which have been taken into account in the design of the rolling stock, and the valuation method used, (in accordance with any national regulation in the Member State concerned).

Operating conditions may include measures on infrastructure (protection on lines with strong wind) or concerning the operation (speed limit).

4.2.7. Exterior lights as well as visible and audible warning devices

4.2.7.1. Exterior lights

Green color may not be used for exterior lighting or lighting. This are the requirements in order to avoid confusion with fixed signals.

4.2.7.1.1. headlamps

This section applies to units with cabs.

The train's front must have two white headlights, which must make it possible for the driver to see.

These headlamps must be placed on a horizontal axis in the same height above rail level, symmetrically about the centre line and with a distance of at least 1000 mm. Headlamps must be fitted between 1500 and 2000 mm above rail level.

Color of the headlamp shall conform to the requirements for ' White ' or ' White class A class B ' as defined in the standard CIE S 004.

The headlights must have two levels of intensity:» muffled headlamps ' and ' lamps lit at full strength '.

For ' muted ' to the headlamp headlight brightness, measured longitudinally along the main optical axis, be in accordance with the values specified in the standard EN 15153-1:2007, section 5.3.5, table 2, first line.


For ' headlights switched on at full strength ' to the headlamp brightness, measured longitudinally along the main optical axis, at least be consistent with the values specified in the standard EN 15153-1:2007, section 5.3.5, table 2, first line.

4.2.7.1.2. The distinguishing signal

This section applies to units with cabs.

To be fitted on the front end of the distinctive three white signallygter the train to make it visible.

Two distinguishing signallygter must be placed on a horizontal axis in the same height above rail level, symmetrically about the centre line and with a distance of at least 1000 mm; they must be mounted between 1500 and 2000 mm above rail level.

The third distinguishing signallygte must be placed at least 600 mm higher than the two lower lights and Center for.

It is allowed to use the same component to the headlight and distinctive signallygte.

The distinguishing signallygternes colour shall comply with the requirements for ' White ' or ' White class A class B ' as defined in the standard CIE S 004.

The distinguishing signallygternes brightness must be in accordance with a 15153-1:2007, section 5.4.4.

4.2.7.1.3. Final signal

There must be two red end lights on the rear of the units, which are assumed to be used on the back of the train to make it visible.

On devices that are evaluated for general operation, can end the lamps be removable; in this case, it is described in the technical documentation, what type of removable end lamp that is talking about, and its functioning should be verified by a design review and a type of testing at the component level (removable end lamp), but it is not required that the removable lanterns shall be submitted.

Connect the lamps must be placed on a horizontal axis in the same height above rail level, symmetrically about the centre line and with a distance of at least 1000 mm; they must be mounted between 1500 and 2000 mm above rail level.

End lamp colours must be in accordance with a 15153-1:2007, section 5.5.3 (values).

Connect the lamp brightness must be in accordance with a 15153-1:2007, section 5.5.4 (value).

4.2.7.1.4. Torch management

This section applies to units with cabs.

Drivers must be able to control the unit's headlights, distinguishing signallygter and end lights from his normal driving position; lamp control can be carried out by independent commands or by command combinations.

Note: It is not required that the lamps to be controlled in a specific combination as a warning in the event of an emergency.

4.2.7.2. Typhoon (AAD)

4.2.7.2.1. in General

This section applies to all devices with driver's cab.

Trains shall be equipped with typhoons, so they can make themselves known by sound.

The tones in the warning signals must be recognized as a togsignal and do not look like warning signs, used in connection with road transport, in factories or in other common early warning systems.

Your operation must tyfonerne send out at least one of the following separate alert sounds: – audio signal 1: When an audio signal is emitted for itself, the different aspects of the basic frequency be 660 Hz ± 30 Hz (high tone).



-Audible warning 2: When an audio signal is emitted for itself, the different aspects of the basic frequency be 370 Hz ± 20 Hz (deep tone).

4.2.7.2.2. Tyfonens sound pressure levels

The C-weighted sound pressure level emitted by each Typhoon for themselves (or in a group, if they are designed to emit the signal at the same time as a chord), must be between 115 and 123 dB dB as define in a 15153-2:2007, section 4.3.2.

4.2.7.2.3. Protection

Tyfonerne and their control systems should as far as possible be designed or protected so that they can continue to work if they are hit by flying objects like stones, dust, snow, hail and birds.

4.2.7.2.4. Typhoons, Manager

Drivers must be able to operate the Typhoon from all categories of posts, in accordance with article 3. section 4.2.9.

4.2.8. Traction and electrical equipment

4.2.8.1. Traction performance

4.2.8.1.1. in General

The purpose of traction system in a train is to ensure that the train can be carried forward at different speeds up to the maximum operating speed. The main factors affecting traction performance is traction on train composition, size, togmassen, adhæsionen, the track's rise and fall, as well as the train's run resistance.

For units with traction equipment, which are included in different oprangeringer, the unit's performance is defined in such a way that the train's overall traction performance can be inferred.

Traction performance characterized by the maximum operating speed and traction profile (force at the periphery of the wheels = F (velocity)).

The device is characterised by its drive resistance and its mass.

The maximum operating speed, traction and driving resistance profile are the characteristics of the device, which is necessary in order to establish a roadmap that allows train the ability to fit into the overall traffic pattern on a given line, and is included in the technical documentation of the device.

4.2.8.1.2. Performance requirements

This section applies to units with traction equipment.

Traction device profiles (power at the wheel periphery = F (velocity)) is determined by calculation; the unit's driving resistance determined by calculation of the load case» design mass with normal payload ', see. section 4.2.2.10.

Traction device profiles and run resistance shall be recorded in the technical documentation (see section 4.2.12.2).

The maximum design speed is determined from the above data for the load case» design mass with normal payload ' on the horizontal track.

The maximum design speed shall be recorded in the register of rolling stock, see. section 4.8.

Requirements relating to disconnection of traction under braking is provided in section 4.2.4.

Claims regarding the availability of traction under fire is set out in the TSI safety in railway tunnels, section 4.2.5.3 (for freight trains) and section 4.2.5.5 (for passenger trains).

4.2.8.2. Energy supply

4.2.8.2.1. in General

Requirements for rolling stock, which also relates to the energy subsystem is referred to in this section. This section applies to electrical devices 4.2.8.2.

The TSI for the energy for conventional train sets 25 kV 50 Hz AC power as the target system and allows the use of 15 kV 16.7 Hz a.c. and 1.5 kV and 3 kV DC. Therefore relates to the requirements set out below only these four systems, and the references to standards only apply to these four systems.

The TSI for conventional rail allows use of energy to the catenary systems that are compatible with a length of 1600 mm pantograph head at or 1950 mm (see section 4.2.8.2.9.2).

4.2.8.2.2. Operation within the range of voltage and frequency ranges

Electrical devices must be operated with at least one of the systems for voltage and frequency that is defined in the TSI energy for conventional trains, section 4.2.3.

Overhead line somewhat actual value must be visible in the driver's cab in the running order.

It should be noted in the register of rolling stock, see. section 4.8, which systems for voltage and frequency the rolling stock is compatible with.

4.2.8.2.3. Regenerative braking with reversal of energy to the catenary

Electrical devices, which send electrical energy back to the catenary during regenerative braking, must be in accordance with EN 50388:2005, section 12.1.1.

It must be possible to prevent use of the regenerative brake.

4.2.8.2.4. Maximum wattage and current from overhead line

Electrical devices with greater impact than 2 MW (including devices that are specified as fixed and predefined oprangeringer) shall be equipped with power limitation function as required in a 50388:2005, section 7.3.

Electrical devices must be equipped with automatic control of flow within the abnormal operating conditions with regard to voltage as required in a 50388:2005, section 7.2.

The maximum rated current draw (rated current) must be recorded in the register of rolling stock, see. section 4.8.

4.2.8.2.5. Maximum absorbed current at standstill, DC systems

For DC systems the maximum absorbed current at standstill per pantograph shall be calculated and verified by measurement.

The limit values specified in the TSI energy for conventional trains, section 4.2.6; Values exceeding these limit values shall be recorded in the register of rolling stock, see. section 4.8.

4.2.8.2.6. Power factor

Design data for power factor shall be as specified in Annex G of the Tsi for the energy for conventional trains.

4.2.8.2.7. Interference in the energy system by AC power systems

An electric device must not cause unacceptable overvoltages and other phenomena as described in EN50388:2005, section 10.1 (harmonic emission and dynamic effects), on the catenary.

To perform an assessment of compatibility in accordance with the method defined in EN 50388:2005, section 10.3. The applicant should establish the steps and assumptions are described in EN50388:2005, table 6 (column 3 does not apply), taking into account the input data, which is given in Annex D to the same standard; acceptance criteria are laid down in a 2005, section 10.4:50388.

All the assumptions and data that has formed the basis for this compatibility study quoted in the technical documentation (see section 4.2.12.2).

4.2.8.2.8. Function for the measurement of energy consumption

This section applies to electrical devices.

If you have installed equipment for electrical energy measurement, it must be compatible with the requirements laid down in annex d. This equipment can be used for invoicing, and the data it provides, must be accepted for billing in all Member States.

Installation of energy measuring equipment shall be recorded in the register of rolling stock, see. section 4.8.

Note: If the billing for the services in the Member State concerned does not require a positioning function, it is not a requirement to install specific components of the function. Such systems, however, must in any case be designed with an eye on a possible future use of positioning function.

4.2.8.2.9. Requirements associated with the pantograph


4.2.8.2.9.1. PANTOGRAPH WORKSPACE in height

4.2.8.2.9.1.1. HEIGHT FOR CONTACT with the CATENARY (SUBSYSTEM)

The installation of a pantograph on an electric device must allow for mechanical contact with at least one of the overhead contact line at heights between 4800 mm and: – 6500 mm above rail level by track brought with reference profile GC



– 4500 mm and 6500 mm above rail level by track brought with the reference profile of GA/GB.

4.2.8.2.9.1.2. PANTOGRAPH WORKSPACE in height (INTEROPERABILITY)

The pantographs shall have a workspace of at least 2000 mm. The characteristics to be assessed shall be in accordance with the requirements of section 4.2 and 6.2.3 of EN 50206-1:1998, section 4.2 and 6.2.3.

4.2.8.2.9.2. PANTOGRAPH HEAD GEOMETRY (INTEROPERABILITY)

At least one of the pantographs on an electric device must head geometric type be in conformity with one of the two specifications in the sections below.

It should be noted in the register of rolling stock, see. section 4.8, which types of the pantograph head geometries the electrical device is equipped with.

Pantograph Heads equipped with contact pieces in independent suspensions, must continue to be consistent with the overall profile with a static contact force of 70 N in the middle of the head. The range of allowed values for the pantograph head inclination is defined in EN50367:2006, section 5.2.

Contact between contact wire and pantograph head outside the contact strips and throughout the lead piece is allowed limited line section and under adverse conditions, URf.eks. coincidence of swaying cart and strong winds.

4.2.8.2.9.2.1. PANTOGRAPH HEAD GEOMETRY, TYPE 1600 MM

Pantograph head profile should be as shown in a 50367:2006, annex a. 2, Figure A7.

4.2.8.2.9.2.2. PANTOGRAPH HEAD GEOMETRY, TYPE 1950 MM

Pantograph head profile should be as shown in the annex b. 50367:2006 2, shape B. 3, since the height, however, must be 340 mm instead of the listed 368 mm, and the lead piece of the pantograph head must be at least 1550 mm.

Both insulated and non-insulated horn is allowed.

4.2.8.2.9.3. PANTOGRAPH POWER CAPACITY (INTEROPERABILITY)

The pantograph shall be designed for the rated current (see definition in section 4.2.8.2.4) to be transferred to the electrical device.

It must be demonstrated by an analysis, to the pantographs can carry the brand flow; This analysis shall include a verification of the requirements of EN50206-1:2010, section 6.13.2.

Pantographs for DC systems shall be designed for maximum absorbed current at standstill (see definition in section 4.2.8.2.5).

4.2.8.2.9.4. CONTACT PIECE (INTEROPERABILITY)

4.2.8.2.9.4.1. CONTACT the GEOMETRY

Contact strips shall be designed geometrically, to match one of the pantograph head geometries, which are specified in section 4.2.8.2.9.2.

4.2.8.2.9.4.2. CONTACT STRIP MATERIAL

The material used for the contact pieces, must be mechanically and electrically compatible with the contact wire material (as specified in the TSI for conventional rail, energy section 4.2.18) in order to avoid unnecessary abrasive on the surface of overhead and thus minimize the wear on both overhead and contact pieces.

To contact pieces that are used only on AC power lines, it is permissible to use clean coal. For AC systems is the use of materials other than specified above, an outstanding point.

To contact pieces that are used only on DC lines, it is permissible to use clean coal, coal impregnated with tilstæningsmateriale or impregnated charcoal coated with copper; When using a metallic additive material contents in kulkontakt metal pieces must not exceed 40%. For DC systems, the use of materials other than specified above, an outstanding point.

To contact pieces that are used on both AC and DC power lines, it is permissible to use clean coal. For use in both AC and DC power systems is the use of materials other than specified above, an outstanding point.

Note: This outstanding item is not security-related; Therefore, it is acceptable to the operational documentation (see section 4.2.12.4) allows the use of coal with additive material on AC lines under degraded conditions (that is, if the control circuit in one of the pantographs are failing or performing other failure conditions which affect the energy supply on the train) in order to be able to run on.

4.2.8.2.9.4.3. CONTACT the PROPERTIES

Contact pieces are replaceable parts of the pantograph head which are in direct contact with the contact wire and therefore subject to wear.

4.2.8.2.9.5. STATIC PANTOGRAPH CONTACT FORCE (INTEROPERABILITY)

The static contact force is the vertical contact force, such as the pantograph head using the hævemekanismen exerts up against the contact wire, whilst the pantograph is raised and the vehicle is stationary.

The static contact force, as pantograph up against the contact wire as defined above, must be adjustable within the following areas: – 60 N to 90 N for AC supply systems,



– 90 N to 120 N 3 kV DC power supply systems



– 70 N to 140 N 1.5 kV DC power supply systems.

4.2.8.2.9.6. PANTOGRAPH CONTACT FORCE and DYNAMIC PROPERTIES

The mean contact force Fm is the statistical mean value of pantograph contact force and contact force is made up of static and aerodynamic components with dynamic correction.

The factors affecting the mean contact force is the pantograph itself, its location on oprangeringen, its vertical extension and the rolling stock, it is mounted on.

Rolling stock and pantographs are mounted on rolling stock is designed to exercise a mean contact force Fm at the contact line within an interval that is specified in the TSI for conventional rail, energy section 4.2.16, in order to ensure power quality without undue arcing and aftagningens in order to reduce wear and risk of contact strips. Adjustment of the contact force shall be carried out under dynamic tests.

Verification of the interoperability constituents must validate the pantograph own dynamic behavior and its ability to absorb power from an overhead line, which is in accordance with the TSI (see section 6.1.2.2.6).

Verification of rolling stock on subsystem level should allow adjustment of the contact force, taking into account the aerodynamic effects due to the rolling stock, and the pantograph on the device or the location or the standard or predefined oprangeringer (see section 6.2.2.2.15).

4.2.8.2.9.7. LOCATION by PANTOGRAPH (SUBSYSTEM)

It is allowed more than one pantograph at a time is in contact with the overhead line equipment.

The number of pantographs and their distance apart must be selected taking into account the requirements for current collection ability as defined in section 4.2.8.2.9.6.

If the distance between two pantographs on fixed or predefined oprangeringer of the assessed unit is less than the distance set out in the Tsi for conventional rail, energy section 4.2.17, for the selected spatial type of overhead line construction, or if more than two pantographs are in contact with the overhead line equipment at the same time, it must be demonstrated by testing that the demand for power harvesting quality as set out in section 4.2.8.2.9.6 are met for the lowest-performance pantograph.

The spatial type of overhead line construction (A, B or C, as defined in the TSI for conventional rail, energy section 4.2.17) that is selected (and therefore be used during the test) shall be recorded in the technical documentation (see section 4.2.12.2).

4.2.8.2.9.8. SECTIONS to STAGE or SYSTEM SEPARATION (SUBSYSTEM)

The trains must be designed so that they can move from one energy supply system to another or from one phase to an adjacent section without having to connect the two systems or phase separation sections.

While running through phase separation sections have to unit energy consumption could be lowered to zero, as required in the TSI for conventional rail, energy section 4.2.19. Infrastructure register provides information on permissible position: pantograph lowered or raised (with allowable pantograph locations) during running through system separation sections or.

Rolling stock designed for multiple energy systems, when running through system separation sections automatically recognize energy supply voltage at the pantograph.

4.2.8.2.9.9. isolation of the PANTOGRAPH FROM the VEHICLE (SUBSYSTEM)

The pantograph shall be mounted on an electric device in such a way that they are insulated against grounding. The insulation should be sufficient for all system voltages.

4.2.8.2.9.10. LOWERING of PANTOGRAPH (SUBSYSTEM)

Electrical devices must be designed to lower the pantograph for the space that meets the requirements of EN50206-1:2010, section 4.7 (3 seconds), and to a dynamic insulation distance according to EN 50119:2009, table 2, either by driver activation or by a togkontrolfunktion (control-command and signalling). The pantograph shall be lowered to the closed position in less than 10 seconds.

When the pantograph is lowered, the main switch must be opened beforehand automatically.

If an electrical device is equipped with a device which automatically lowers the pantograph by failures of the pantograph head, this device must meet the requirements of EN50206-1:2010, section 4.8.

It is allowed to equip electrical devices with such a device.


About electrical devices that are designed for a maximum speed of 100 km/h or more, must have an automatic lowering device, is an outstanding point.

4.2.8.2.10. Electrical protection of the train

Electrical devices must be protected against internal short-circuits (short circuits that occurs inside the unit).

The main switch must be positioned so that it protects the high-voltage circuitry on the train, including any high-voltage connections between vehicles. Pantograph, main switch and high-voltage connection between these must be located on the same vehicle.

In order to prevent electrical hazards to be any unintended energy input avoided; The management of the main switch is a safety related function; the required security level is an outstanding point.

Electrical devices must be protected against short over voltages, temporary overvoltages and maximum fault current. In order to meet this requirement is to be coordination of electrical protection shall be designed so that it meets the requirements of a 50388:2005, section 11, ' coordination of protection '; table 8 of this section shall be replaced by Annex H to the energy Tsi for conventional trains.

4.2.8.3. Diesel and other fuel-powered traction systems

Diesel engines must meet EU requirements concerning exhaust (composition, limit values).

4.2.8.4. Protection against electrical hazard

Rolling stock and its energized components must be so designed that the intentional and accidental contact (direct and indirect contact) with train crews and passengers is prevented, both in normal circumstances and in the event of equipment failure. Precautions shall be taken as described in EN 50153:2002 in order to meet this requirement.

4.2.9. The cabs as well as interface between driver and cab-equipment

The requirements in this section 4.2.9 applies to units with cabs.

4.2.9.1. Driver's cab

4.2.9.1.1. in General

Driver's cab shall be designed so that a single driver can drive the train.

The maximum noise level in the cab is set out in the TSI for noise.

4.2.9.1.2. Out and entering

4.2.9.1.2.1. OUT-and ENTERING UNDER OPERATING CONDITIONS

There must be access to the driver's cab from both sides of the train from 200 mm below the rail overkant.

Access can either be done directly from the outside at an exterior door to the cab or via a Kupe (or a region) behind the driver's cab. Is the last case, the requirements in this section apply to exterior doors in this Kupe (or this area) on both sides of the vehicle.

The funds, the train crew uses to get into and out of the cab, URf.eks. step, handrails or opening lever, must be safe and easy to use by means of appropriate dimensions (slope, width, distances, form); They shall be designed taking into account ergonomic criteria in connection with their use. Step must not have sharp edges that can get in the way of such shoes.

Rolling stock with external serial bridges need to be equipped with hand and foot rails, in the interests of driver safety during entering in the cab.

The cab exterior doors must open in such a way that they do not protrude outside of the profile (as defined in this TSI), when they are open.

The cab exterior doors must have a free opening of at least 1675 x 500 mm when there is access via steps, or 1750 x 500 mm when there is access from the floor level.

Interior doors, as the train crew using to gain access to the driver's cab must have a free opening of at least 1700 x 430 mm.

The cab and its access roads shall be so designed that the train crew can prevent unauthorized persons from gaining access, whether it is someone in the driver's cab or not, and thus, that a person in the driver's cab can leave it without the use of a tool or key.

It should be possible to get into the cab, when there no energy supply is in the train. The cab exterior doors do not go up by itself.

4.2.9.1.2.2. EMERGENCY EXIT FROM the CAB

In an emergency should the train crew could be evacuated from the cab and emergency workers gain access to the driver's cab on both its sides by applying one of the following ways: exterior emergency exit doors (see section 4.2.9.1.2.1) or side Windows or emergency exit hatches.

In all cases, the emergency exit roads have a minimum free opening on 2000 cm2 with a minimum inside dimension of 400 mm, so that trapped people can be set free.

Driver's cab at the front of the device must at least have an inside output; This output should provide access to a range of at least two meters in length with a free height of not less than 1700 mm and a width of at least 430 mm, and its floor must be free of obstacles; This area must be in the device, and it can be an inner area or an area that is open to the outside world.

4.2.9.1.3. Vision

4.2.9.1.3.1. FORWARD VISION

The cab shall be designed in such a way that the driver from seated driving position has a clear and unobstructed view of the fixed signals both to the left and to the right of a straight track as well as, under the conditions defined in annex F, in curves with a radius of 300 m or more.

The above requirements must also be met from the standing riding position under the conditions defined in annex F, in locomotives and control vehicles are assumed to be used in a train formation with a locomotive.

In locomotives with Central driver's cab and in service vehicles can the above requirements are met by that require that the driver must move between the different positions in the cab to be able to view-hanging signals; It is not necessary that this requirement may be satisfied from seated driving position.

4.2.9.1.3.2. REARWARD and to the SIDE

The cab shall be designed so that the driver has visibility to each side of the train behind when stationary and at the same time, activate the emergency brake. This requirement may be satisfied by any of the following means: opening side Windows or by a panel on each side of the cab, exterior mirrors or by camera system.

Used opening side Windows or panel must be large enough to opening the driver can poke his head out.

4.2.9.1.4. Interior design

In the cab interior design must be taken into account the driver's body measurements as specified in Annex E.

Freedom of movement for the personnel of the cab must not be hampered by barriers.

There must be no step on the floor space in the cab, that make up the driver's workplace (access to the cab excluding).

The interior construction must allow for both seated and standing riding position of locomotives and wagons, that are assumed to be used in the control of oprangeringer with locomotive.

The cab shall be equipped with at least one driver seat (see section 4.2.9.1.5) as well as with a forward-facing seat that is not considered a driving position, to possibly attendants.

4.2.9.1.5. Driver's seat

The driver's seat must be designed in such a way that the driver may perform all normal driving functions of the driver's seating position, taking into account the body measurements, see. Annex e. it should allow for a physiologically correct seating position.

Drivers must be able to adjust the seat so that the eyes can come in the position required for visibility, see. section 4.2.9.1.3.1.

The seat must not obstruct the driver's escape in an emergency.

Taking into account the ergonomic and health conditions in the design of the seat, by its mounting and under the driver's use of it.

The driver's seat in locomotives and control vehicles are assumed to be used in a oprangering with locomotive, to be mounted in such a way that an adaptation can free up the necessary land to the standing riding position.

4.2.9.1.6. Leads the console's ergonomics

Rear console and its operating equipment and controls must be designed so that the driver in the most commonly used driving position can maintain a normal working position, and so that it does not hinder his freedom, taking into account the driver's body measurements, see. Annex E.

Leads the console must have a reading zone, there are at least 30 cm wide and 21 cm high in front of the driver's seat, where the driver can load the paper documents that are required while driving.

Operating and control elements must be clearly marked, so the driver can identify them.

If a row-and/or braking force is controlled by means of the handle (combined or individual), ' traction ' increases when the handle is pushed forward, and» braking force ' increases when it is pulled toward the driver.

If the handle has a step for emergency braking, should be easy to distinguish from its other positions.

4.2.9.1.7. Climate control and air quality

Air break of the cab shall keep CO2 concentration down to the levels specified in section 4.2.5.9.

The ventilation system must not induce air currents with an air velocity in excess of the recognized threshold value for a good working environment around the driver's head and shoulders in the seated driving position (see definition in section 4.2.9.1.3).

4.2.9.1.8. Interior lighting

The cab controls must be illuminated by the cab general lighting in all normal operating modes for the rolling stock (also ' discontinued '). Its brightness must be over 75 lux on the driver's console.

Drivers must be able to turn on a separate lighting of leads the console's reading zone, where brightness must be adjustable up to a value of more than 150 lux.

If there is instrument lighting, it must be independent of general lighting and adjustable.

In order to prevent dangerous confusion with operating signals outside the cab, there must not be green lamps or green lighting in the cab, apart from the existing cab-signalling systems of class B (see definition in the TSI for the control-command and signalling to the conventional rail system).

4.2.9.2. Front pane

4.2.9.2.1. Mechanical characteristics


Window dimensions, location, form and finish (including maintenance) do not bother the driver's field of vision (see definition in section 4.2.9.1.3.1) and to facilitate the driver's solution of its task.

The cab front panes must be able to withstand impact from projectiles as specified in a 15152:2007, section 4.2.7, and they must be able to withstand afsprængning as specified in a 15152:2007, section 4.2.9.

4.2.9.2.2. Optical qualities

The cab front panes must be of an optical quality which does not alter the appearance of signs (shape and color) under any operating conditions (for example, when the front pane also warmed up to prevent fogging and icing).

The angle between the primary and secondary images must be specified in a 15152:2007, section 4.2.2.

The optical distortion of Visual image is allowable as specified in a 15152:2007, section 4.2.3.

For the blur apply specifications in a 15152:2007, section 4.2.4.

For light transmission applies to specifications in a 15152:2007, section 4.2.5.

For chromaticity apply specifications in a 15152:2007, section 4.2.6.

4.2.9.2.3. Equipment

Front pane must be fitted with devices for de-icing and demisting, exterior cleaning, which the driver can operate.

Equipment for cleaning and brightening of the windscreen must be sited and be of a type and quality, which ensures that the driver can maintain a clear view under most weather and operating conditions, and it must not bother the driver's vision.

There must be protection against the Sun, without the driver's visibility to signs, signals and other Visual information decreases when the sun visor is stowed out of the way.

4.2.9.3. Interface between driver and cab-equipment

4.2.9.3.1. Control of locomotive driver's activity

The cab shall be equipped with a means to monitor the driver's activity and automatically stop the train if it detects inactivity with the driver.

Specification of the means to monitor the driver's activity (and detect inactivity):

The driver's activity must be monitored when the train is configured to drive and is in motion (speed threshold for detection of motion is low); This monitoring will be done by inspection of locomotive driver's action of certain devices (pedal, push buttons, sensors, etc.) and/or his influence of train control and train monitoring system.

When no action is not detected in more than X seconds, triggered a message about inactive driver.

The system must make it possible to set (on the workshop or during maintenance) the period X to between 5 and 60 seconds.

When the same Act is recorded continuously over a period which is longer than 60 seconds, triggered a message about inactive driver also.

Before the announcement about inactive driver fired, drivers must be have a warning for giving him the opportunity to respond and reset the system.

Detection of inactive driver is a safety related function; the required security level is an outstanding point.

The system must have the report as ' idle ' engine driver ready, so that it can be disseminated to other systems (URf.eks. radio system).

Specification of actions that are triggered at togniveau upon detection of inactive driver:

Reporting as ' inactive ' when the train driver is configured to drive and is in motion (speed threshold for detection of motion is low), triggers the full service braking or emergency braking of the train.

Full service braking is triggered, the actual activation of the brake is controlled automatically, and activated the emergency brake must not.

Note: the feature described in this section can be undertaken by the control-command and signalling subsystem.

It is also allowed to install a system with a fixed (not adjustable) period X, provided that X is between 5 and 60 seconds. For security reasons, a Member State may require a maximum fixed amount of time, but it must not exclude any railway undertaking which uses a longer period Z (within the specified interval) from access, unless the Member State can demonstrate that the level of national security is threatened.

4.2.9.3.2. Speed display

This function and the corresponding conformity assessment are specified in the TSI for the control-command and signalling for conventional trains.

4.2.9.3.3. Driver's display and monitors

Functional requirements regarding the information and commands to be mobilized in the cab, be specified along with other requirements for each function in the section describing that function. The same applies to information and commands, which can be mobilised by means of display devices and screens.

Information and commands in the ERTMS system, including those who mobilized on a display device, as specified in the TSI for the control-command and signalling for conventional trains.

In the case of functions within the scope of this TSI, the information and commands, which the driver uses to manage and control the train, and provided with display devices or monitors, designed in a way that gives the driver options to use them correctly and respond properly on them.

4.2.9.3.4. Controls and indicators

Functional requirements are specified together with other requirements that apply to a given function, in the section describing that function.

All telltales must be designed so that they can be read correctly in day and artificial light, including random light.

Any mirrors for lighted indicators and buttons in the cab glazing must not bother the driver visibility from the normal driving position.

In order to prevent dangerous confusion with operating signals outside the cab, there must not be green lamps or green lighting in the cab, apart from the existing signal systems of class B (according to the TSI for the control-command and signalling to the conventional rail system).

Audible information generated by equipment on the train, who must be able to be heard by the driver in the driver compartment must be at least 6dB (A) of the received product noise level in the cab, measured as specified in the TSI for noise.

4.2.9.3.5. Marking

The following information must be visible in the driver's cab: – maximum speed (Vmax)



– identification number of rolling stock (traction unit number)



– repository for removable equipment (URf.eks. facilities for self-rescue, signals)



– emergency exit to be applied harmonised pictograms to mark controls and indicators in forrummet.

4.2.9.3.6. Remote control function

If the device can be controlled from the outside with radio remote under goods ranking, this feature must be designed in such a way that the driver can control the togbevægelserne safely and avoid errors.

This feature is security-related.

The design of the remote control feature and its security aspects must be assessed in accordance with recognized standards.

4.2.9.4. Tool and removable equipment on board

In or near the cab, there must be a space to store the following equipment in case the driver will need it in an emergency situation: – hand dipped in red and white light



– short-circuit equipment for rail circuits



– in the event that the parking brake bremseevnen is not sufficiently on track with case (see section 4.2.4.5.5, parking brake)



– a fire extinguisher in accordance with the TSI rolling stock for high-speed, section 4.2.7.2.3.2.



– on manned traction units for freight trains: a life-support machine, as specified in the TSI on safety in rail tunnels (see this, section 4.7.1).

4.2.9.5. Storage space for the staff's personal belongings

Each driver's cab shall be equipped with: – two hooks for clothes or a niche with a tøjstang



– space for placing of a suitcase or bag at 300 mm x 400 mm x 400 mm.

4.2.9.6. Recording device

The list of data to be recorded, must be defined in the TSI for conventional rail traffic operation and management, taking into account the data list in the TSI for the control-command and signalling, as well as ongoing studies of the needs of investigating bodies, whose task is to prepare accident reports.

The means to record these data fall within the scope of this TSI; as long as the list of the data to be recorded, in the absence of any specification of registration apparatus, is an outstanding point.

4.2.10. Fire safety and evacuation

4.2.10.1. General and categorization

This provision applies to all devices.

Rolling stock, which is assumed to be used in the trans-European conventional rail system must be designed in such a way as to protect the passengers and train crew under threat, URf.eks. the fire on the train, and in such a way as to permit an effective evacuation and rescue in the event of an emergency. This requirement shall be deemed to be fulfilled if this TSI are complied with.

Compatibility between rolling stock and operation in the categories of tunnels are specified in the TSIs for safety in jernbanentunneller.

Structural fire safety category shall be recorded in the register of rolling stock, see. section 4.8.

4.2.10.1.1. Requirements for all devices except the freight locomotives and work vehicles

Category A:

The rolling stock shall meet or exceed: – requirements for rolling stock in category (A) as shown in the TSIs for safety in rail tunnels and



– requirements of this TSI, section 4.2.10.2 to 4.2.10.4.

Rolling stock category A is the lowest category of rolling stock that can be used on the trans-European infrastructure.


Compatibility between rolling stock and other category A up to 5 km long rail segment than tunnels, where it is dangerous to stand off the train (URf.eks. swollen section of line, railway embankments, dig), within the scope of this TSI.

Category (B):

Rolling stock in category B must comply with: – all requirements for rolling stock in category A and



– requirements for the rolling stock category B as shown in the TSIs for safety in rail tunnels and



– requirements of this TSI, section 4.2.10.5.

Rolling stock in category B are designed for operation on all parts of the infrastructure of TEN (including the long tunnels and long swollen section of line).

4.2.10.1.2. Requirements for freight locomotives and work vehicles

Freight locomotives must comply with the requirements of: – the section of the TSI on safety in rail tunnels, which applies to freight locomotives (including for rolling stock in General), and



– requirements of this TSI, section 4.2.10.2, Material requirements, and Special requirements for flammable liquids, 4.2.10.3.

Service vehicles shall comply with the requirements of the TSI on safety in rail tunnels: – section: 4.2.5.1 Material properties for rolling stock, 4.2.5.6 On-board fire detectors, and 4.2.5.7, communications systems in trains, as well as



– requirements of this TSI, section 4.2.10.2, Material requirements, and Special requirements for flammable liquids, 4.2.10.3.

4.2.10.1.3. Requirements are specified in the TSI on safety in rail tunnels

The following list provides an overview of the basic parameters, which are covered by the TSIs for safety in rail tunnels, which are relevant for the rolling stock within the scope of this Tsi (Note: not all parameters are relevant for all types of entities covered by this TSI):

4.2.5.1. Material properties for rolling stock (1)

4.2.5.2. Fire extinguishers for passenger trains

4.2.5.3. Fire protection for freight trains

4.2.5.4. Fire barriers for passenger trains (1)

4.2.5.5. Other measures aimed at ensuring driving ability of passenger trains, which is broken in the fire

4.2.5.6 On-board fire detectors.

4.2.5.7. Communication systems in trains (2)

4.2.5.8. Overstropning of the emergency brake (2)

4.2.5.9. Emergency lighting system in the train

4.2.5.10. Interruption of train air conditioning unit

4.2.5.11. Establishment of escape routes in passenger vehicles (1)

4.2.5.12. Information and access for rescue services

The provisions, which are marked with (1), affected by section 4.2.10 in this TSI.

When this TSI, the TSI for different from safety in rail tunnels at certain points, the TSIs shall be applied in the following way: – Section 4.2.5.1 of the TSI on safety in rail tunnels (Material properties for rolling stock) are supplemented by section 4.2.10.2 (Material requirements) of this TSI, in the case of conventional rolling stock.



– Section in the TSI on safety in rail tunnels 4.2.5.4 (Fire barriers for passenger trains) is supplemented by section 4.2.10. 5 (Fire barriers) in the present TSI, in the case of conventional rolling stock.



— Section 4.2.5.11.1 of the TSI on safety in rail tunnels (emergency exits for passengers) will be replaced by section 4.2.10.4 (Evacuation of passengers) in the present TSI, in so far as the lead goes conventional rolling stock.

The provisions, which are marked with 2), affected by section 4.2.5 of this TSI (see details in section 4.2.5).

4.2.10.2. Material requirements

This section complements section 4.2.5.1 material properties for rolling stock, in the TSI on safety in rail tunnels, with regard to the conventional rolling stock.

In addition to the provisions of the TSI on safety in rail tunnels (whereas on to Tsi on high-speed rolling stock), and as long as the EN45545-2 is not published, can the requirements for fire performance of materials and the selection of components also be satisfied by verification of compliance in accordance with TS 45545-2:2009, taking into account the relevant operational category as specified in TS 45545-1:2009.

4.2.10.3. Specific measures for flammable liquids

Precautions shall be taken in railway vehicles in order to prevent the outbreak and spread of fire due to leakage of flammable liquids or gases.

4.2.10.4. Evacuation of passengers

This section replaces section 4.2.5.11.1, emergency exits for passengers in the TSI on safety in tunnels, as regards conventional rolling stock.

Definitions and clarifications

Emergency exit: Measure in the train, which makes it possible to get out of the train in an emergency. An outer passagerdør is a special type of emergency exit.

Crawl route: an area on the train, as there are input to and output from on different pages, and which do not prevent passengers and staff movements, longitudinally along the train. Interior doors that cannot be locked, shall be deemed not to impede the movements of passengers and staff.

Passenger area means an area to which passengers have access to without special tiladelse.

Kupe: Passenger area or personnel area that cannot be used like crawl route for passengers or staff.

Requirements

There must be emergency exits, and it must be specified, where they find themselves.

An emergency exit must be able to be opened from the inside by a passenger.

All emergency exits must be in open mode have an opening that is large enough, people can get through. This requirement shall be deemed to be fulfilled when the open emergency exit has a rectangular free opening of at least 700 mm x 550 mm.

Seats and other items for use by passengers (table, bed, etc.) can be placed on the road to ran as long as they do not obstruct use of ran and not obstruct the free opening as defined above.

All exterior passenger doors must be fitted with the emergency eject devices makes it possible to use them as emergency exits.

From any location on a crawl route, there should not be more than 16 m to the nearest exterior door, measured longitudinally along the vehicle; sleeping and dining cars are exempt from this requirement.

In the dining cars, there must be an emergency exit to a maximum of 16 m from any place in the dining car, measured longitudinally along the vehicle.

In the sleeping carriages, each sleeping Kupe have an emergency exit.

Apart from the toilets and luggage areas have no place in a passenger compartment must be more than 6 m from an emergency exit, measured longitudinally along the vehicle. At emergency exits from the passenger compartments must have devices for a safe and rapid evacuation if the distance from the lowest point of the emergency exit to shine overkant is greater than 1.8 m.

Vehicles designed to accommodate up to 40 passengers, must have at least two emergency exits.

Vehicles designed to accommodate more than 40 passengers, must have at least three emergency exits.

Vehicles intended for the transport of passengers, must have at least one emergency exit on each side of the vehicle.

4.2.10.5. Fire barriers

This section complements section 4.2.5.4 Fire barriers for passenger trains, the TSI on safety in rail tunnels, in as far as the conventional rolling stock.

Next to the provisions of the TSI on safety in rail tunnels on rolling stock in fire safety category B can the requirement of ' dividing walls throughout the train's cross-section of passenger/staff areas ' are fulfilled at the time of the fire spreading prevention measures:

If used brand proliferation preventive measures instead of dividing walls throughout the train's cross section, the following is displayed: – to ensure that fire and smoke will not spread in dangerous concentrations over greater lengths than 28 metres of passenger/staff areas in a unit for at least 15 minutes after fire



– that they are installed in each vehicle in the unit, which is assumed to be used for the carriage of passengers and/or staff



– that they provide at least the same level of safety for persons on board as dividing walls throughout the train's cross-section that retain their integrity in 15 minutes and are tested according to the requirements of EN 1363-1:1999 on test of separation walls, assuming that the fire may occur on both sides of the dividing wall.

If the fire spread prevention measures depend on the systems, components or features stand reliably available, security level for these should be taken into account when after the view; in this case, it is an outstanding point at which overall safety levels that must be met.

4.2.11. Ongoing maintenance

4.2.11.1. General

Routine maintenance and minor repairs needed to maintain reliability in the periods between major maintenance overhaul must be performed when the train is recommended elsewhere than on his usual maintenance workshop.

This section contains the requirements for measures in connection with ongoing maintenance of trains in operation or recommended on a rail network. Most of the requirements are aimed at ensuring that the rolling stock has the equipment needed to comply with the provisions of the other parts of this TSI and TSI on infrastructure.

4.2.11.2. External cleaning of trains

4.2.11.2.1. Cleaning of the cab windshield

Applies to: all units with cabs.

Front panes in the driver's cab must be cleaned from the outside, without the need to disassemble any component or hedging.

4.2.11.2.2. Exterior cleaning in washing facilities

The speed of trains should be washed outside in a washing plant on level track, could be adjusted to between 2 and 5 km/h.

This requirement aims to ensure compatibility with washing facilities.

4.2.11.3. Toilet discharge system

Applies to: units with closed toilet tanks.

Interface for emptying system: Provisions in the rolling stock Tsi for high-speed section 4.2.9.3, shall apply.


4.2.11.4. Vandpåfyldningudstyr

Applies to: all units with water taps.

The water supplied to the train, considered to be drinking water in accordance with Directive 98/83/EC shall apply. The TSI for conventional rail infrastructure, subparagraph 4.2.13.3, to the point where the water is filled on the rolling stock.

The idea of the train must not result in additional health risk for humans beyond those associated with the storage of water in accordance with the above provisions.

This requirement shall be deemed fulfilled when assessing water overhead and forseglingens material and quality. The materials must be suitable for transport and storage of drinking water.

4.2.11.5. water filling interface

Applies to: all devices with filling interface.

The provisions in the rolling stock Tsi for high-speed, section 4.2.9.5.2, applies to ' inlet connections for water tanks '.

4.2.11.6. Special requirements for recommendation of trains on depot tracks

Applies to all devices.

Different levels of functions: Provisions in the rolling stock Tsi for high-speed, section 4.2.9.7, shall apply to rolling stock for conventional trains.

If a unit is equipped with a power supply for use while the device is recommended, it must be compatible with at least one of the following: – energy supply systems energy supply catenary (see section 4.2.8.2.9, Requirements associated with pantograph)



– energy supply of type UIC 552 (1 kV a.c., 1.5 kV alternating current/direct current, 3 kV DC)



– local, external auxiliary power supply: this is an outstanding point.

4.2.11.7. Fuel filling equipment

Applies to units with a fuel filling system.

Rolling stock is equipped with a fuel filler system, URf.eks. trains running on diesel fuel must meet the requirements of UIC 627-2: Christmas 1980, section 1.

Note: It will later have to comply with a standard, which is currently under preparation.

Outstanding point: nozzles for alternative fuels (biofuels, compressed natural gas, etc.)

4.2.12. Documentation relating to the operation and maintenance

The requirements in this section 4.2.12 applies to all devices.

4.2.12.1. in General

In this section 4.2.12 describes the documentation required in Directive 2008/57/EC, annex VI, section 4 (Technical dossier), second indent: – "-for the other subsystems: General and detailed drawings in line with execution, electrical and hydraulic diagrams, control-circuit diagrams, description of data-processing and automatic systems, operating and maintenance manuals, etc. '.

Since this documentation is included in the technical file, assembled it by the notified body and has to accompany the EC declaration of verification.

As part of the technical file deposited this documentation with the applicant and must be kept by the applicant throughout the service life of the subsystem.

The required documentation is attached to the basic parameters that are identified in this TSI. Its contents are described in the following sections.

4.2.12.2. General documentation

The following documentation must be submitted with a description of the rolling stock: – integrated drawings



– electricity, pneumatics and hydraulic diagrams, control-circuit diagrams, which are necessary in order to explain the relevant systems functioning and operation



– description of computer systems on the train, including a description of their features, specification of interfaces, as well as data processing and protocols



– weight balance as well as the assumptions that underlie the intended loading conditions, see. section 4.2.2.10



– axle and wheelbase, see. section 4.2.3.2



– test report on dynamic properties at runtime, including registration of the quality of the track, the test is carried out on the meaning. section 4.2.3.4.2



– the assumptions taken into account for the assessment of the loads caused by bogie drive, see. section 4.2.3.5.1



– braking performance, see. section 4.2.4.5



– whether there are toilets in a unit and of what type, the properties of the medium, if it is not flush clean water, the nature of the treatment system of effluent and the standards compliance is assessed in relation to the basic regulation. section 4.2.5.1



– the measures taken in connection with the selected range of environmental parameters, if it is not the nominal, see. section 4.2.6



– traction performance, see. section 4.2.8.1.1



– assumptions and data that has formed the basis of the compatibility study of a.c. systems, see. section 4.2.8.2.7



– number of pantographs simultaneously is in contact with the overhead line equipment, the distance between them and the spatial type of overhead line construction (A, B or C), which is used during the assessment tests, see. section 4.2.8.2.9.7.

4.2.12.3. Documentation for the maintenance

Maintenance is a set of activities with the aim to maintain or restore mode for the functional unit, in which it can perform its function, and including ensuring that security systems all the time are intact, and that applicable standards are complied with (after a definition 13 306).

The following information must be provided, as necessary to perform maintenance: – documentation of vedligeholdelsens design: explains how the maintenance activities are defined and organised in order to ensure that the characteristics of the rolling stock does not come outside the acceptable usage levels in equipment lifetime.



  This documentation must provide data to the determination of the criteria for inspection and maintenance activities frequency.



– Maintenance instructions: explains how maintenance activities must be carried out.

4.2.12.3.1. Documentation with justification for vedligeholdelsens organisation

Documentation of vedligeholdelsens design must contain the following: – precedents, principles and methods used to organise the device maintenance



– application profile: limits for normal conditions of use of the unit (km/month, climatic restrictions, allowable cargo types, etc.)



– relevant data used to organise the maintenance, and these data's origin (experience reporting)



– tests, surveys and calculations that are performed in order to organise the maintenance.

The resulting products (plant, tool), which is needed for maintenance are described in section 4.2.12.3.2, maintenance records.

4.2.12.3.2. Maintenance instructions

In the maintenance script, it describes how maintenance activities must be carried out.

The concept of maintenance activities include all necessary activities such as URf.eks. inspection, monitoring, testing, measuring, replacement, adjustment and repair.

Maintenance activities are divided into: – preventive maintenance; planned and controlled



-corrective maintenance.

Maintenance script should contain the following: – Component hierarchy and functional description: in the hierarchy of the rolling stock, since it is enclosed lists all items in that piece of rolling stock construction in a relevant number of different levels. The bottom element in the hierarchy must be a replaceable unit.



– Wiring diagrams, connection diagrams and wiring diagrams.



– Bill: the Bill must contain technical descriptions of the parts (the replaceable units) and their references, so the correct spare parts can be identified and mobilized.



  The list must include all share for which it is specified that they must be replaced under the given conditions, or that it may need to be replaced after an electrical or mechanical malfunctions, or as is to be expected will have to be replaced after damage by accident (URf.eks. front pane).



  Interoperability constituents must be indicated with reference to their Declaration of conformity.



– In the case of components which are subject to limits, which may not be exceeded during operation, the limit values shall be indicated; It can be specified, which operating restrictions that will apply in reduced functionality mode (when the maximum limit is reached).



– European legal requirements: If the component or system is subject to specific European legal requirements, those requirements should be stated.



– A structured set of tasks that involve the activities, procedures and resources which the applicant provides for the execution of the maintenance task.



– Description of maintenance activities.



The following aspects should be documented:



– instructional drawings about disassembly and Assembly, which are required for Assembly and disassembly of interchangeable parts



– maintenance criteria



– controls and tests



– tools and materials that are part of the task



-consumables, which are part of the task



– measures and equipment for protection of the personal safety.



– Tests and procedures that must be performed after each maintenance operation, before the rolling stock placed in service again.



– Manuals or facilities for troubleshooting (fault Diagnostics) for all situations which can reasonably be foreseen; This includes functional and system diagrams or it-based troubleshooting systems.

4.2.12.4. Documentation relating to the operation

The technical documentation necessary to drive the device, consists of:




– a description of the operation in normal operating mode, including the unit's operational characteristics and operating restrictions (URf.eks. vehicle profile, maximum design speed, axle load and braking performance)



– a description of the different deterioration in function modes which can reasonably be foreseen in connection with safety-critical error by the equipment or the features that are described in this TSI, together with their associated acceptable limit values and operating conditions of the unit, which can appear.

This technical operational documentation shall be included in the technical dossier.

4.2.12.5. The lift chart and instructions

Documentation shall include: – a description of the procedures for lifting and uplift with accompanying instructions



– a description of the interfaces for lifting and uplift.

4.2.12.6. Descriptions relating to the rescue

Documentation shall include: – a description of the procedures for the application of emergency measures and the precautions to be taken, URf.eks. regarding the use of emergency exits, access for emergency workers to the rolling stock, the isolation of brakes, electrical grounding and towing



– a description of the effects of taking emergency measures, described URf.eks. reduced braking performance after isolation of the brakes.

4.3. Functional and technical specifications of the interfaces

4.3.1. Interfaces to subsystem Energy

Table 7

Interfaces to subsystem Energy Reference in the TSI for locomotives and passenger carriages for the conventional rail system



 



Reference in the energy Tsi for conventional rail



 





Parameter





Section





Parameter





Section







Profile determination





4.2.3.1





Pantograph profile





Annex E







Operation within the range of voltage and frequency ranges





4.2.8.2.2





Voltage and frequency





4.2.3





 

 



Parameters regarding. supply system performance



 





– Max. powered by køreledn.





4.2.8.2.4





– Maximum train current





4.2.4







– Power factor





4.2.8.2.6





– Power factor





4.2.4







– Max. current at standstill





4.2.8.2.5





-Average utility voltage at the pantograph





4.2.4







– Power capacity, DC power systems, fun train





4.2.6



 

 





Regenerative braking with energy to run wire





4.2.8.2.3





Regenerative braking





4.2.7







Function for the measurement of energy consumption





4.2.8.2.8





Measurement of consumption of electric energy





4.2.21







-Pantograph height





4.2.8.2.9.1





The overhead line system geometry





4.2.13







-Pantograph head geometry





4.2.8.2.9.2



 

 





-Pantograph head geometry





4.2.8.2.9.2





Pantograph profile





4.2.14







– Profilmål





4.2.3.1



 

 





Contact strip material





4.2.8.2.9.4





Contact wire material





4.2.18







Pantograph static contact force





4.2.8.2.9.5





Mean contact force





4.2.15







Pantograph contact force and dynamic properties





4.2.8.2.9.6





Dynamic behavior and current collection quality





4.2.16







Arrangement of pantographs





4.2.8.2.9.7





Distance between pantograph for overhead line construction





4.2.17







Passage of phase or system separation sections





4.2.8.2.9.8





Sections for:



 



 

 



-phase separation





4.2.19





 

 



system separation





4.2.20







Electrical protection of the train





4.2.8.2.10





Arrangements for the coordination of electrical protection





4.2.8







Disturbances in the energy system by AC power systems





4.2.8.2.7





Harmonic and dynamic influences





4.2.9











4.3.2. Interfaces to subsystem Infrastructure

Table 8

Interfaces to subsystem Infrastructure Reference in the TSI for locomotives and passenger carriages for the conventional rail system



 



Reference in the TSI for conventional rail infrastructure



 





Parameter





Section






Parameter





Section







Kinematic gauge of the rolling stock





4.2.3.1.





Minimum structure gauge





4.2.4.1





 

 



Track distance





4.2.4.2





 

 



Minimum rounding radius





4.2.4.5







Axle load parameter





4.2.3.2.1





The track's ability to absorb vertical loads





4.2.7.1





 

 



The track's ability to absorb lateral forces





4.2.7.3





 

 



Broers ability to capture traffic loads





4.2.8.1





 

 



Equivalent vertical load ground constructions and effects in the form of jordtryk





4.2.8.2





 

 



Existing broers and soil structural ability to absorb traffic loads





4.2.8.4







Dynamic properties at runtime





4.2.3.4.2.





Over height deficit





4.2.5.4







Run-time dynamic limits for trace load





4.2.3.4.2.2





The track's ability to absorb vertical loads





4.2.7.1





 

 



The track's ability to absorb lateral forces





4.2.7.3







Equivalent conicity





4.2.3.4.3





Equivalent conicity





4.2.5.5







Geometric properties of wheelset





4.2.3.5.2.1





Nominal gauge





4.2.5.1







Geometric properties of wheel





4.2.3.5.2.2





Rail cross-section to plain track piece





4.2.5.6







Wheel sets that can be set to different track gauges





4.2.3.5.2.3





Switches geometry in operation





4.2.6.2







Minimum curve radius





4.2.3.6





Minimum horizontal curve radius





4.2.4.4







Maximum average deceleration





4.2.4.5.1





The track's ability to absorb longitudinal forces





4.2.7.2





 

 



Influences from braking and acceleration forces





4.2.8.1.4







Slipstream effects





4.2.6.2.1





The stability of new constructions of or by track





4.2.8.3







Pressure wave from the train's front end





4.2.6.2.2





Maximum pressure variation in tunnels





4.2.11.1







Maximum pressure variation in tunnels





4.2.6.2.3





Stamp effect in underground stations





4.2.11.2





 



4.2.6.2.4





Track distance





4.2.4.2







Side wind





4.2.6.2.5





Effects of Crosswinds





4.2.11.6







Toilet discharge system





4.2.11.3





Toilet emptying





4.2.13.1







Exterior cleaning in washing facilities





4.2.11.2.2





Togvaske plant





4.2.13.2







Equipment for water filling:



 

 

 





Interface for water filling





4.2.11.4 4.2.11.5





Water filling





4.2.13.3







Refuelling equipment





4.2.11.7





Fueling





4.2.13.5







Particular requirements for recommendation of trains on depot tracks





4.2.11.6





Electricity supply installations (fremmednet)





4.2.13.6











4.3.3. Interfaces to subsystem operating conditions

Table 9

Interfaces to subsystem Reference operating conditions in the TSI for locomotives and passenger carriages for the conventional rail system



 




Reference in the TSI for conventional rail traffic operation and management



 





Parameter





Section





Parameter





Section







Emergency coupler





4.2.2.2.4





Preparedness





4.2.3.6.3







Axle load parameter





4.2.3.2





Oprangering





4.2.2.5







Braking performance





4.2.4.5





Minimum requirements for brake system





4.2.2.6.1







Headlamps and rear light





4.2.7.1





The train's visibility





4.2.2.1







Typhoon





4.2.7.2





Train audibility





4.2.2.2







Vision





4.2.9.1.3





Observation of signals





4.2.2.8 (*) Front frame optical properties





4.2.9.2.2



 

 





Interior lighting





4.2.9.1.8



 

 





Control with the driver's activity





4.2.9.3.1





Dead man's works





4.2.2.9







Recording device





4.2.9.6





Data registration





4.2.3.5.2









(*) In the next revision of the OPE TSI.











4.3.4. Interfaces for the control-command and signalling subsystem

Table 10

Interfaces for the control-command and signalling subsystem Reference in the TSI for locomotives and passenger carriages for the conventional rail system



 



Reference in the TSI for the control-command and signalling to the conventional rail system



 





Parameter





Section





Parameter





Section







Characteristics of the rolling stock is compatible with train detection systems based on rail circuits





4.2.3.3.1.1





Vehicle geometry

Vehicle design

Isolating emissions

Electro-magnetic compatibility





Annex A,

Appendix 1







Characteristics of the rolling stock is compatible with train detection systems based on axle counters





4.2.3.3.1.2





Vehicle geometry

Wheel geometry

Vehicle design

Electro-magnetic compatibility





Annex A,

Appendix 1







Characteristics of the rolling stock is compatible with loop equipment





4.2.3.3.1.3





Vehicle design





Annex A,

Appendix 1







Detection of super-heated axle





4.2.3.3.2





Requirements for shaft hotbox detector





Annex A,

Appendix 2







Activation of the emergency brake





4.2.4.4.1





ETCS functions in the rolling stock





4.2.2

(Annex A, index_num. 1)







Emergency braking capability





4.2.4.5.2





Guaranteed braking performance of the train and specifications





4.3.2.3







Vision





4.2.9.1.3





Fixed visibility of the control elements





4.2.16







Control with the driver's activity





4.2.9.3.1





The driver vigilance device





4.3.1.9

Annex A,

index_num. 42











4.3.5. Interfaces to subsystem telematic applications for passenger transport

Table 11

Interfaces to subsystem telematic applications for passenger transport Reference in the TSI for locomotives and passenger carriages for the conventional rail system



 



The reference in the draft TSI for traffic telematics, passenger transport



 





Parameter





Section





Parameter





Section







Customer information (persons with reduced mobility)





4.2.5





Displaying information in the train





4.2.13.1







Public address systems





4.2.5.2





Synthetic voice and advertising





4.2.13.2







Customer information (persons with reduced mobility)





4.2.5



 


 









4.4. Operating Rules

In the light of the essential requirements referred to in article 6. section 3, describes the provisions relating to the operation of locomotives and passenger trains in the conventional railway system in:

section 4.3.3, interfaces to subsystem operating conditions, which refers to the relevant sections of this TSI, section 4.2

-section 4.2.12, Documentation relating to operation and maintenance.

Operational rules shall be drawn up within the framework of the railway undertaking's safety management system.

Operating rules are particularly necessary in order to ensure that a train that is stopped on a track with appropriate, as specified in section 4.2.4.2.1 and 4.2.4.5.5 (requirements for braking), will be entertaining. Operating rules for the use of public address system, passenger alarm, emergency exits, as well as for the opening and closing of the access doors shall be drawn up taking into account the relevant provisions of the TSI and the documentation for the operation.

Safety rules for people who work along the trail, and for passengers on platforms shall be drawn up taking into account the relevant provisions of the TSI and the documentation for the operation.

The technical operational documentation described in section 4.2.12.4, gives indication of the characteristics of the rolling stock to be taken into account in determining the operating rules for reduced functionality mode.

The procedures for lifting and salvage, including both the method and the means to salvaging a derailed train or a train can not move normally, determined with due regard to the provisions relating to the lifting and uplift in section 4.2.2.6 and 4.2.12.5; provisions on braking system in connection with salvage is described in sections 4.2.4.10 and 4.2.12.6.

4.5. Maintenance rules

In the light of the essential requirements referred to in article 6. section 3, describes the provisions relating to the maintenance of locomotives and passenger trains in the conventional railway system in: – section 4.2.11, ongoing maintenance



– section 4.2.12, Documentation relating to operation and maintenance.

In other provisions in section 4.2 (section 4.2.3.4 4.2.3.5 and) specifies limit values for certain properties to be checked during maintenance activities.

In the light of the above information, which is contained in section 4.2, sets out the tolerances and intervals to be applied in order to ensure compliance with the essential requirements throughout the life of the rolling stock, on the operating level (not within the scope of the assessment in relation to this TSI); This activity includes: – determination of operating in those cases where such values are not specified in this TSI, or where operating conditions allowing the use of other operating values than specified in this TSI.



– Justification to operating values by means of information equivalent to those required in sections 4.2.12.3.1, documentation of vedligeholdelsens design.

On the basis of the above information referred to in this section shall be the subject of a maintenance plan at the operational level (not as part of the assessment in respect of this TSI), which consists of a structured set of maintenance tasks, which include activities, tests and procedures, criteria, frequency and working hours of maintenance funds, which are needed to perform maintenance tasks.

4.6. Professional qualifications

The professional qualifications of the personnel required to operate locomotives and passenger trains in the conventional rail system, is partly covered by Tsi on the operating conditions and of the European Parliament and of the Council Directive 2007/59/EF21).

4.7. Health and safety

The provisions on health and safety for the staff required to operate and maintain locomotives and passenger trains in the conventional rail system, are covered by the essential requirements no. 1.1, 1.3, 2.5.1, 2.6.1 (after the numbering of Directive 2008/57/EC); of the table in section 3.2, it appears, the technical provisions in this TSI, corresponding to these essential requirements.

Inter alia, the following addresses the following provisions in section 4.2 rules on staff health and safety: – Section 4.2.2.2.5: accessibility for the staff of the coupling and decoupling.



– Section 4.2.2.5: passive safety.



– Section 4.2.2.8: Access doors for personnel and freight.



– Section 4.2.6.2.2: release the flow influence of people working along the trail.



– Section 4.2.7.2.2: Tyfonens sound pressure.



– Section 4.2.8.4: protection against electrical hazard.



– Section 4.2.9: driver's cab.



– Section 4.2.10: fire safety and evacuation.

4.8. the European register of authorised vehicle types

In accordance with Directive 2008/57/EC, article 34, paragraph 2, point (a)), to define the technical characteristics of the rolling stock Tsi which shall be entered in the European register of authorised types of vehicles.

The main characteristics of the rolling stock to be entered in the European register of authorised vehicle types is shown in table 12.

What information about other subsystems to be included in the register shall be inserted in the relevant Tsis.

Table 12

Information to be entered in the European register of authorised vehicle types characteristic of the rolling stock





Section





Type of data to be recorded







Usage condition (the defined oprangeringer, the equipment is certified for)





4.1.2





Oprangering, unit, fixed or predefined oprangering, interconnected operations





 



4.1.3





Technical category







Endekobling





4.2.2.2.3





Type of mechanical coupling and the nominal maximum value for dimensioning, drag and pressure forces







The rolling stock's loading gauge





4.2.3.1





The reference kinematic profile (GA, GB or GC), as the product is in accordance with, including national profiles, which is less than the GC







Lot





4.2.2.10





The device's design mass in working and ready. Device design with normal payload mass Maximum axle load for a single axle for each loading condition.







Properties for rolling stock relating to compatibility with train detection systems





4.2.3.3.1





Compatibility with train detection systems based on rail circuits or compatibility with train detection systems based on axle counters or compatibility with loop equipment.







Quasistatic steering force





4.2.3.4.2.2 and

7.5.1.2





Estimated value (after testing and, where appropriate, possible recalculation)







By emergency braking, braking performance under normal and degraded conditions (lowest performance for each loading condition)





4.2.4.5.2





The deceleration profile (deceleration = F (velocity)) equivalent reaction time







Installed additional braking systems





4.2.4





Regenerative brake, magnetic rail brake, Eddy current brake.







Thermal brake energy





4.2.4.5.4





Accordance with the reference case (yes/no) If no: drop the line length and angle of more







Parking bremseevne





4.2.4.5.5





Angle of more







Indoor air quality/the emergency ventilation





4.2.5.9





The length of time during which the mechanical ventilation can keep CO2 levels below 10000 ppm. (Registration is only necessary if ventilation energy being supplied by the battery.)








Environmental conditions





4.2.6.1





The selected range of environmental parameters (temperature, snow conditions, height)







Speed





4.2.8.1.2





Maximum design speed







Energy supply





4.2.8.2.2





System voltage and frequency which the rolling stock is designed.







Maximum power





4.2.8.2.4





Maximum current draw, as the rolling stock power limits allow







Maximum absorbed power stationary train, DC systems





4.2.8.2.5





Maximum current draw when stationary for each pantograph (if it is greater than specified in the TSI energy for conventional trains, section 4.2.6).







Function for the measurement of energy consumption





4.2.8.2.8





If there is a measuring device (yes/no)







Pantograph type





4.2.8.2.9.2





The type or types of the pantograph head mht. geometry, as the equipment is equipped with







Fire safety category





4.2.10.1





(A), (B) or the freight locomotive











5. INTEROPERABILITY CONSTITUENTS

5.1. Definition

According to article 2, subparagraph (d)), in Directive 2008/57/EC, interoperability constituents» each elementary component, group of components, subassembly or complete Assembly of equipment incorporated or intended to be incorporated into a subsystem upon which the interoperability of directly or indirectly ' the trans-European conventional rail system.

The concept of ' component ' covers both tangible objects and intangible objects, URf.eks. software.

The interoperability constituents are described in section 5.3, components: – If the specification refers to a requirement laid down in section 4.2. In section 5.3, please refer to the relevant paragraph in section 4.2; that defines how the interoperability of the trans-European conventional rail system depends on the respective component.



– When, in section 5.3 States that a given requirement must be assessed on the interoperabilitetskomponentniveau, it is not necessary to carry out an assessment of the same requirements on subsystem level



— If the specification it may be necessary to establish additional requirements as URf.eks. interface requirements; These additional requirements are also specified in section 5.3



– and for which the assessment procedure described in section 6.1 independently to the corresponding subsystem.

The scope of an interoperability constituent shall be disclosed and after appearing as described for each component in section 5.3.

5.2. Innovative solutions

As indicated in section 4.1.1 of this TSI can innovative solutions require new specifications and/or assessment methods. These specifications and assessment methods shall be drawn up by the procedure described in section 6.1.3, when an innovative solution to be used for an interoperability constituent.

5.3. Specifications for the interoperability constituents

The interoperability constituents are enumerated and shown separately in the following.

5.3.1. Nødkoblinger

An emergency coupler shall be designed and evaluated with a view to a scope that is defined by: – the type of endekobling, it can be linked together with



– the flushing and pressure forces it can withstand



– the way in which it intended to be mounted on the tow unit.

An emergency coupler shall meet the requirements set out in sections 4.2.2.2.4. These requirements must be evaluated at interoperabilitetskomponentniveau.

5.3.2. Wheels

A wheel must be designed and evaluated with a view to a scope that is defined by:-geometric properties: nominal running surface diameter



– mechanical properties: maximum vertical static force, maximum speed and lifetime



– thermomechanical properties: maximum braking energy.

A wheel must meet the requirements for geometric, mechanical and thermomechanical properties defined in section 4.2.3.5.2.2; These requirements must be evaluated at interoperabilitetskomponentniveau.

5.3.3. blocking Protection System

A system for wheels blocking protection must be designed and evaluated with a view to a scope that is defined by: – a brake system of the pneumatic type



  Note: a system for blocking protection shall not be considered to be an interoperability constituent for other types of brake systems such as URf.eks. hydraulic, dynamic and mixed braking systems, and this section shall not apply in such cases.



– the maximum operating speed.

A blocking protection system must meet the requirements for the systems to the blocking protection that goes by the title 4.2.4.6.2.

5.3.4. headlamps

A headlamp shall be constructed and evaluated without limitation as to its scope.

A headlamp shall comply with the requirements for colour and brightness, which is defined in section 4.2.7.1.1. These requirements must be evaluated at interoperabilitetskomponentniveau.

5.3.5. Marker lights

A marker lights shall be so constructed and evaluated without limitation with respect to its scope.

A marker lights shall meet the requirements for colour and brightness, which is defined in section 4.2.7.1.2. These requirements must be evaluated at interoperabilitetskomponentniveau.

5.3.6. connect signal

A final signal be designed and evaluated without limitation with respect to its scope.

A final signal must meet the requirements for colour and brightness, which is defined in section 4.2.7.1.3. These requirements must be evaluated at interoperabilitetskomponentniveau.

5.3.7. Typhoons

A typhoon be designed and evaluated without limitation as to its scope.

A typhoon shall comply with the requirements for emission of audible signals, which is defined in section 4.2.7.2.1. These requirements must be evaluated at interoperabilitetskomponentniveau.

5.3.8. Pantograph

A pantograph shall be designed and evaluated with a view to a scope that is defined by: – voltage system type as defined in section 4.2.8.2.1



– one of the two profiles, such as the pantograph head defines, and as specified in section 4.2.8.2.9.2



– power capacity as defined in section 4.2.8.2.4



– maximum current at standstill for each overhead in overhead line systems with AC power



  Note: the maximum current at standstill as defined in section 4.2.8.2.5 must be compatible with the above values taking into account overhead line to the characteristics of the system (one or two contact wires).



– the maximum operating speed: the assessment of the maximum operating speed is made as provided in section 4.2.8.2.9.6.

The attainment of the above listed requirements shall be assessed in interoperabilitetskomponentniveau.

Pantograph workspace in the height specified in paragraph 4.2.8.2.9.1.2, the pantograph head geometry specified in section 4.2.8.2.9.2, the pantograph current capacity specified in section 4.2.8.2.9.3, the pantograph static contact force specified in section 4.2.8.2.9.5, and the collector's own dynamic behavior, which is specified in section 4.2.8.2.9.6 shall be assessed also at interoperabilitetskomponentniveau.

5.3.8.1. Contact pieces

Contact strips are the replaceable parts of the pantograph head which are in contact with the catenary.

Contact pieces must be designed and evaluated with a view to a scope that is defined by:-their geometry as defined in section 4.2.8.2.9.4.1



– the material, contact strips are made of, as defined in section 4.2.8.2.9.4.2



– the voltage system type as defined in section 4.2.8.2.1



– power capacity as defined in section 4.2.8.2.4



– maximum current at standstill for DC systems as defined in section 4.2.8.2.5.

The fulfilment of the above requirements in this section shall be assessed at interoperabilitetskomponentniveau.

In addition, there is a conformity assessment of contact pieces of coal or charcoal impregnated as specified in section 6.1.2.2.7.

5.3.9. Main switch

A main circuit breaker must be designed and evaluated with a view to a scope that is defined by: – voltage system type as defined in section 4.2.8.2.1



– power capacity as defined in section 4.2.8.2.4 (maximum power) and in section 4.2.8.2.10 (maximum fault current).


The fulfilment of these requirements is estimated at interoperabilitetskomponentniveau.

The release should happen immediately (without intentional delay) as specified in Annex K to the energy Tsi for conventional trains, see. the reference in section 4.2.8.2.10 (the largest acceptable value listed in Annex K, note 2); It is estimated at interoperabilitetskomponentniveau.

5.3.10. The connection piece for toilet emptying

A connection piece for toilet emptying be designed and evaluated without limitation with respect to its scope.

Connection pieces for toilet emptying must meet the requirements in section 4.2.11.3 dimension.

5.3.11. Inlet connection for water containers

An inlet connects to the water tanks be designed and evaluated without limitation as to its scope.

Inlet connections for water storage containers must meet the dimensional requirements in section 4.2.11.5.

6. assessment of CONFORMITY or SUITABILITY FOR USE AS WELL AS EC verification

6.1. Interoperability constituents

6.1.1. Conformity assessment

The manufacturer of the interoperability constituent or his authorised representative established in the European Union must draw up an EC declaration of conformity or suitability for use in accordance with Directive 2008/57/EC, article 13, paragraph 1, and annex IV before the interoperability constituent are put into circulation.

The assessment of conformity or suitability for use of an interoperability constituent shall be carried out in accordance with it or the modules prescribed for the respective component, see. section 6.1.2.

Modules for the EC-attestation of conformity of interoperability constituents Module APPROXIMATELY





Internal production control







Module CA1





Internal production control plus verification by examination of each product







Module CA2





Internal production control plus product verification with randomly selected intervals







Module CB





EC type-examination







Module CC





Conformity to type based on internal production control







Module CD





Conformity to type based on the use of a quality management system in the production process







Module CF





Conformity to type based on product verification







Module CH





Compliance on the basis of a full quality assurance system







Module CH1





Compliance on the basis of a complete quality management system plus a design review







Module CV





Type validation on the basis of operational experience (suitability for use)











These modules are described in a separate Commission decision.

When to use a certain procedure for assessment, the requirements of section 4.2 are complemented with a provision in paragraph 6.1.2.2.

Notified bodies, which come on talk to assess the interoperability constituents that are specified in this TSI shall be authorised to assess the rolling stock subsystem for conventional train and/or pantographs.

6.1.2. Conformity assessment procedures

6.1.2.1. Modules for conformity assessment

The manufacturer or his authorised representative established within the community must choose one of the modules or one of the module combinations that are marked in the following table as being equivalent to the relevant component.









Section





Component to be evaluated





Module APPROXIMATELY





CA1 or CA2 module





Module CB + CC





Module CB + CD





Module CB + CF





Module CH





Module CH1







5.3.1





Nødkoblinger for towing



 



X (*)



 



X





X





X (*)





X







5.3.2





Wheels



 



X (*)



 



X





X





X (*)





X







5.3.3





System for blocking protection



 



X (*)



 



X





X





X (*)





X







5.3.4





Headlights



 



X (*)





X





X



 



X (*)





X







5.3.5





Marker lights



 



X (*)





X





X



 



X (*)





X







5.3.6





Final signals



 



X (*)





X





X



 



X (*)





X







5.3.7





Typhoons



 



X (*)





X





X



 



X (*)





X







5.3.8





Pantograph



 



X (*)



 



X





X





X (*)






X







5.3.8.1





Contact pieces for pantograph



 



X (*)



 



X





X





X (*)





X







5.3.9





Main circuit breaker



 



X (*)



 



X





X





X (*)





X







5.3.10





Connection piece for toilet emptying





X



 



X



 

 



X



 





5.3.11





Inlet connection for water containers





X



 



X



 

 



X



 







(*) Module CA1, CA2 and CH must be used only for products that are placed on the market and thus developed, before the entry into force of this TSI, and assuming that the manufacturer after showing the face of the notified body, that in connection with previous applications under similar conditions is executed a design review and a type-examination, and that the requirements of this TSI are observed; This demonstration shall be documented and shall be deemed to have the same probative value as module CB or a design review for module CH1.











6.1.2.2. Special assessment procedures for interoperability constituents

6.1.2.2.1. System for blocking protection (section 5.3.3)

System for wheels blocking protection must be verified by the method described in a 2009, section 5:15595; where reference is made to a 15595:2009, section 6.2, ' overview of required test programmes ', see section 6.2.3 apply only, and it applies to all types of devices.

6.1.2.2.2. headlamps (section 5.3.4)

Color of the headlamp shall be tested after a 15153-1:2007, section 6.1.

The brightness of the headlamp shall be tested after a 15153-1:2007, section 6.2.

6.1.2.2.3. Marker lights (section 5.3.5)

Selection color of lights shall be tested after a 15153-1:2007, section 6.1.

Marker brightness of lights shall be tested after a 15153-1:2007, section 6.2.

6.1.2.2.4. End lanterns (section 5.3.6)

End lanternernes color shall be tested after a 15153-1:2007, section 6.1.

End lanternernes brightness must be tested after a 15153-1:2007, section 6.2.

6.1.2.2.5. Typhoon (section 5.3.7)

Tyfoners sound pressure levels must be measured and verified after a 15153-2:2007, section 5.

6.1.2.2.6. Pantograph (section 5.3.8)

Maximum current at standstill per contact wire must be assessed on the following conditions for pantographs for DC power systems: – the pantograph shall be in contact with 1 contact wire of copper



– the pantograph shall inflict cord a static contact force as set out in section 7.1 a 50367:2006, and temperature on the contact point shall be monitored continuously during a test at 30 minutes and must not exceed the values specified in EN 50119:2009, section 5.1.2.

For all the static contact force pantographs shall be verified in accordance with EN 50206-1:2010, section 6.3.1.

Pantograph dynamic behaviour in relation to the current collection must be assessed by the simulation after EN50318:2002.

These tests are carried out with at least two different types of catenary, which is in accordance with TSI'en23) by the relevant hastighed24) and energy supply system, at speeds up to it, as the pantograph, which is proposed as the interoperability constituent, is designed for.

It is allowed to perform the simulation with the overhead line types, which is under certification as interoperability constituents, if they meet the other requirements of the TSI for the energy to conventional trains.

The simulated current collection quality must be in accordance with section 4.2.8.2.9.6, regarding uplift, mean contact force and standard deviation of each of the overhead contact line.

If the results of the simulation are acceptable, must be carried out in a dynamic elongation testing on a representative section of one of two types of overhead lines, which are used by the simulation.

Interaction properties must be measured in accordance with EN50317:2002.

The tried and tested the pantograph shall be mounted on a vehicle and produce a mean contact force between the upper and lower limit values listed in section 4.2.8.2.9.6 up to speed, the pantograph is designed. The tests must be performed in both driving directions and include the track pieces with low catenary height (defined as between 5.0 and 5.3 m) and track pieces with high overhead line height (defined as between 5.5 and 5.75 m).

The tests must be carried out on at least three speed steps up to and including the speed at which the tested collector is designed for.

The speed difference between successive tests on not be greater than 50 km/h.

The measured current collection quality must be in accordance with section 4.2.8.2.9.6, regarding the lift up and either mean contact force and standard deviation or arcing in percent.

Implemented all of the above assessments with good result, it is considered that the tested pantograph design in order to be in accordance with the TSIs, with regard to the power aftagningens quality.

With regard to the use of a pantograph with EC declaration of verification of rolling stock of different constructions, required further testing of power aftagningens quality on subsystem level as specified in section 6.2.2.2.14.

6.1.2.2.7. Contact pieces (paragraph 5.3.8.1)

Contact pieces of clean coal or impregnated coal must be verified as specified in EN 50405:2006, section 5.2.2, 5.2.3, 5.2.4, 5.2.6 and 5.2.7.

Contact pieces of other material: verification is an outstanding point.

6.1.2.3. Project phases, where the assessment is mandatory

Annex H to this TSI do in detail, during which phases in a project must be assessed in relation to the requirements for the interoperability constituents: – design and technical development:



– design review and/or design examination



– type of test: a test to verify the design, if and as required in section 4.2.



– The manufacturing phase: routine tests in order to check the conformity of production.

Which body is responsible for the evaluation of the routine tests shall be determined in accordance with the selected assessment module.

Annex H is constructed in parallel with section 4.2; What are the requirements that apply to the interoperability constituents, and how they are to be assessed are listed in section 5.3, by reference to the specific section under section 4.2; in appropriate cases, there is also a reference to a subsection within section 6.1.2.2.

6.1.3. Innovative solutions

If it proposes an innovative solution (as defined in section 4.1.1) for an interoperability constituent as defined in section 5.2, the manufacturer or his authorised representative established within the Community shall declare, at which points it differs from the relevant section of the TSI and submit the variances for the Commission for the purpose of analysis.

Flows into the analysis into a favorable opinion, there will be prepared a relevant functional and interface specification and its associated assessment methodology, which must be incorporated in the TSI in order to make use of this component is allowed.

The appropriate functional and interface specifications and assessment methods shall be incorporated in the TSI by the revision.

The Commission may authorise the innovative solution is used before it is incorporated into a revised version of the TSI, by giving notice of a decision in accordance with the procedure laid down in Directive 2008/57/EC, article 29.

6.1.4. Interoperability constituents for which EC declarations must be issued on the basis of both this TSI and Tsi for the rolling stock for high-speed

This section deals with the case where an interoperability constituent is to be assessed on the basis of this TSI and: – must also be assessed on the basis of the rolling stock Tsi for high-speed or



– already have got an EC declaration of conformity or suitability for use on the basis of the rolling stock Tsi for high-speed trains.


The parameters for interoperability constituents that occur in both the TSIs, and that are specified in the equally, are specified in this Tsi 6.2.5.

In such cases, it is not necessary to carry out a new assessment of interoperability constituents after this TSI; the assessment on the basis of the rolling stock Tsi for high-speed recognised as valid for both the TSIs.

This applies to the following interoperability constituents: – headlights



– marker lights



– connect the signals



– Typhoon



-pantograph, provided that the condition set out in section 6.2.5 is fulfilled



– contact piece for pantograph



– the connection piece for toilet emptying



– inlet connection for water containers For the above listed constituents can EC-declaration of conformity or suitability for use according to this TSI may refer to the EC declaration of conformity or suitability for use in accordance with the TSI rolling stock for high-speed.

6.1.5. assessment of suitability for use

Required assessment of suitability for use in accordance with the procedure for the type-validation on the basis of experience from practical operation (module CV) for the following interoperability constituents: – wheels



– system for blocking protection.

Before the tests in practical operation, the component's design is certified by use of an appropriate module (CB or CH).

6.2. Subsystem rolling stock

6.2.1. Ec verification (General)

"EC" verification procedures described in annex VI to Directive 2008/57/EC.

EC verification of a unit of the rolling stock shall be performed according to one or a combination of the following modules, as defined in section 6.2.2 of this TSI.

Modules for the EC verification of subsystems Module SB





EC type-examination







Module SD





EC verification on the basis of the application of a quality management system in the production process







Module SG





EC verification based on unit verification







Module SF





EC verification based on product verification







Module SH1





EC verification on the basis of a complete quality management system plus a design review











These modules are described in a separate Commission decision.

When to use a certain procedure for assessment, the requirements of section 4.2 are complemented with a provision of paragraph 6.2.2.2.

Where the applicant uses an ex-ante evaluation for the design phase or the design and the execution phase, the notified body must, the applicant has chosen, issue a verification statement in between phase (ISV,» Intermediate statement Verification '), and draw up an EC declaration of conformity of the subsystem in between stage.

6.2.2. Conformity assessment procedures (modules)

6.2.2.1. Modules for conformity assessment

The applicant shall choose one of the following combinations of modules:

(SB + SD) or (SB + SF) or (SH1) for each of those subsystems (or each part of the subsystem).

Assessment shall be made thereon in accordance with the selected combination of modules.

When several EC-verification activities (URf.eks. in relation to more TSIs, which is about the same subsystem) requires verification on the basis of the same production assessment (module SD or SF), it is permissible to combine multiple SB-module reviews with one production module evaluation (SD or SF). In this case, the ISV'erne issued for phases design and technical development under module SB.

If the module is used, indicate the type-examination certificate SB validity in accordance with the provisions of phase B in section 7.1.3, Rules for EC verification, in this TSI.

6.2.2.2. Special assessment procedures for subsystems

6.2.2.2.1. Loading conditions and weighted mass (section 4.2.2.10)

Load mode» design mass in working and ready ' should be measured in accordance with the method of weighing of vehicles set out in a 2005, section 4.5, 14363: for each (manufactured) vehicle.

6.2.2.2.2. Profile provision (section 4.2.3.1)

The device profile is evaluated by using the kinematic method, which is described in a 15273-2:2009, section b.3.

6.2.2.2.3. Wheel load (section 4.2.3.2.2)

Wheel load shall be measured as specified in EN 14363:2005, section 4.5, taking into account the load mode» design mass in working and ready '.

6.2.2.2.4. braking – safety requirements (paragraphs 4.2.4.2.2)

After the appearance of conformity with the safety requirements of section 4.2.4.2.2, table 6, is performed as follows: – This assessment may only include the rolling stock construction, since the operation, testing and maintenance shall be performed according to the rules set out by the applicant (as described in the technical file).



  Note: During the setting of test and maintenance requirements, the applicant shall take into account the level of safety to be achieved (impact); After the display of line also includes testing and maintenance requirements.



  No account is taken of other subsystems and human factors (errors).



– All assumptions, which are taken into account for the mission profile, must be documented clearly in the after view.

The fulfilment of the requirements specified in section 4.2.4.2, table 6, for danger nr. 1 and nr. 2, after displayed by one of the following two methods:

1. the use of a harmonized criterion, expressed in a tolerable threat frequency at 10-9 per hour.

This criterion is in accordance with Regulation (EC) No 1782/2003. 352/2009 (security method Regulation), annex I, section 2.5.4.

The applicant shall demonstrate compliance with the harmonised criteria by applying security method Regulation Annex I-3. The detection can be done on the basis of the following principles: equality with one or more reference systems; use of recognized practice; the application of a probability-based approach.

The applicant shall identify the assessor that will support the demonstration he will present: the notified body chosen for the rolling stock subsystem, or an assessor, as defined in the security method of regulation.

The assessment should be documented in the EC-certificate the notified body issues, or in the "EC" Declaration of verification which the applicant issuer.

It must be stated in the EC declaration of verification, compliance with this criterion, and this must be recognised in all Member States.

It is a question of further permits for entry into service of vehicles, Directive 2008/57/EC, article 23, paragraph 1, shall apply.

or

2. application of risk evaluation and assessment method of regulation for security.

It must be stated in the EC declaration of verification, that this method is used.

The applicant shall identify the assessor that will support the demonstration, he will present, as prescribed in the regulation security method.

To be submitted to a security assessment report, in which the performed risk evaluation and assessment shall be documented; This report shall include: – the risk analysis



– risk acceptance principle, risk acceptance criteria and security measures to be implemented



— demonstration of conformity with the acceptance criteria and risk with the safety measures to be implemented.

The NSA of the Member State concerned must take security into consideration, without prejudice to the assessment report. security method Regulation Annex I, section 2.5.6, and article 7, paragraph 2.

It is a question of further permits for entry into service of vehicles, security method, see article 7, paragraph 4, shall apply, with regard to the recognition of security assessment report in other Member States.

6.2.2.2.5. Emergency braking (section 4.2.4.5.2)

The braking performance to be tested for are defined by stopping distances, see. En 14531-1:2005, section 5.11.3. Deceleration is assessed in terms of stopping distance.

The tests must be carried out on dry Rails at the following speeds (in so far as they are lower than the maximum speed): 30 km/h; 80 km/h; 120 km/h; 140 km/h; 160 km/h; 200 km/h; the device's maximum design speed.

The tests must take place for the following loading conditions for your device:» design mass in working and ready ' and ' design mass with normal payload ' (see. definition in section 4.2.2.10).

The test results shall be assessed in accordance with a method that takes into consideration the following: – correction of raw data



– test repeatability: in order to validate the test results, the test is repeated several times; the absolute difference between the results and the standard deviation should be evaluated.

6.2.2.2.6. Service braking (section 4.2.4.5.3)

The braking performance to be tested for are defined by stopping distances, see. En 14531-1:2005, section 5.11.3. Deceleration is assessed in terms of stopping distance.

The tests must be carried out on dry Rails and begins at the maximum design speed and load condition corresponding to one of those defined in section 4.2.2.10.

The test results shall be assessed in accordance with a method that takes into consideration the following: – correction of raw data




– test repeatability: in order to validate the test results, the test is repeated several times; the absolute difference between the results and the standard deviation should be evaluated.

6.2.2.2.7. System for blocking protection (paragraph 4.2.4.6.2)

If a unit is equipped with wheel protection, the test of the device in conditions of low adhesion is performed after a 15595:2009, section 6.4, to assess system performance (the maximum extension of the stopping distance compared to the stopping distance on dry Rails), when it is built into the device.

6.2.2.2.8. Sanitary systems (section 4.2.5.1)

If sanitary system allows the discharge of fluid to the surroundings (URf.eks. on the trail), can conformity assessment based on previous operational testing, when the following conditions are met: – the results of operational tests are achieved for equipment types with identical treatment method.



– Test conditions similar to those that can be assumed for the device that is to be assessed in terms of cargo volumes, environmental conditions and all other parameters that may have an impact on treatment process efficiency.

In the absence of operational test results, which must be carried out type testing.

6.2.2.2.9. Indoor air quality (section 4.2.5.9 and subparagraph 4.2.9.1.7)

Conformity assessment for the CO2 content in the air can be made when calculating the amounts of outdoor air from the vents, when udeluftens is set to 400 ppm CO2, and CO2 emissions per passenger to 32 grams per hour. How many passengers to be reckoned with, determined from the load mode» design mass with normal payload ', see. section 4.2.2.10.

6.2.2.2.10. release the flow influence of passengers on the platform (section 4.2.6.2.1)

Compliance is assessed on the basis of full-scale field tests under the conditions specified in EN 14067-4:2005/A1:2009, section 7.5.2. The measurements are carried out on a platform, whose height is between 100 and 400 mm above rail overkant.

6.2.2.2.11. release the flow influence of people working along the trail (section 4.2.6.2.2)

Compliance is assessed on the basis of full-scale field tests under the conditions specified in EN 14067-4:2005/A1:2009, section 8.5.2.

6.2.2.2.12. Pressure wave from the front of the train (section 4.2.6.2.3)

Compliance is assessed on the basis of full-scale field tests under the conditions specified in EN 14067-4:2005/A1:2009, section 5.5.2. An alternative option for speeds under 190 km/h is to assess compliance by using either validated flow dynamic CFD-simulations as described in EN 14067-4:2005/A1:2009, section 5.3, or – as yet another alternative option – to assess it by tests with a model in motion as specified in EN 14067-4:2005/A1:2009, section 5.4.3.

6.2.2.2.13. Maximum wattage and current from overhead line (section 4.2.8.2.4)

The conformity assessment shall be carried out in accordance with EN 50388:2005, section 14.3.

6.2.2.2.14. Power factor (section 4.2.8.2.6)

The conformity assessment shall be carried out in accordance with EN 50388:2005, section 14.2.

6.2.2.2.15. Power aftagningens dynamic properties (section 4.2.8.2.9.6)

When a pantograph, which has an EC declaration of conformity or suitability for use as an interoperability constituent, install in a vehicle, which must be assessed on the basis of the TSI for locomotives and passenger carriage for the conventional rail system, which must be carried out dynamic tests to measure the mean contact force and standard deviation or arcing as a percentage in accordance with EN 50317:2002 up to the speed at which the device is designed.

The tests must, for each installed pantograph, performed in both driving directions and include the track pieces with low catenary height (defined as between 5.0 and 5.3 m) and track pieces with high overhead line height (defined as between 5.5 and 5.75 m).

The tests must be carried out on at least three speed steps up to and including the speed at which the device is designed. The speed difference between successive tests on not be greater than 50 km/h.

The measured results must be in accordance with section 4.2.8.2.9.6, as regards either the mean contact force and standard deviation or arcing in percent.

6.2.2.2.16. Location by pantograph (section 4.2.8.2.9.7)

Characteristics of power aftagningens dynamic properties to be verified as specified in section 6.2.2.2.15.

6.2.2.2.17. Front pane (section 4.2.9.2)

Front pane properties must be verified as specified in a 15152:2007, section 6.2.1 to 6.2.7.

6.2.2.2.18. Fire barriers (4.2.10.5)

If the assessment of conformity with the requirements of fire spreading prevention measures in section 4.2.10.5 is performed using flow-dynamic CFD-simulations, simulations must be validated by the 1:1 tests performed on a model of circumstances that are valid for the device, which must be assessed in relation to the TSI; taking into account the eftervisnings accuracy.

6.2.2.3. Project phases, where the assessment is mandatory

Annex H to this TSI do in detail, during which phases of a project, an assessment must be carried out: – design and technical development:



– design review and/or design examination



– type of test: a test to verify the design, if and as required in section 4.2.



– The manufacturing phase: routine tests in order to check the conformity of production.

Which body is responsible for the evaluation of the routine tests shall be determined in accordance with the selected assessment module.

Annex H is constructed in parallel with section 4.2, which lays down the requirements that apply to the subsystem rolling stock, and how they are to be assessed; in appropriate cases, there is also a reference to a subsection within section 6.2.2.2.

When in Annex H identifies a type of test, the conditions for, and the requirements for the testing, therefore, can be found in section 4.2.

When several EC-verification activities (URf.eks. in relation to more TSIs, which is about the same subsystem) requires verification on the basis of the same production assessment (module SD or SF), it is permissible to combine multiple SB-module reviews with one production module evaluation (SD or SF). In this case, the ISV'erne issued for phases design and technical development under module SB.

If the module SB is used, set the validity of the EC declaration of conformity of the subsystem between phase in accordance with the provisions of phase B in section 7.1.3, Rules for EC verification, in this TSI.

6.2.3. Innovative solutions

The rolling stock includes an innovative solution, see. section 4.1.1, the applicant must explain how it is different from the relevant provisions of the TSI and submit the statement to the Commission, which must analyze variances.

Flows into the analysis into a favorable opinion, there will be prepared a relevant functional and interface specification and associated methods of assessment, which must be incorporated in the TSI in order to make this solution allowed.

The appropriate functional and interface specifications and assessment methods shall then be incorporated in the TSI by the revision.

The Commission may authorise the innovative solution is used before it is incorporated into a revised version of the TSI, by giving notice of a decision in accordance with the procedure laid down in Directive 2008/57/EC, article 29.

6.2.4. assessment of the operational and maintenance documents

According to Directive 2008/57/EC, article 18, paragraph 3, shall be the responsibility of a notified body to create a technical dossier containing the necessary documents on operation and maintenance.

The notified body must only verify the existence of the necessary documents relating to the operation and maintenance, as defined in this TSI, section 4.2.12. It has no obligation to verify the information contained in the documents submitted.

6.2.5. Devices for which EC declarations must be issued on the basis of both this TSI and Tsi for the rolling stock for high-speed

This section deals with the case where a device type must be assessed on the basis of this TSI and: – must also be assessed on the basis of the rolling stock Tsi for high-speed or



– already have got an EC verification certificate on the basis of the rolling stock Tsi for high-speed trains.

The parameters that appear in both the TSIs, and that are specified in the equally, are listed in the table below; These parameters need the notified body appointed to carry out the assessment in respect of this TSI does not make a new assessment of; the assessment on the basis of the rolling stock Tsi for high-speed recognised as valid for both the TSIs.

The EC verification certificate, which the notified body has drawn up in order to prove the device's conformity with the TSI may refer to the "EC" verification certificate that declares conformity with the TSI rolling stock for high-speed, with regard to the following sections of the present TSI, if the condition set out below for the appropriate section are met.









Element of the rolling stock subsystem





Sections of this TSI





Sections of the rolling stock Tsi for high-speed





Condition for the validity of assessment after the rolling stock Tsi for high-speed









Construction and mechanical parts










4.2.2





 

 





Endekobling





4.2.2.2.3





4.2.2.2













Emergency coupler





4.2.2.2.4





4.2.2.2













Access conditions for staff of the coupling and decoupling





4.2.2.2.5





4.2.2.2













The strength of vehicle design





4.2.2.4





4.2.2.3













Passive safety





4.2.2.5





4.2.2.3













Access doors for staff





4.2.2.8





4.2.2.4.2.2















Interaction with the track as well as adjustment









4.2.3





 

 





Profile-Kinematic gauge





4.2.3.1





4.2.3.1

4.2.3.9













Wheel load





4.2.3.2.2





4.2.3.2













Parameters in the rolling stock subsystem, which affects the control-command and signalling subsystem





4.2.3.3.1





4.2.3.2

4.2.3.3.1

4.2.3.4.9.1

4.2.3.4.9.3

4.2.3.10













Surveillance of the axle bearing mode





4.2.3.3.2





4.2.3.3.2













Dynamic properties at runtime





4.2.3.4.2





4.2.3.4.1





The assessment shall include tests at operating speed on the conventional rail network







Limit values for driving safety





4.2.3.4.2.1





4.2.3.4.2













Limit values for trace load





4.2.3.4.2.2





4.2.3.4.3













Equivalent conicity: Calculation values for new wheel profiles





4.2.3.4.3.1





4.2.3.4.6

4.2.3.4.7





To perform simulations for the three additional tracks profiles that are specified in the rolling stock Tsi for conventional rail







Geometric properties of wheel





4.2.3.5.2.2





4.2.3.4.9.2















Brakes









4.2.4





 

 





Functional requirements





4.2.4.2.1





4.2.4.3

4.2.4.6













Emergency braking





4.2.4.4.1





4.2.4.3













Service braking





4.2.4.4.2





4.2.4.3













Emergency braking capability





4.2.4.5.2





4.2.4.1





The assessment shall include tests at operating speed on the conventional rail network







Braking in operation





4.2.4.5.3





4.2.4.4





The assessment shall include tests at operating speed on the conventional rail network







Parking bremseevne





4.2.4.5.5





4.2.4.6













Limit profile for adhesion between wheel and rail





4.2.4.6.1





4.2.4.2













The braking requirements for recovery situations





4.2.4.10





4.2.4.3















Relationship of importance for passengers









4.2.5





 

 





Sanitary systems





4.2.5.1





4.2.2.5














Public address system: lydkommunikationssystem





4.2.5.2





4.2.5.1













Passenger alarm: functional requirements





4.2.5.3





4.2.5.3













Safety instructions to the passengers – Signage





4.2.5.4





4.2.5.2















Environmental conditions and aerodynamic effects









4.2.6





 

 





Release the current influence of the passengers on the platform





4.2.6.2.1





4.2.6.2.2













Slip stream the influence of people who work along the trail





4.2.6.2.2





4.2.6.2.1













Pressure wave from the train's front end





4.2.6.2.3





4.2.6.2.3















Exterior lighting as well as visible and audible warning devices









4.2.7





 

 





Headlights, distinguishing signal and end signal





4.2.7.1





4.2.7.4.1













Typhoon





4.2.7.2





4.2.7.4.2















Traction and electrical equipment









4.2.8





 

 





Traction performance





4.2.8.1





4.2.8.1













Energy supply





4.2.8.2.1 to

4.2.8.2.7





4.2.8.3













Requirements associated with the pantograph





4.2.8.2.9





4.2.8.3.6 to

3.8





The assessment shall include tests at operating speed on the conventional rail network







Electrical protection of the train





4.2.8.2.10





4.2.8.3.6.6 + outstanding point













Protection against electrical hazard





4.2.8.4





4.2.7.3















The cabs as well as interface between driver and cab-equipment









4.2.9





 

 





Of and access





4.2.9.1.2





4.2.2.6 4.2.7.1.2













Vision





4.2.9.1.3





4.2.2.6













Interior design





4.2.9.1.4





4.2.2.6













Driver seat





4.2.9.1.5





4.2.2.6













Climate control and air quality





4.2.9.1.7





4.2.7.7













Front window





4.2.9.2





4.2.2.7













Storage space for the staff's personal belongings





4.2.9.5





4.2.2.8















Fire safety and evacuation









4.2.10





 

 





General and categorization





4.2.10.1





4.2.7.2













Material requirements





4.2.10.2





4.2.7.2.2













Specific measures for flammable liquids





4.2.10.3





4.2.7.2.5.2













Evacuation of passengers





4.2.10.4





4.2.7.1.1














Fire barriers





4.2.10.5





4.2.7.2.3.3















Ongoing maintenance









4.2.11





 

 





External cleaning of trains





4.2.11.2





4.2.9.2













Toilet discharge system





4.2.11.3





4.2.9.3













Vandpåfyldningudstyr





4.2.11.4





4.2.9.5













Interface for water filling





4.2.11.5





4.2.9.5.2















Documentation relating to the operation and maintenance









4.2.12





 

 





Maintenance manual





4.2.12.3





4.2.10.2













Documentation relating to operation





4.2.12.4





4.2.1.1

















6.2.6. assessment of devices for use in general operation

When a new, upgraded or renewed device that will be used in general operation, must be assessed in relation to this TSI (in accordance with section 4.1.2), requires assessment in relation to certain of the TSI requirements a referencetog. This is mentioned in the relevant provisions of section 4. Similarly, the fulfillment of certain of the TSI requirements cannot be assessed at unit level; such cases are described in section 4.2 of this TSI for the relevant requirements.

The scope of the directive with regard to the type of rolling stock, which in combination with the unit, to be evaluated, ensuring that the train is in accordance with the TSI, not verified by the notified body.

When such a device has received authorisation, the railway undertaking shall have the responsibility for its application in a oprangering (if it is in accordance with the TSI or not) in accordance with the rules laid down in Tsi for traffic operation and management, section 4.2.2.5.

6.2.7. assessment of devices for use in one or more predefined oprangeringer

When a new, upgraded or renewed device that can be inserted into one or more predefined oprangeringer, must be assessed (in accordance with section 4.1.2), the certificate of EC verification must specify which oprangeringer assessment applies to: the type of rolling stock to be connected with the unit, to be evaluated, the number of vehicles in oprangeringen (oprangeringerne), the location of vehicles in oprangeringen (oprangeringerne), which ensures that oprangeringen will be in accordance with the provisions of this TSI.

TSI requirements on togniveau is assessed by means of a referenceoprangering, when and as specified in this TSI.

When such a device has received authorisation, it can be linked together with other devices and thus form part of the oprangeringer listed in the EC verification certificate.

6.2.8. Special situation: assessment of the units to be included in an existing fixed oprangering

6.2.8.1. background

The specific assessment situation occurs when you want to replace a portion of a firm oprangering, which have already been put into use.

The following describes two instances with different TSI-status of the permanent oprangering.

The part of the firm oprangering, which must be assessed, is called the ' device ' in the text below.

6.2.8.2. fixed oprangering in accordance with the TSI

When a new, upgraded or renewed unity, to be included in an existing fixed oprangering, must be assessed in relation to the present TSI, and there is a valid EC verification certificate for the existing fixed oprangering, must only be carried out an assessment of the new TSI unit in order to update the certificate for the existing fixed oprangering deemed renewed (see also section 7.1.2.2).

6.2.8.3. fixed oprangering not in accordance with the TSI

When a new, upgraded or renewed unity, to be included in an existing fixed oprangering, must be assessed in relation to the present TSI, and in the absence of a valid EC verification certificate for the existing fixed oprangering, it must be specified in the certificate of EC verification, that the assessment does not include the TSI requirements that apply to the fixed oprangering, but only for the rated entity.

6.3. Subsystem with Constituents without EC declaration

6.3.1. Conditions

During the transitional period referred to in article 6. Article 6 of Commission decision of this TSI, the notified body may issue a certificate of "EC" verification of a subsystem, even though some of the interoperability constituents in the subsystem are not covered by the relevant EC declarations of conformity or suitability for use in accordance with the provisions of this TSI (non-certified interoperability constituents), if the following criteria are met: (a)), the notified body must have controlled subsystem with the requirements of this TSI, section 4 and with sections 6.2 to 7 (except for special cases). It also does not require that the interoperability constituents are in compliance with section 5 and 6.1.



(b)) The interoperability constituents which are not covered by the relevant EC declaration of conformity or suitability for use, must have been used in an already-approved subsystem which is taken in use in at least one Member State before the date of application of this Tsi.

There are not compiled EC declarations of conformity or suitability for use of interoperability constituents assessed in this way.

6.3.2. Documentation

Certificate of EC verification of the subsystem shall indicate clearly which interoperability constituents have been assessed by the notified body during verification of the subsystem.

The following must be made clear by the EC declaration of verification: a) an indication of the interoperability constituents that are assessed as part of the subsystem



(b)) a confirmation of the subsystem contains the interoperability constituents are identical to the ones that are verified as part of the subsystem



c) an indication of the reason (s) why the manufacturer has not provided these interoperability constituents with an EC declaration of conformity or suitability for use, before they were incorporated into the subsystem, including the application of national rules, which have been granted pursuant to article 17 of Directive 2008/57/EC.

6.3.3. Maintenance of subsystems that are certified in accordance with section 6.3.1

During and after the transition period and until the subsystem is upgraded or renewed (taking into account the Member State's decision to apply the TSIs) can the maintenance body responsible on his own responsibility replace interoperability constituents which do not have an EC declaration of conformity or suitability for use with components of the same type (spare parts) as part of the maintenance of the subsystem.

In any case, the maintenance agency ensure that spare parts for use in connection with maintenance are suitable for the use made of them, and that the interoperability of the rail system can be obtained without the fulfilment of the essential requirements is put at risk. Such parts must be traceable and be certified in accordance with national or international rules or norms that enjoy wide recognition in the railway sector.

7. implementation

7.1. General rules for the implementation

7.1.1. Use on newly built rolling stock

7.1.1.1. General

This TSI apply to all units of the rolling stock, falling within its scope and is taken into use after its date of application, except where section 7.1.1.2, 7.1.1.3, section Transition period, or apply to service vehicles, shall apply.

This TSI does not apply to units of rolling stock already in operation on the net (or a part of the net) in a Member State on the date of application of this decision, before these devices be upgraded or renewed (see section 7.1.2).


Rolling stock, manufactured according to a design drawn up in accordance with this decision, date, must be in accordance with the provisions of this TSI.

7.1.1.2. Transitional period

7.1.1.2.1. introduction

Many projects or contracts initiated before the date of application of this decision, will lead to the manufacture of conventional rolling stock, which does not fully comply with the requirements of this TSI.

As set out in this decision, article 2, paragraph 2, is that in accordance with Directive 2008/57/EC, article 5, paragraph 3, subparagraph (f)), provided for a transitional period for rolling stock covered by projects or contracts; in this transitional period the application of this TSI is not mandatory if the rolling stock concerned is taken into use before it has expired. The transitional period expires on the date stated in article 2, paragraph 2, of the Commission's decision relating to this TSI.

The transitional period shall apply: – for projects at an advanced stage of development, see. paragraph 7.1.1.2.2



– for contracts under the implementation of the basic regulation. paragraph 7.1.1.2.3



– for the rolling stock of the existing structure, see. section 7.1.1.2.4.

If the applicant chooses not to apply during the transitional period, this TSI, authorisation may be issued for the vehicle in accordance with Directive 2008/57/EC, article 24 (first authorisation for placing in service) or 25 (additional authorisation for placing in service), instead of by article 22 or 23.

All rolling stock placed in service after the expiry of the transitional period provided for in this section shall be in full conformity with this TSI, see. However, Directive 2008/57/EC, article 9, which allows Member States to request exemptions in accordance with the conditions laid down.

7.1.1.2.2 Projects at an advanced stage of development

This section deals with rolling stock, are developed and manufactured as part of a project that is at an advanced stage of development, see. Article 2 of the directive) (t). The project must be at an advanced stage of development when this TSI shall be published in the official journal of the European Union.

During the transitional period referred to in article 6. 7.1.1.2.1 section, it is not mandatory to use this TSI on rolling stock, falling under this section if that particular rolling stock placed in service before the end of the transitional period referred to in article 6. Article 2, paragraph 2 of the decision.

7.1.1.2.3. Contracts during implementation

This section deals with rolling stock, are developed and manufactured as part of a contract signed before the publication of this TSI in the official journal of the European Union.

The applicant must present evidence of the original and current contract signature date. The date of any supplement that modifies the original contract, shall not be taken into consideration as the signature date of the contract in question.

During the transitional period referred to in article 6. 7.1.1.2.1 section, it is not mandatory to use this TSI on rolling stock, falling under this section if that particular rolling stock placed in service before the end of the transitional period referred to in article 6. Article 2, paragraph 2 of the decision.

7.1.1.2.4. Rolling stock of existing construction

This section concerns the rolling stock are manufactured to a design which is developed before the publication of this TSI in the official journal of the European Union, and therefore not assessed after this TSI.

During the transitional period referred to in article 6. 7.1.1.2.1 section, it is not mandatory to use this TSI on rolling stock, falling under this section if that particular rolling stock placed in service before the end of the transitional period referred to in article 6. Article 2, paragraph 2.

For the purposes of this TSI, the rolling stock is deemed ' built for an existing design ', when one of the following two conditions are met: – in the case of the making of the order or placing in service of rolling stock: the applicant can prove that the newly built rolling stock will be manufactured to a documented structure, which in the past have been used to manufacture rolling stock , which has been given authorisation in a Member State before the date of publication of this TSI in the official journal of the European Union.



– For the rolling stock of a type that is not produced in accordance with the contract, but on the manufacturer's initiative: the manufacturer or the applicant can demonstrate that the project was a stage in the manufacturing process or in series production at the time of publication of this TSI. As evidence at least one prototype must be below the collection with an existing, identifiable bodyshell, and there must be ordered components from subcontractors, equivalent to 90% of the total value of the components.

The applicant shall demonstrate to the national safety authority, to the relevant of the above two conditions are met.

For changes to an existing (non-TSI-compliant) construction, the following rules shall apply during the transitional period: – By design changes, which only include necessary adjustments in order to ensure technical compatibility of the rolling stock with fixed installations (equivalent to the interfaces to the subsystems Infrastructure, Energy or Command and control), it is not mandatory to use this TSI; the vehicle manufactured after the ' changed ' construction, may be authorised in accordance with articles 24 and 25 of Directive 2008/57/EC.



– By other design changes, see this section on ' existing design ' not apply; the construction is in fact considered to be new, and this TSI shall be used.

7.1.1.3. the use on service vehicles

It is not mandatory to use this TSI on service vehicles (as defined in section 2.2 and 2.3).

Applicants may voluntarily use conformity assessment procedure as described in section 6.2.1, as a basis for drawing up the EC declaration of verification; Member States must recognise this "EC" Declaration of verification as such.

The applicant chooses not to draw up an EC declaration of verification, may be issued a permit for work vehicles, in accordance with article 24 or 25 of Directive 2008/57/EC.

7.1.1.4. Interface to the implementation of other Tsis

As mentioned in section 2.1 applies there also other Tsis for the rolling stock subsystem; in the implementing rules for the requirements specified them, they include.

In order to avoid any misunderstanding about the relationship between implementing rules for these other TSIs and the implementing rules for this present TSI for locomotives and passenger carriages for conventional trains, please indicate here the following rules for the cases where reference is made to the other in this TSI Tsis: – which in this TSI to orientation for the reader is referred to another, apply the other Tsi TSI implementing rules (URf.eks. as a reminder, you may refer to a clause of the TSI on accessibility for persons with reduced mobility The TSI on safety in rail tunnels, or Tsi noise).



– Where there is a binding reference to avoid repeating a paragraph in another TSI (URf.eks. in order to expand the scope of a provision of the rolling stock Tsi for high-speed or Tsis for safety in rail tunnels to cover the scope of the present Tsi), reference works as a requirement of this TSI, and thus is the implementation strategy for the TSI for locomotives and passenger carriages for the conventional rail system applicable.

7.1.2. Renewal and upgrading of the existing rolling stock

7.1.2.1. introduction

This section comprises information related to article 20 of Directive 2008/57/EC.

7.1.2.2. Renewal

Member States must assume the following principles when this TSI shall be used in the event of renewal: – a new assessment in relation to the requirements of this TSI is only required for the basic parameters of this TSI, if performance is affected by the change or changes.



– For existing rolling stock, which is not in accordance with the TSI and where it is not economically feasible to meet TSI requirements, renewal will be accepted, if it is clear that a basic parameter should be improved in the direction of the TSI-defined performance.



– The impact of national transition strategies, which is a result of the implementation of other Tsis.

For a project that includes elements that are not TSI-conformist, it agreed with the Member State, the procedures applicable to conformity assessment and EC verification.

For rolling stock of an existing structure that are not TSI-conformal, requiring replacement of a whole unit or by one or more vehicles of a unit (URf.eks. replacement after serious damage, see also section 6.2.8) not conformity assessment in respect of this TSI, as long as the device or the vehicle (s) are identical to the ones they replace. Such devices must be traceable and be certified in accordance with national or international rules or norms that enjoy wide recognition in the railway sector.

By replacement of TSI compliant devices or vehicles shall be carried out a conformity assessment in relation to this TSI.

7.1.2.3. Upgrade

Member States must assume the following principles when this TSI shall be used in case of upgrade: – Parts and basic parameters of the subsystem that is not affected by the upgrade, is exempt from conformity assessment in relation to the provisions of this TSI.



– A new assessment in relation to the requirements of this TSI is only required for the basic parameters of this TSI, if performance is affected by the change or changes.




– When it is not economically feasible to meet TSI requirements during the upgrade, it may be accepted, if it is clear that a basic parameter should be improved in the direction of the TSI-defined performance.



– Guidance to Member States on what changes are considered upgrades, can be found in the guidelines for application (Application Guide).



– The impact of national transition strategies, which is a result of the implementation of other Tsis.

For a project that includes elements that are not TSI-conformist, it agreed with the Member State, the procedures applicable to conformity assessment and EC verification.

7.1.3. Rules concerning type-examination or design examination certificate

7.1.3.1. The rolling stock subsystem

This section concerns a type as defined in Directive 2008/57/EC, article 2) (w), of the rolling stock (in this TSI an entity type), which must be subject to a Community procedure for the type or design verification in accordance with the rules laid down in TSI, section 6.2.2.1.

TSI-the terms of reference for a» type-examination or design examination ' is defined in columns 2 and 3 (the design and development phase) in Annex H to this TSI.

Phase A

Phase A begins when the applicant shall designate a notified body responsible for EC verification, and ends when issued an EC type-examination certificate.

The basis for assessment of a type in relation to the TSI shall be determined for a phase A-maximum period of seven years. In phase A period will the basis for assessment for the EC verification, which the body must apply, does not change.

When a revised version of this TSI enters into force in the course of a phase A period, it shall be permitted, but not mandatory to apply the revised version.

Phase B

Phase B period coincides with the type-examination certificate validity period, when the certificate is issued by the notified body. During this period can units be certified on the basis of conformity.

The type-examination certificate in accordance with the EC verification of the subsystem is valid in a seven year phase B period from the date of issue, even if there is a revised version of this TSI enters into force. In this period, new rolling stock of the same type to be put into service on the basis of the "EC" Declaration of verification, which refers to the verification certificate for the type.

Changes to a type or a construction that has got an EC verification certificate

For amendments of a type of rolling stock already have a verification certificate in respect of the type-examination or design examination, the following rules apply: – It is permitted to handle the changes by alone to re-evaluate the changes that affect the basic parameters in the latest revised edition of this TSI in force at that time.



– The issue of EC verification certificate, the notified body may refer to:



– the original certificate in respect of the type-examination or design examination for the unchanged parts of the design, if it is still valid (in phase B period seven years)



– a supplementary type certificate for testing or design examination (which modifies the original certificate) for changed parts of the design that affects the basic parameters in the latest revised edition of this TSI in force at that time.

7.1.3.2. Interoperability constituents

This section deals with an interoperability constituent to be subjected to a type-examination (Module SB) or an assessment of the suitability for use (module CV).

Certificate for type-examination or design examination or suitability is valid for five years. During this time new components of the same type may be put into service without a new type of assessment. Before the expiry of the five-year phase B period, component is assessed on the basis of the latest revised edition of this TSI in force at that time with respect to the requirements that have been changed or are new in relation to the certification basis.

7.2. compatibility with other subsystems

The TSI for locomotives and passenger carriages for the conventional rail system has been drawn up taking into account the other subsystems and are in accordance with their Tsis in the area of conventional trains. This means that the interfaces for fixed installations in the subsystems Infrastructure, Energy and control-command and signalling subsystems is treated in accordance with the TSIs for these subsystems.

This means again that the implementation methods and phases of rolling stock depends on how it goes with the implementation of the TSIs for Infrastructure, Energy and control-command and signalling for conventional trains.

In addition, the Tsis applicable to fixed railway installations, allows variants.

For the rolling stock concerned, these variants will be included in the technical characteristics to be recorded in the European register of authorised vehicle types, see. Directive 2008/57/EC, article 34.

For the infrastructure concerned, they will be among the main characteristics to be registered in the register of infrastructure as defined in annex IX. Directive 2008/57/EC, article 35.

7.3. Specific cases

7.3.1. in General

The specific cases listed in the following sections relate to specific provisions are necessary and permissible on certain network in each Member State.

These specific cases are classified as:

P-case: permanent event

T-case: temporary cases, where it is recommended that the target system realized in 2020 (this objective is laid down in European Parliament and Council decision 1692/96/EC, as amended by Council decision No 884/2004/EC 25 Õor outline).

All cases that may be relevant to the rolling stock within the scope of this TSI shall be dealt with in this TSI.

Certain special cases have interfaces to other Tsis. When a section in this TSI refers to other Tsis, where a special case applies, or when a special case applies to rolling stock as a result of a special case, which is set in another, repeat these in this TSI TSI.

In addition, some special cases does not impede access to the national grid for TSI-compatible rolling stock. In that case, this is explicitly mentioned in that paragraph 7.3.2.

7.3.2. list of specific cases

7.3.2.1. Overall special case

Specific case for Greece

P-case: For rolling stock, which is assumed to be deployed in the operation on the Peloponnesian 1000 mm-net, apply national rules.

Special case ang. 1520 mm-networks in Estonia, Latvia, Lithuania, Poland and Slovakia

P-case: the application of this TSI on rolling stock, which is assumed to be inserted at 1520 mm-net, is an outstanding point.

Bilateral traffic on 1520 mm-net in third countries: special case of Finland

P-case: It is permitted to apply national technical rules instead of the requirements of this TSI on rolling stock of third countries that shall be operated on the Finnish 1520 mm-net in traffic between Finland and third countries ' 1520 mm-net.

Specific case for Estonia, Latvia, Lithuania, Poland and Slovakia

P-case: It is permitted to apply national technical rules instead of the requirements of this TSI on rolling stock, which is assumed to be inserted at 1520 mm-net in traffic between Member States and third countries.

7.3.2.2. Mechanical interfaces – endekobling (4.2.2.2.3)

Specific case for Finland

P-case: If rolling stock that are assumed to be inserted into traffic in Finland, are equipped with buffers, the distance between the puffernes Centre lines be 1830 mm (+/-10 mm).

In addition, find the requirements in section 4.2.2.2.3, Endekobling, shall apply.

Specific case for Spain

T-cases: If rolling stock that are assumed to be inserted into traffic in Spain on the Web with gauge 1668 mm, is equipped with buffers and screw coupling, the distance between the Centre lines be puffernes 1850 mm (+/-10 mm).

In addition, find the requirements in section 4.2.2.2.3, Endekobling, shall apply.

Specific case for the Republic of Ireland and Northern Ireland in the United Kingdom

P-case: If rolling stock that are assumed to be inserted into traffic in Ireland are equipped with buffers and screw coupling, the distance between the Centre lines be puffernes 1805 mm (+/-10 mm), and puffernes and drag the vehicle center height above rail must be between 1067 mm and 1092 mm of SAG.

7.3.2.3. Profile determination (4.2.3.1)

Specific case for Finland

P-case: devices that are designed for operation on the Finnish 1520 mm-net must be kept within the structure gauge FIN1, under the conditions defined in a 15273-2:2009.

Note: see also the special case of section 7.3.2.8, Wheelsets, track gauge.

Specific case for Portugal

P-case: devices that are designed for operation on the Portuguese network, must be kept within the kinematic loading gauge PTb, PTb +, or PTc, as defined in annex I to a 15273-2:2009.

Note: see also the special case of section 7.3.2.8, Wheelsets, track gauge.

Specific case for Sweden

P-case: devices that are designed for operation on the Swedish net, must be kept within the profiles, the SEA or the SEC in accordance with EN15273-2:2009.

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

Specific case for United Kingdom in the United Kingdom

P-case: devices that are designed for operation on the Web in the United Kingdom, must be kept within the kinematic loading gauge, which is defined in the TSI for conventional rail, infrastructure section 7.6.12.2.

For the kinematic gauge shall take place in accordance with the conformity assessment procedures of the national technical regulations notified.


For upgraded and renewed stretches to pantographs on carts in use in the United Kingdom are kept within the profile that is defined in the national technical regulations notified.

Specific case for the Netherlands

P-case: devices that are designed for operation on the Dutch network, must be kept within the profiles NL1 NL2 or in conformity with EN15273-2:2009 (Annex M).

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

Note: compatibility between infrastructure and NL1 and NL2-profiles for rolling stock should be checked, as it is not all lines that meet the requirements for both profiles.

Specific case for Spain

P-case: devices that are designed for operation on the Spanish 1668 mm-net, must be kept within the reference contour GHE16 and be in accordance with the relevant rules laid down in the national provisions notified with this purpose.

Note: see also the special case of section 7.3.2.8, Wheelsets, track gauge.

Specific case for the Republic of Ireland and Northern Ireland in the United Kingdom

T-case: The kinematic gauge of rolling stock is an outstanding point.

7.3.2.4. Surveillance of the axle bearing mode (4.2.3.3.2)

Specific case for Finland

P-case: For rolling stock, which is assumed to be inserted on the Finnish network (gauge 1520 mm), and which uses equipment along the track to monitor the axle bearing mode, the målflader on the underside of a shaft bearing, which must be uncovered to allow observation from HABD-equipment along the track, meet the dimensional requirements in a 15437-1:2009, with values is replaced by the following:

System based on equipment along the trail:

In a 15437-1:2009, section 5.1 respectively 5.2, shall be replaced by the following: dimensions defined two different målflader (I and II), including the prohibited zones and measuring zones: – Dimensions for målflade in:



– LTA, greater than or equal to 200 mm



-YTA must be between 1045 and 1115 mm mm



– WPZ, greater than or equal to 140 mm



-LPZ, greater than or equal to 500 mm



– YPZ must be 1080 mm ± 5 mm



– Dimensions for målflade II:



– The WTA, greater than or equal to 14 mm



– LTA, greater than or equal to 200 mm



-YTA must be between 892 mm and 896 mm



– WPZ, greater than or equal to 28 mm



-LPZ, greater than or equal to 500 mm



– YPZ 894 mm ± 2 mm must be special cases for Spain

P-case: For rolling stock, which is assumed to be inserted on the Spanish network with gauge 1668 mm and uses the equipment along the track to monitor the axle bearing mode, the area features along the trail should be able to see, be the interface that is defined in a 15437-1:2009, section 5.1 and 5.2, with the following values taken into account instead of the listed: – YTA = 1176 ± 10 mm (målflade midtpunktets position on the cross-axis in relation to the vehicle's centre line)



– WTA ≥ 55 mm (målfladens dimension in cross direction)



– LTA ≥ 100 mm (longitudinal dimension målfladens)



– YPZ = 1176 ± 10 mm (prohibition zone midtpunktets position on the cross-axis in relation to the vehicle's centre line)



– WPZ ≥ 110 mm (prohibition zone dimension lateral)



-LPZ ≥ 500 mm (prohibition zone dimension lengthwise) special case for Portugal

P-case: For rolling stock, which is assumed to be inserted on the Spanish network (gauge 1668 mm) and uses the equipment along the track to monitor the axle bearing mode, the målflade, which must remain uncovered to allow observation from HABD-equipment along the trail, and its position relative to the vehicle's centre line, be in accordance with the following: – YTA = 1000 mm (målflade midtpunktets position on the cross-axis in relation to the vehicle's centre line)



– WTA ≥ 65 mm (målfladens dimension in cross direction)



– LTA ≥ 100 mm (longitudinal dimension målfladens)



– YPZ = 1000 mm (prohibition zone midtpunktets position on the cross-axis in relation to the vehicle's centre line)



– WPZ ≥ 115 mm (prohibition zone dimension lateral)



-LPZ ≥ 500 mm (prohibition zone dimension lengthwise) specific case for the Republic of Ireland and Northern Ireland in the United Kingdom

P-case: For rolling stock, which is assumed to be inserted on the Irish network, and uses equipment along the track to monitor the axle bearing mode, the målflader on the underside of a shaft bearing, which must be uncovered, meet national requirements.

Specific case for Sweden

T-case: This special case applies to all devices that don't have built-in equipment for surveillance of the axle bearing mode, and as it is assumed to be inserted into the running on lines with trackside axle box detectors that are not upgraded. These lines are specified in netredegørelsen as lines, which are not in conformity with the TSI in this regard.

Dimensions in the direction of surveillance of the axle bearing transverse mode:

The zone to be visible to equipment along the track to the underside of an axle box/akseltap, must be uncovered in order on the vertical monitoring: – the transversal piece 842 to 882 mm in relation to the Center pair of wheels.



– a minimum continuous width of 40 mm within a minimum lateral distance to the Center pair of wheels on 865 mm and a maximum horizontal distance to Center at 945 mm pair of wheels.

Prohibition zone:

In a piece in length direction at 500 mm, centrally positioned in relation to the wheel shaft center line, no part or component with a higher temperature than the axle box/axle tab is placed closer to the horizontal pieces than 10 mm.

7.3.2.5. Rolling stock dynamic properties (4.2.3.4)

Specific case for the Republic of Ireland and Northern Ireland in the United Kingdom

T-case: due to alternative limits for trace twisting and other relevant, track-related criteria of the existing networks, it is necessary to adapt a number of limit values and concepts in section 4.2.3.4 and its subsections and in EN14363:2005, as well as in other standards, as referred to, before they can be used on rolling stock to be in operation in the Republic of Ireland and in Northern Ireland.

This adaptation must comply with I. E.-CME 302 Technical Standard or the applicable technical regulation in Northern Ireland in the United Kingdom.

It is true: 4.2.3.4.1 safeguards against derailment when driving on tracks, 4.2.3.4.2 distorted to a dynamic properties at runtime, 4.2.3.4.2.1 limit values for driving safety, 4.2.3.4.2.2 limit values for track load, 4.2.3.4.3 equivalent conicity, 4.2.3.4.3.1 Calculation values for new wheel profiles and 4.2.3.4.3.2 Operating values for equivalent conicity of wheelsets.

Apart from that, all other principles in the section and in EN14363 and other standards, as referred to, follow the steps that are provided in this TSI.

Specific case for United Kingdom in the United Kingdom

P-case: the restrictions on the use of method 3 in EN14363:2005, section 4.1.3.4.1, shall not apply to rolling stock, which is assumed to be used exclusively in the national operation on the main lines of the British network.

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

7.3.2.6. Limit values for track load (4.2.3.4.2.2)

Specific case for Spain

P-case: For rolling stock, which is assumed to be inserted on the Web with gauge 1668 mm, the limit value for the quasi-static control power Yqst be judged for curves with radius R ≤ 250 400 m. <

The limit value is: (Yqst) lim = (33 + 11550/Rm) kN.

7.3.2.7. Calculation values for new wheel profiles (4.2.3.4.3.1)

Specific case for Finland

P-case: Wheels of trains designed for operation on lines in Finland must be compatible with the track gauge of 1524 mm.

Table 2

Calculation of limit values for equivalent conicity the vehicle operating speed (km/h)





Limit values for equivalent conicity





Test conditions (see table 3)







≤ 60





Not relevant





Not relevant







> 60 and ≤ 190





0.30





All







> 190





Same values as in the rolling stock Tsi for high-speed





Same conditions as in the rolling stock Tsi for high-speed











Table 3

Conditions for testing on traces of equivalent conicity, representative for the TEN network in Finland Test condition No.





Rail cross-section





Rail inclination





Track gauge








1





Rail profile 60 E 1 defined in EN 13674-1:2003





1 to 40





1524 mm







2





Rail profile 60 E 1 defined in EN 13674-1:2003





1 to 40





1526 mm







3





Rail profile 54 E 1 defined in EN 13674-1:2003





1 to 40





1524 mm







4





Rail profile 54 E 1 defined in EN 13674-1:2003





1 to 40





1526 mm











The requirements in this section shall be deemed to be fulfilled by the wheelset, which has non-worn S1002 or GV 1/40-profiles as defined in EN13715:2006 with a distance between the active surfaces in between 1505 mm and 1511 mm.

Specific case for Portugal

P-case: For Portugal to gauge 1668 mm on assessed with a rail inclination of 1 to 20 by shine cross section 54E1 and 60E1.

Specific case for Spain

P-case: For rolling stock, which is assumed to be inserted on the Web with gauge 1668 mm, must limit values for equivalent conicity, see. table 2 is not exceeded when hjulsætkonstruktionen modeled by crossing over the representative examples of track conditions that are specified in table 3.

Table 2

Calculation of limit values for equivalent conicity the vehicle operating speed (km/h)





Limit values for equivalent conicity





Test conditions (see table 3)







≤ 60





Not relevant





Not relevant







> 60 and ≤ 190





0.30





All







> 190





Same values as in the rolling stock Tsi for high-speed





Same conditions as in the rolling stock Tsi for high-speed











Table 3

Test conditions on track for equivalent conicity Test condition No.





Rail cross-section





Rail inclination





Track gauge







1





Rail profile 60 E 1 defined in EN 13674-1:2003





1 to 20





1668 mm







2





Rail profile 60 E 1 defined in EN 13674-1:2003





1 to 20





1670 mm







3





Rail profile 54 E1 defined in EN13674-1 2003





1 to 20





1668 mm







4





Rail profile 54 E1 defined in EN13674-1 2003





1 to 20





1670 mm











The requirements in this section shall be deemed to be fulfilled by the wheelset, which has non-worn S1002 or GV 1/40-profiles as defined in prEN13715:2006 with a distance between the active surfaces in between 1653 and 1659 mm mm.

7.3.2.8. Wheelset (4.2.3.5.2)

Specific case for Finland

P-case: Wheelset of trains designed for operation on lines in Finland must be compatible with the track gauge of 1524 mm.

Dimensions of wheelset wheel to track the reaches 1524 mm and are listed in the following table: Description





Wheel diameter D (mm)





Nominal value (mm)





Minimum value (mm)





Maximum value (mm)







Requirements linked to the subsystem







Distance between the serial interfaces (SR) (Distance between the running surfaces) SR = AR + Sd (left wheel) + Sd (right wheel)





D > 725





1510





1487





1514





 



725 > D ≥ 400











1506





1509







Distance between wheels backs, spærmål (AR)





D > 725





1445 + 1





1442





1448





 



725 > D ≥ 400





1445 + 1





1444





1446







Requirements in relation to the interoperability constituent wheels







Description





Wheel diameter D (mm)





Nominal value (mm)





Minimum value (mm)





Maximum value (mm)







Wheels the width (BR + Burr)





D ≥ 400





135 + 1





134





136





 

 



140 + 1 (a)





139 (a)





141 (a)







Flangetykkelse (Sd)





D > 840





32.5





22





33





 



840 > D ≥ 760





32.5





25





33





 




760 > D ≥ 400





32.5





27.5





33







Flange Height (Sd)





D > 760





28





27.5





36





 



760 > D ≥ 630





30





29.5





36





 



630 > D ≥ 400





32





31.5





36







Flange cutting edge (qR)





≥ 400











6.5















(a) allowed for the possibility of traction units.











P-case: For rolling stock, which is assumed to be inserted in the traffic between the Finnish 1524 mm-net and a third country, 1520 mm-net, it is permissible to use special wheelset, which is designed to record track width difference.

Specific case for Portugal

P-cases: Mechanical and geometrical characteristics of the wheelset:

For the nominal gauge (1668 mm) is the specific values of Ar and Sr on the Portuguese network the following: – Ar = 1593 0/-3 (mm)-new wheelset



– Ar = 1593 + 3/-3 (mm)-maximum operating



– 1646 ≤ Sr ≤ 1661 (mm) Mechanical and geometrical characteristics of the wheel:

Limit values for Sd and Sh in this particular case are the following: – for D ≥ 800 mm





22 ≤ Pg ≤ 33 (mm)







– 800 mm for D <





27.5 ≤ Pg ≤ 33 (mm)







– Sh ≤ 36 (mm)



 









Specific case for Spain

P-case: Wheelsets geometric dimensions SR and AR must meet the below specified limit values. These limit values shall be deemed calculation values (new wheelset) and as operating limits (for use in connection with the maintenance).







 



Wheel diameter [mm]





Minimum [mm]





Maximum [mm]







SR





840 ≤ D ≤ 1250





1643





1659





 



330≤D< 840





1648





1659







AR





840 ≤ D ≤ 1250





1590





1596





 



330 ≤ D < 840





1592





1596











T-tilfælde: Hjulflangens tykkelse (Sd) skal være 25 mm ved hjuldiameter > 840 mm and 27.5 mm by 330 mm between wheel diameter and 840 mm for vehicles, which are assumed to be inserted on the 1668 mm-lines.

Specific case for the Republic of Ireland and Northern Ireland in the United Kingdom

P-case: in connection with section 4.2.3.5 with subsections must all geometrical dimensions on Wheelsets after living in e.-CME Technical Standard 301 or the applicable technical regulation in Northern Ireland in the United Kingdom.

It is true: 4.2.3.5.2 Wheelset, 4.2.3.5.2.1 mechanical and geometrical characteristics of wheelsets and 4.2.3.5.2.2 Mechanical and geometrical properties of the wheel.

7.3.2.9. Geometric properties for wheels (4.2.3.5.2.2)

Specific case for United Kingdom in the United Kingdom

P-case: For rolling stock, which is only for domestic use, allowing a minimum value for the wheel width (BR + Burr) at 127 mm (instead of 133 mm).

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

7.3.2.10. release the flow influence of passengers on the platform (4.2.6.2.1)

Specific case for United Kingdom in the United Kingdom

P-case: It is permitted, to rolling stock operated on the British rail network, shall be tested in accordance with the following requirements:

Rolling stock that runs in the open air at a maximum operating speed of 160 km/h > vtr (100 miles/h) must not cause air speeds of more than u2σ = 11.5 m/s at a height of 1.2 m above the platform and a distance of 3.0 m from the track centre line, while it runs over.

Compliance is assessed on the basis of full-scale field tests under the conditions specified in EN 14067-4:2005/A1:2009, section 7.5.2. The measurements must be performed on a platform whose height above rail overkant is 915 mm or less.

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

7.3.2.11. Pressure wave from the front of the train (4.2.6.2.3)

Specific case for United Kingdom in the United Kingdom

P-case: instead of the requirement in section 4.2.6.2.3 applies the following rolling stock operated on the British rail network:

Rolling stock shall not at speeds over 160 km/h in the air cause maximum peak-to-peak-pressure changes that exceed a value of Δp2σ at 665 Pa measured throughout the height range between 1.5 and 3.3 m above rail overkant and at a distance of 2.5 m from the track centre line, while the train's front drive past.

7.3.2.12. Tyfonens sound pressure levels (4.2.7.2.2)

Specific case for United Kingdom in the United Kingdom

P-case: rolling stock designed solely for domestic use, can comply with the sound pressure levels for the typhoon, which is laid down in the national technical rules on this matter in the United Kingdom.

Trains are assumed to be inserted in international traffic, shall comply with this Tsi rules for tyfonens sound pressure level.

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

7.3.2.13. Energy supply-General (4.2.8.2.1)

Specific case for United Kingdom in the United Kingdom

P-case: It is allowed to continue to acquire rolling stock, to be operated on and be compatible with lines equipped with the energy supply system, which operates at 600/750 V DC with energized shine in a three-or firskinnet tracks. The national technical regulations notified, shall apply.

7.3.2.14. Operation within the range of voltage and frequency ranges (4.2.8.2.2)

Specific case for France

T-case: Electrical devices to be operated with 1.5 kV DC system, as defined in the TSI energy for conventional trains, subparagraph 7.5.2.2.1, shall be operated within the voltage limits laid down therein.

7.3.2.15. Pantograph workspace in height (4.2.8.2.9.1)

Specific case for Finland

P-case: the installation of a pantograph on rolling stock must be such as to make it possible to absorb power from overhead lines at heights between 5600 and 6600 mm above the track level on tracks that are brought to the vehicle gauge FIN1.

Specific case for United Kingdom in the United Kingdom

P-case: all the rolling stock to be operated on the British 25 kV 50 Hz AC system, have not been upgraded in accordance with the TSIs for the conventional rail system, the following applies to energy requirements:

The pantographs shall have a workspace on the 2100 mm. Mounted on an electric device must operate between pantograph 4140 mm (lower working position, without prejudice. EN50206-1, 3.2.13) and 6240 mm (upper working position, without prejudice. EN50206-1, 3.2.13) over the track level.


Under special topographical conditions where physical conditions are limiting isolation distances, and that the rolling stock is for a smaller (static) 3775 mm, maximum height of pantographs on these vehicles have a workspace at 2315 mm. Mounted on an electric device must operate between pantograph 3925 mm (lower working position, without prejudice. EN50206-1, 3.2.13) and 6240 mm (upper working position, without prejudice. EN50206-1, 3.2.13) over the track level.

Specific case for the Netherlands

T-case: to get unlimited access to the Dutch 1500 V DC system, rolling stock have a maximum elevation of 5860 mm pantograph.

7.3.2.16. Pantograph head geometry (4.2.8.2.9.2)

Specific case for United Kingdom in the United Kingdom

T-case: all the rolling stock to be operated on the British 25 kV 50 Hz AC system, have not been upgraded in accordance with the TSIs for the conventional rail system, the following applies to energy requirements:

In order to remain compatible with the existing infrastructure must meet a pantograph head profile 50367:2006, annex b. 7.

In order to remain compatible with the requirements relating to running through system separation sections of phase-or pantograph heads must have a maximum width of the track's direction at 250 mm, unless otherwise permitted by the entries in the register of infrastructure.

Specific case for Portugal

T-case: all the rolling stock to be operated on lines, where the power system has not been upgraded in accordance with the TSIs for the conventional rail system, the following applies to energy requirements for length of pantograph heads: – 1450 mm for 25 kV AC systems and



2180 mm to 1.5 kV DC – systems.

Specific case for Italy

T-case: On trains to be run on existing TEN lines with overhead line systems, there is only compatible with the pantograph heads with a length of 1450 mm, to install pantograph heads with a length of 1450 mm.

On the train, which is intended exclusively for domestic operation and both runs on lines that are compatible with the pantograph head lengths of 1600 mm and 1450 mm, it is permissible to only install pantograph heads with a length of 1450 mm.

P-case: trains are assumed to be inserted into traffic in Italy and Switzerland or on lines outside the TEN with the overhead line systems, there is only compatible with 1450 mm pantographs must be equipped with the 1450 mm wide pantograph heads. On these trains, it is permitted to install just the pantographs with a head at 1450 mm length, as long as they only run on lines that are compatible with the pantograph heads on 1450 mm length.

Pantograph head profile should be as shown in the annex b. 50367:2006 2.

Specific case for France

P-case: trains are assumed to be inserted into traffic in France and Switzerland or on lines outside the TEN with the overhead line systems, there is only compatible with 1450 mm pantograph heads, must be equipped with the 1450 mm wide pantograph heads. On these trains, it is permitted to install just the pantographs with a head at 1450 mm length, as long as they only run on lines that are compatible with the pantograph heads on 1450 mm length.

Pantograph head profile should be as shown in the annex b. 50367:2006 2.

Specific case for Sweden

P-case: This special case applies to devices that are operated on lines with overhead line systems that have not been upgraded. These lines are specified in netredegørelsen as lines, which are not in conformity with the TSI in this regard.

Pantograph profile must meet the requirements of the Swedish technical specifications JVS-FS 2006:1 and the BVS 543 330.

Specific case for Slovenia

P-case: On electrical devices, which are assumed to be inserted: – on lines with overhead line systems, there is only compatible with the pantograph heads with a length of 1450 mm, to install pantograph heads with a length of 1450 mm, and it is allowed to only install pantograph heads with a length of 1450 mm.



– on lines with overhead line systems that are compatible with the pantograph head lengths of 1450 and 1600 mm, it is permissible to only install pantograph heads with a length of 1450 mm, provided that they run only on lines that are compatible with the pantograph heads on 1450 mm length.

Pantograph head profile should be as shown in the annex b. 50367:2006 2.

7.3.2.17. Pantograph contact force and dynamic properties (4.2.8.2.9.6)

Specific case for United Kingdom in the United Kingdom

P-case: rolling stock and pantographs are mounted on rolling stock, must be designed and tested to exercise a mean contact force Fm at the contact line within an interval, as specified in the TSI for conventional rail, energy section 4.2.16, in order to ensure power quality without undue arcing and aftagningens in order to reduce wear and risks of contact strips. Adjustment of the contact force shall be carried out under dynamic tests.

Principles of conformity assessment of power aftagningens quality is described in the TSI for conventional rail, energy section 4.2.16.

For the purposes of sections 4.2.8.2.9.6, 6.1.2.2.6 and 6.2.2.2.15 to be tests of train to be certified for traffic in the United Kingdom and elsewhere, in addition, be performed by a contact wire height between 4700 and 4900 mm.

For the purposes of sections 4.2.8.2.9.6, 6.1.2.2.6 and 6.2.2.2.15 are allowed only to verify the conformity of the train, only to be certified for traffic in the United Kingdom, within the range 4700 mm to 4900 mm for contact wire height.

Specific case for Sweden

P-case: This special case applies to devices that are operated on lines with overhead line systems that have not been upgraded. These lines are specified in netredegørelsen as lines, which are not in conformity with the TSI in this regard.

The mean contact force shall comply with the requirements of the Swedish technical specifications JVS-FS 2006:1 and the BVS 543 330.

Specific case for France

P-case: for the purposes of sections 4.2.8.2.9.6, 6.1.2.2.6 and 6.2.2.2.15 to be the mean contact force on trains to be operated with 1.5 kV DC system, be as specified in the TSI energy for conventional trains, section 7.5.2.2.2.

7.3.2.18. Forward vision (4.2.9.1.3.1)

Specific case for United Kingdom in the United Kingdom

P-case: For rolling stock that is designed for operation in the United Kingdom, shall apply instead of the requirements of 4.2.9.1.3.1 the following:

The cab shall be such that the driver from seated driving position has a clear and unobstructed view, so he can see fixed signals

in accordance with the national technical regulation GM/RT2161, Requirements for the Driving Cabs of Railway Vehicles.

7.3.2.19. Leads the console's ergonomics (4.2.9.1.6)

Specific case for United Kingdom in the United Kingdom

P-case: If the requirements of section 4.2.9.1.6, the last subparagraph, relating to the motion direction of traction and brake levers, is incompatible with the safety management system of the railway undertaking in the United Kingdom, it is permitted to reverse the movement direction of braking, respectively. traction on.

7.3.2.20. Materials requirements (4.2.10.2)

Specific case for Spain

T-case: rolling stock intended only for domestic traffic at the Spanish rail network can the Spanish fire safety standard DT-PCI/5A shall apply until a 45545 is published, as an alternative to the material requirements of this TSI, section 4.2.10.2.

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

7.3.2.21. Interfaces for water filling (4.2.11.5) and Toilet emptying (4.2.11.3)

Specific case for the Republic of Ireland and Northern Ireland in the United Kingdom

P-case: as an alternative or supplement to that specified in this TSI, section 4.2.11.6, it shall be permitted to install a water filling device with nozzle. This filling interface with nozzle must comply with the requirements set out in I. E.-CME Technical Standard 307, appendix 1, or the applicable technical regulation in Northern Ireland in the United Kingdom.

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

Specific case for Finland

P-case: as an alternative or supplement to that specified in section 4.2.11.5, it is permissible to install water filling compounds that are compatible with installations along the trail in the Finnish rail network in accordance with figure AII1.

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

Figure AII1

Water filling adapter Type: Connection piece (C) fire-fighting NCU1

Material: brass or aluminum

Detailed definition in the standard (packaging is defined by each manufacturer of connection parts)

P-case: as an alternative or supplement to that specified in section 4.2.11.3, it is permissible to install the connection pieces for toilet emptying and flushing of the toilet tanks that are compatible with installations along the trail in the Finnish rail network in accordance with figure AI1 and AI2.

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

Figure AI1

Connection piece for the emptying of the toilet tank quick connect SFS 4428, connection piece A, size DN80

Material: acid resistant stainless steel

Packing on facing the connection piece

Special definition in standard SFS 4428

Figure (A) I2

Sewage connection to toilet tank quick connect with shut off valve, size 3/4 '

Material: acid resistant stainless steel

Packing on facing the connection piece

Specific type: Stäubli Faverges RBE11. 7154


7.3.2.22. Special requirements for recommendation of trains on depot tracks (4.2.11.6)

Specific case for the Republic of Ireland and Northern Ireland in the United Kingdom

P-case: in the context of subparagraph 4.2.11.7 to be the energy from fremmednet to parked trains after living in e.-CME 307 Technical Standard or the applicable technical regulation in Northern Ireland in the United Kingdom.

7.3.2.23. Fuel filler Kit (4.2.11.7)

Specific case for United Kingdom in the United Kingdom

P-case: For vehicles, URf.eks. trains running on diesel fuel, which is equipped with a fuel filler system, it is permitted as an alternative or complement to it, listed in the relevant subsections of section 4.2 of this TSI, the use of refuelling equipment, which complies with the requirements of BS 3818:1964, Self-sealing fuelling couplings for diesel locomotives and diesel railcars.

This special case does not prevent access to the national grid for TSI-compatible rolling stock.

Specific case for the Republic of Ireland and Northern Ireland in the United Kingdom

P-case: in the context of subparagraph 4.2.11.7 to be the interface of refuelling equipment after delivery I. E.-CME 307 Technical Standard or the applicable technical regulation in Northern Ireland in the United Kingdom.

Specific case for Finland

P-case: Tanking on the Finnish rail network requires that fuel tanks in units with diesel filling equipment is equipped with overflow control under the standards of 5684 and 5685.

7.4. specific environmental conditions

Special conditions in Finland

If rolling stock should have access to the Finnish rail network without limitations in winter weather, it appears that it meets the following requirements: – Temperature zone T2 as specified in section 4.2.6.1.2 must be selected.



– Hard snow, ice and hail shall be elected as specified in section 4.2.6.1.5, no scenario ' fygesne '.



– With regard to moisture, the requirements specified in section 4.2.6.1.3 are met, subject to take into account the maximum temperature fluctuation at 60 K.



– It must be shown that the braking system meets the requirements of this TSI to braking performance during wintry conditions.



  This requirement shall be considered satisfied if:



– at least one bogie on trains or passenger carriages with a rated speed of more than 140 km/h is equipped with magnetic rail brake



– all bogies on trains or passenger carriages with a rated speed of more than 180 km/h is equipped with magnetic rail brake.

Special conditions in Sweden

If rolling stock should have access to the Swedish rail network without limitations in winter weather, it appears that it meets the following requirements: – Temperature zone T2 as specified in section 4.2.6.1.2 must be selected.



– Hard snow, ice and hail shall be elected as specified in section 4.2.6.1.5.

Special conditions in Austria

If rolling stock should have access to Austria without restrictions in winter weather, – must have the extra forhindringsdeflektoren ability to remove snow in front of the train, which is specified for hard snow, ice and hail conditions in sections 4.2.6.1.5 and



– locomotives and traction units shall be equipped with sandingsanordninger.

Special conditions in Spain

If rolling stock should have access to the Spanish rail network without limitations in summer weather, temperature zone T3, see. section 4.2.6.1.2, be chosen.

Note: The relevant EN standard is under preparation; It will lay down specific provisions concerning the conformity assessment of the rolling stock (construction and testing) for the zone, in particular with regard to security-related T3 equipment mounted on the train's roof or under the train, where it can be affected by ' ballast heat '.

Special conditions in Portugal

If rolling stock should have access to the Portuguese rail network without limitations in summer weather, temperature zone T3, see. section 4.2.6.1.2, be chosen.

7.5. Conditions that need to be addressed during the audit or other activities in the era

In extension of the analysis carried out as part of the preparation of this TSI, are different matters of interest for the future development of the railway system in the EU has been pointed out.

These conditions can be divided into three groups: 1. the Conditions which are already covered by a basic parameter in this TSI, and where there is the opportunity to further develop the specification when the TSIs must be revised.



2. Conditions that are not on the current state of technology is considered to be the basic parameters, but which is taken up in research projects.



3. Facts which are relevant in the context of ongoing investigations related to the EU's railway system, but which do not fall within the scope of the Tsis.

The following presents details on these matters, organized by the Division in section 4.2 of the TSI.

7.5.1. Matters concerning a basic parameter in this TSI

7.5.1.1. The axle parameter (section 4.2.3.2.1)

This basic parameter for the interface that transmits the vertical load from rolling stock to the infrastructure.

According to the TSI for conventional rail infrastructure to be classified lines after the specification of the standard a 15528:2008. This standard also specifies a categorization of railway vehicles, for freight wagons and certain types of locomotives and passenger cars; It will be revised so that it will include all types of rolling stock.

When this revision is available, it may be of interest to include the design classification of the device that is to assess, in EC-certificate from the notified body: – classification corresponding to design mass with normal payload



– classification corresponding to design mass with exceptional payload.

This fact must be considered in the revision of this TSI, which already in its current version requires registration of all the data needed to determine these ratings.

It should be noted that the requirement that the railway undertaking defines and controls the operating load, see. The TSI on operation and traffic management for the conventional rail system, section 4.2.2.5, remains unchanged.

7.5.1.2. Limit values for track load (section 4.2.3.4.2.2)

This set of basic parameters Specifies limit values for track load (quasistatic steering force, quasistatic force, maximum quasistatic wheels power wheels).

The specified limit values applicable to the axle load within the range specified in the TSI for conventional rail infrastructure, section 4.2.2; for track that is designed for greater axle load, there is no established harmonised track load values.

If the specified limit value for quasistatic steering force is exceeded, can the infrastructure limit the rolling stock operational performance (URf.eks. maximum speed) taking into account the track properties (URf.eks. radius of curvature, cant, rail height).

It may be necessary to complement the specification of these limit values when this TSI must be revised.

In the current edition of the TSI are there requirements to the value for the quasi-static control force ' recorded '; It will be listed in the ' European register of authorised vehicle types '.

7.5.1.3. Aerodynamic effects (section 4.2.6.2)

Requirements for ' slipstream effects ' and ' shock wave ' from the train's front end is fixed in accordance with the TSI rolling stock for high-speed for devices with a maximum operating speed of 160 km/h more than clear.

This speed threshold is set taking into account that there are very few experiences with trains running faster than 160 km/h on the conventional rail network.

It is expected that there will be substantially more experience with actual requirements and conformity assessment for those in the next few years, when the rolling stock Tsi for high-speed trains have come into use, and also within the framework of the European research projects (Aerotrain).

The plan is, therefore, when this TSI is revised, to look at the requirements with two aims: – to ensure that they correspond to the railway undertakings operating needs; It could URf.eks. be of interest to define, how they can be used to set speed limits under special conditions (train running through a train station, through a tunnel, passing each other etc.).



– To ensure that the conformity assessment can be carried out with reasonable accuracy with a limited number of tests and preferably by means of simulations.

7.5.2. Circumstances that are not attached to a basic parameter in this tsi, but who are treated in research projects

7.5.2.1. Security justified additional requirements

The Interior of the vehicles, which come in contact with the passengers and crew members should protect the people on the train in the event of collision by: – to minimize the risk of getting injured by secondary blow from furnishings and other interior elements



– to minimize the damage that can prevent passengers and staff to get out of the train after a collision.

There is in 2006 launched the EU-research projects to investigate the aftermath of train accidents (collisions, derailments etc.) for passengers and, among other things. assess the risk, and where serious damage has been; the aim is to define requirements, and associated conformity assessment procedures for railway vehicle interior fittings and components.

This TSI contain already several specifications in order to cover such risks in, e.g. in section 4.2.2.7, 4.2.2.9, and 4.2.5 4.2.2.5.

Later, a number of Member States and the EUROPEAN UNION (represented by the Joint Research Centre) launched investigations of how passengers can be protected in the event of terrorist attacks.


The Agency will follow in these studies and take account of the results of them in order to decide whether to put forward a recommendation to the Commission on additional basic parameters or requirements regarding the risk that passengers are injured by accidents or terrorist attacks. Where appropriate, this TSI is changed.

Until this TSI is changed, Member States may use national policies to counter such risks. However, this should not prevent the TSI-compatible rolling stock in cross-border traffic between the Member States will have access to Member States national rail network.

7.5.3. Subjects relevant for the EU's railway system, but falls outside the scope of the TSIs

7.5.3.1. Interaction with the trace (section 4.2.3) – lubrication of wheel flanges or skids

During the work to develop this, it was concluded that TSI» lubrication of wheel flanges or skids ' is not a reason parameter (no affiliation with essential requirements as defined in the directive).

It turns out, however, that the rail sector (infrastructure managers, railway undertakings and national safety authorities) need the rail Agency's aid to exit the current practice in favor of a method that ensures greater transparency and prevent unjustified obstacles for the rolling stock movements on the European rail network.

Therefore, the Agency proposed that it, along with EIM to launch a study to clarify the key technical and economic aspects of this function, taking into account the current situation: – Some infrastructure managers require lubrication, others prohibit it.



– Lubrication can be done using a fixed installation designed by the infrastructure manager or a device on the train, as the train operator provides.



– Must be taken into consideration for the environment by emissions of grease on the trail.

In any case, the idea is to inform about the lubrication of wheel flange or shines in the infrastructure register, and it will be listed in the European register of authorised types of vehicles, where the rolling stock is equipped with a flange lubrication system. The above study will clarify operating rules.

In the meantime, Member States may continue to use their national requirements for the connection interface between the vehicle and the track. These rules must be made aware, either by notification to the Commission in accordance with article 17 of Directive 2008/57/EC or through the register of infrastructure as defined in annex IX. Article 35 of the same directive.

ANNEX A

BUFFERS AND SCREW COUPLING SYSTEM

A.1. BUFFERS

When buffers are mounted on the end of a unit, they must be paired (i.e. symmetrical and opposite-facing) and have the same characteristics.

The height of the puffernes center line must be between 980 mm 1065 mm above the rail under all load and wear conditions.

For maximum loaded bilvogne and for locomotives is a minimum altitude of 940 mm permitted.

The default spacing between puffernes center line must be nominally 1750 mm ± 10 mm symmetrically around the vehicle's centre line. Units to two rail gauges, designed to run both on the rail network with normal gauge and on wide tracks, may have a different value for the distance between the Centre lines puffernes (URf.eks. 1850 mm), if there is guaranteed full compatibility with buffers to normal sporvidden on 1435 mm.

Buffer plates must be of such a size that it can't unlock it buffers of vehicles stuck in each other when they run in horizontal curves and modvendte curves. Buffer plates in contact with each other must have a horizontal overlap of at least 25 mm.

Assessment test:

The determination of the buffer size must be carried out by two vehicles run through an S-curve with a radius of 190 m without straight between piece (gauge 1.458 m) and an S-curve with a radius of 150 m with a right between the piece of at least 6 m (1.470 m track width).

A.2. SCREW COUPLING

The common screw of the coupling system between vehicles must be non-continuous and consist of a screw coupling, which is permanently mounted on the hook, a hook and pull a drawbar with a spring system.

The height of the centre line, drag the Barb must be between 950 mm and 1045 mm above the rail under all load and wear conditions.

For maximum loaded bilvogne and for locomotives is a minimum height of 920 mm permitted. The height difference between the new wheel loaded with design mass in working and ready and quite run-down wheel loaded with design mass with normal payload must not be larger than 85 mm on the same vehicle. The assessment shall be made by calculation.

Each car must have a device to maintain a hanger, which is not in use. No part of the coupling device may reach farther down a 140 mm above the rail, when pufferne is in the lowest allowable position.



– Dimensions and characteristics for screw Coupler, hitch and vehicle must meet EN15566:2009.



– Screw the coupling must not weigh more than 36 kg excluding the weight of the coupling hook bolt (object no. 1 in Figure 4 and 5 in EN15566:2009).

A.3. INTERACTION BETWEEN VEHICLE and BUFFERS – drag the vehicle and puffernes static properties must be coordinated in order to ensure that a train can run safely through curves with the minimum radius, which is defined in section 4.2.3.6, with normal coupling mode (URf.eks. without pufferne is locking up in each other).



– Design of screw couplings and buffers:



  The distance between the front edge of the opening, and the leading edge of the trækkrogs completely outstretched buffers shall be 355 mm + 45/-20 mm when they are new, as shown in figure A1.

Constructions and mechanical parts

Buffers

Figure A1 –

Vehicle and buffers in Completely outstretched buffers

(II) the Drag hook opening

Figure A2-

Bern-rectangle in Shine overkant

II Step

(III) the interface between completely compressed buffers

ANNEX B

Lifting and HÆVEPUNKTER Note: the following data will later have to comply with a standard, which is currently under preparation.

B. 1. DEFINITIONS

B.1.1. Trace statement

By trace statement means the operation which consists in raising and shearing a derailed rail vehicle, then it comes back on track again. This operation will be carried out at the derailment site using tow equipment to be used by specially trained rescue teams.

(B) .1.2. Salvage

By salvage means removal from a railway line of a vehicle that is not capable of running as a result of the collision, derailment, accident or other event.

B.1.3. Raise the lifting points

By elevating and lifting points shall mean special points on vehicles, where raising or lifting devices can be placed, so that, among other things. will be possible to lift the vehicle using the salvage equipment.

Note: These highlight/lifting points can also be used for other purposes (URf.eks. during maintenance in workshops).

(B). 2. TRACK SENTENCE MEANING FOR THE ROLLING STOCK CONSTRUCTION

Each vehicle shall be able to set security sound tracks in different ways, including by crane lifting or using jacks (uplift), with rescue equipment, which has harmonised interfaces.

With this purpose the car body must be designed with places where it can be applied to vertical or almost vertical forces.

In addition, the vehicle must be so designed that it can be lifted in its entirety, IE. with his running clothes (URf.eks. for the attachment of the bogles of the car body).

B. 3. LOCATION OF HÆVEPUNKTER ON THE CONSTRUCTION OF VEHICLES

That must be fixed or removable hævepunkter to track statement operations.



– Each hævepunkt and construction around it without lasting deformation must resist the forces caused by the uplift of the vehicle with the nearest running clothes fastened to the vehicle bodyshell.



-Note: it is recommended to construct the hævepunkterne so that they can be used as lifting points with all the vehicle's running clothes fastened to the vehicle under the framework.

Location: – height lifting points must be positioned in such a way that the vehicle can be lifted stable and secure; There must be enough space under and around each hævepunkt, to salvage equipment can be placed without difficulties (outstanding points, until there is a standard to this effect).



– Highlight/lifting points must be such that staff are not exposed to unnecessary risk during normal use of them, or during use of salvage equipment. (Outstanding points, until there is a standard to this effect).

When cart box lower construction does not allow for incorporation of fixed height lifting points, it must have påspændingsstykker to which removable height lifting points can be fixed under the tracks.

The detailed specification of the location of the raise/lift points is an outstanding point, until there is a standard on the subject.

(B). 4. HIGHLIGHT/LIFTING POINT GEOMETRY

B. 4.1. Fixed built-in height lifting points – outstanding point.

(B). 4.2. Removable height lifting points – outstanding point.

B. 5. SECURING OF APPAREL TO SUBFRAME

In order to facilitate track composition of a vehicle, it must be possible to reduce the spring migration (URf.eks. with chains, clamps or other loose lifting gear).

The detailed specification of the technical requirement is an outstanding point.

B. 6. SELECTION OF LIFT AND LIFTING POINTS TO SALVAGE

Each fixed or mobile hævepunkt be marked with one of the following symbols:

B. 6.1 selection of items that are designed to lift or raise entire vehicle with or without running clothes: b. 6.2 selection of items that are designed to lift or raise the near end of the vehicle with running clothes: b. 6.3 selection of items that are designed to lift or raise the near end of the vehicle without the nearest running clothes :



B. 7. Instructions on lifting and lifting


For each vehicle type, the technical documentation referred to in article 6. section 4.2.12 of this TSI, contain a raise and lift chart.

The chart must contain at least: – an elevation view of the vehicle's page that shows where hævepunkterne exist, what dimensions they have, and with an indication of the mass at each of these places.



– A cross-section of each hævepunkt with detailed specification of the dimensions.



– A description of the jacks and/or lifting appliances to be used in each site.



– Any special instructions, as rescue services need to a secure track composition of the vehicle.

The instructions shall as far as possible take the form of pictograms.

ANNEX C

SPECIAL PROVISIONS RELATING TO MOBILE EQUIPMENT TO CONSTRUCTION AND MAINTENANCE OF RAILWAY INFRASTRUCTURE

C. 1. THE STRENGTH OF VEHICLE DESIGN

The requirements of this Tsi 4.2.2.4 supplemented in the following sections:

Vehicle frame must withstand either the static loads specified in EN 12663-1:2010, section 6.1 to 6.5, or the static loads specified in EN 12663-2:2010, section 5.2.1 to 5.2.4, without exceeding the values specified in these standards.

The corresponding design category in EN 12663-2 are: – for vehicles that cannot be resolved or is ranked at rangerryg: F-II



– for all other vehicles: F-in.

Acceleration in the direction x according to EN12663-1:2010, table 13, or EN12663-2:2010, table 10 is set to 3 g.

(C). 2. LIFTING AND UPLIFT

The car body must have the lifting points, which makes it possible to lift or raise entire vehicle securely. Lifting and hævepunkternes location to be defined.

In order to facilitate repair or inspection, or when the vehicles are put on track, they must on both long sides have at least two lifting points, which they can be lifted in empty or loaded condition. These lifting points must be identified as described in Annex B.

Lifting points shall, where possible, be located at a distance of 1400 mm from the middle of each wheelset.

In order to make it possible to place jacks, lifting points must be freely accessible from bottom to top, and this free space must not be blocked by parts that cannot be removed. Load cases shall be in accordance with those selected in annex c. 1, and must apply for lifting and uplift during work in workshop and during routine maintenance.

(C). 3. DYNAMIC PROPERTIES AT RUNTIME

Run the properties can be determined by testing or by reference to a similar type of approved work vehicle as specified in this TSI, section 4.2.3.4.2 or by simulation.

In addition, the following deviations from a 14363:2005:-this test should always be used as a simplified method for this type of vehicles.



– When the driving test after a 14363:2005 is carried out with the wheel profiles in new condition, is the most valid for 50000 km. After 50000 km it is necessary:



– either to restore the wheel gauge



– or to calculate the worn profile equivalent conicity and verify that it does not differ by more than 50% of the value from the test after a 14363:2005 (with a maximum difference of 0.05)



– or to carry out a new test after a 14363:2005 with worn wheel profile.



– In General, it is not necessary to make stationary tests to determine the parameters of the characteristic running clothes in accordance with EN 14363:2005, section 5.4.3.2.



– If the required test velocity cannot be achieved by the vehicle itself, it must be deducted during the tests.



– When the test zone 3 (see table 9 in EN14363:2005) is used, is it enough to have at least 25 compliant track pieces.

Run the properties can be displayed by simulation of the tests that are described in EN14363:2005 (with the aforementioned exceptions), when there is a validated model of representative tracks and operating conditions of the vehicle.

A model of the vehicle to the simulation of the characteristics must be validated by comparing model results with the results of driving tests on the track with the same characteristics.

A validated model is a simulation model that has been verified by a real driving test, which puts a strain on the headstock is sufficient, and where the results of driving tests is closely matched to the simulation model's predictions on the same test track.

ANNEX D

ENERGY METER

1. introduction

1.1 The togmonterede system for measuring energy (energy measuring system) is the system that measures how much of the electrical energy supplied by the external electric traction system traction device takes off or (during regenerative braking) leads back to the overhead line network.

The system has the following features:

1.1.1. The energy measurement function, including measurement of voltage and current as well as the calculation of energy data.

1.1.2. Data management system, as this integrates data from energy measurement function with time data and geographical position and producing and storing complete lines of data with true energy values (in kWh/kVarh) ready for docking with a communication system.

1.1.3. Togmonteret positioning function that provides data on the geographical position of the traction unit.

These function elements can be handled by different appliances or be combined into one or more embedded devices.

Figure 1

Functional diagram of energy measurement system

Energy measurement function

Localization function

The scope of this TSI

Measurement of voltage and current

Energy calculation

Data management system

Communication system 2. Requirements for togmonteret elmåle system

2.1. Energy measurement function

2.1.1 The togmonterede measuring system must contain an energy measurement function with the elements described in paragraph 1.1.1 of this annex D.

2.1.2. Energy measurement function shall measure the energy supplied by all electric traction systems traction unit is designed for.

2.1.3. Energy measuring function must be connected in such a way that it detects all energy (traction and auxiliary power), as the train is supplied with the catenary, and which are regenerated; by a.c. systems, energy measurement system also record the reactive energy.

2.1.4. Energy measurement function must have an overall accuracy rate of 1.5% for active energy by a.c. and 2.0% by direct current (or better).

These accuracies must be determined according to the following formula: given that: – εΕΜF = energy measurement function's overall accuracy



-εVMF = the maximum percentage errors in the voltage measurement function (VMF = Voltage Measurement Function)



-εCMF = the maximum percentage error in the power measuring function (CMF = Current Measurement Function)



-εΕCF = the maximum percentage error in energy calculation function (ECF = Energy Calculation Function).

2.1.4.1. The above maximum percentage error in the individual functions must be met under the following reference conditions: – any voltage between Umin1 and Umax2 Umin1 and Umax2 values are given as defined in EN 50163:2004, section 4.1, table 1



– any power between 10% and 120% of energy measurement function's nominal primary currents



– frequency ± 0.3% compared to rates in the permissible power supply systems in accordance with the TSI for the energy for conventional rail section 4.2.3



– power factor between 0.85 and 1



– ambient temperature 23 ° c ± 2 ° c.

2.1.4.2. Energy measurement system rated voltage and power must correspond to the traction unit rated voltage and power.

2.1.5. The elements that are used for energy measurement function, are subject to statutory metrological control in accordance with the following:

2.1.5.1. The accuracy of each item to be tested under reference conditions according to section 2.1.4.1. of this annex (D) to ensure that they function within the specified maximum error rate.

2.1.5.2.. Each element that complies with section 2.1.5.1 of this annex (D), be labelled with an indication of the metrological control and the stated maximum error limit.

2.1.5.3. Configuration of each item should be documented as part of the metrological control.

2.1.6. Energy measurement function must have a reference period of five minutes, as attuned to UTC-time signal after each reference period; one of the reference periods to finish clock 24:00:00.

It is permissible to use a shorter time reference, if the data can be merged to a reference period of five minutes.

2.1.7. Energy measuring function must be protected against unauthorized access to the system and its data.

2.2. Data management system

2.2.1 The togmonterede measuring system must include a data management system with the features described in section 1.1.2 of the present annex D.

2.2.2 Data management system must group the measured energy data with other data without distorting them.

2.2.3 as a time reference data management system must use the same rate gives as an energy measurement function.

2.2.4 Data management system should contain a data warehouse with a capacity sufficient to store data for at least 60 days of continuous operation (regardless of the time reference is used), and which consists of data consumed/reclaimed active and reactive energy (if applicable) along with the time reference data and location data.

2.2.5 Data management system must be able to respond to requests from authorized train crew members with appropriate equipment (URf.eks. a laptop) to allow for auditing, and there must be an alternative method to recover data.


2.2.6 The grouped data that can be used for billing, energy must be stored so that they are ready to be transferred in chronological order after the final times for each five-minute reference period in accordance with section 2.1.6 of this annex (D), and they must include:

2.2.6.1 a unique device number that contains the European vehicle number

2.2.6.2 end time for each expired energy measurement period, expressed as year, month, day, hour, minute, and second

2.2.6.3 location data for the end of each measurement period as specified in section 2.3.3. of this annex (D)

2.2.6.4 consumed/reclaimed active and reactive energy (if applicable) in each period.

2.3. Positioning function

2.3.1 Positioning function is described in the present annex D, section 1.1.3.

2.3.2 Data from stedsbestemmelesfunktionen to synchronize the togmonterede energy measurement function in accordance with UTC-time signal and the period.

2.3.3 Positioning function must provide the position expressed in length and width.

2.3.4 in open air location clause must operate with an accuracy of at least 250 m.

2.4. Other requirements

2.4.1 It is allowed that the data in the data management system is utilized for other purposes (URf.eks. feedback to the driver) in the context of the efficient operation of the train, provided it can be demonstrated that this exploitation not adulterate the recorded and forwarded data, as set out in section 2.2.6 of this annex D.

2.4.2 the data specified in section 2.2.6 of this annex, must be preserved, even when energy measurement system is not connected to its power supply.

2.5. the conformity assessment of the total togmonterede energy measuring system

2.5.1. The conformity assessment of the total togmonterede energy measurement system should be carried out at a design review and a type testing of energy measurement system elements, including proof of metrological control of elements of energy measurement function. Energy measurement system configuration must be documented as part of conformity assessment.

2.5.2. The stated maximum error limit for each element in an energy measurement function, verified in accordance with section 2.1.5.1 of this annex (D), to be inserted in the formula in section 2.1.4 of this annex D, in order to check whether the total accuracy is within the stated limit.

ANNEX E

THE DRIVER'S BODY MEASUREMENTS

The following data represents the current state of the art ' technology ' and must be used.

Note: they will later have to comply with a standard, which is currently under preparation.

1. Primary measurements for the smallest and highest train driver among the staff

Account should be taken of the objectives set out in Appendix E to UIC 651 (4th Edition, July 2002).

2. additional body measurements for the smallest and highest train driver among the staff

Account should be taken of the objectives set out in Appendix G to the UIC 651 (4th Edition, July 2002).

ANNEX F

FORWARD VISION

The following data represents the current state of the art ' technology ' and must be used.

Note: they will later have to comply with a standard, which is currently under preparation.

F. 1. In general – the cab must be designed so that it facilitates the driver's visibility to all information outside the train, as drivers must use in order to fulfil its task, and at the same time protect the driver against external sources of visual disturbances. Including the following must be ensured:



– Flickering at the front pane under edge, which can increase fatigue, must be reduced.



– There must be protection against the Sun and glare from oncoming train's headlights against without degradation of locomotive driver's view to the railway system's signs, signals and other Visual information.



– The cab equipment must be located so that it does not obstruct the driver's view of the external or distort information.



– Window dimensions, location, form and finish (including maintenance) do not bother the driver's vision and must facilitate the driver's solution of its task.



– Equipment for cleaning and brightening of the windscreen must be sited and be of a type and quality, which ensures that the driver can maintain a clear view under most weather and operating conditions, and it must not bother the driver's vision.



– The cab shall be designed in such a way that the driver looks forward while driving.



– The cab shall be designed in such a way that the driver from his sitting position has a clear and unobstructed view of the fixed signals both to the left and to the right of the track, see. Appendix D to UIC 651 (4th Edition, July 2002).



  Note: the location of the seat in the above Appendix D must be understood as an example; The TSI does not foresee the seat location (left, Center, or right) in the cab.

The requirements set out in the above annex applies to visibility in each direction of travel on the right track and in curves with a radius of 300 m or more. They apply to the driver's position (s).

Note: If the CAB has two rear seats, they apply for sitting position in both of them.

F.2. The reference position of the vehicle in relation to the track

Section 3.2.1 of the UIC 651 (4th Edition, July 2002) applies.

To be taken into account for supplies and payload as defined in EN 15663:2009 and in this TSI, section 4.2.2.10.

F.3. Reference for staff members ' eye position

Section 3.2.2 of the UIC 651 (4th Edition, July 2002) applies.

With locomotive driver in sitting position, the distance between the eyes to the front pane must be greater than or equal to 500 mm.

F.4. Viewing conditions

Section 3.3 of the UIC 651 (4th Edition, July 2002) applies.

ANNEX G

Reserved

ANNEX H

ASSESSMENT OF THE ROLLING STOCK SUBSYSTEM

H. 1. The scope of the

This Annex specifies how conformity assessment must take place for the rolling stock subsystem.

H. 2. Characteristics and modules

The characteristics of the subsystem to be assessed in the different phases of construction and technical development and production are marked by X in table h. 1. A cross in column 4 in table h. 1 means, that the relevant property must be verified by testing of every subsystem.

Table h. 1

Assessment of the rolling stock subsystem 1





2





3





4





5







Characteristics to be assessed, as specified in section 4.2 of this TSI





The design and development phase





Manufacturing phase





Special assessment procedure





 



Design examination





Type of testing





Routine

testing



 





Element of the rolling stock subsystem





Section



 

 

 



Section







Construction and mechanical parts





4.2.2



 

 

 

 





Between the clutch





4.2.2.2.2





X





i.r.





i.r.













Endekobling





4.2.2.2.3





X





i.r.





i.r.













Emergency coupler





4.2.2.2.4





X





X





i.r.













Access conditions for staff of the coupling and decoupling





4.2.2.2.5





X





X





i.r.














Transitions between carriages





4.2.2.3





X





X





i.r.













The strength of vehicle design





4.2.2.4





X





X





i.r.













Passive safety





4.2.2.5





X





X





i.r.













Lifting and uplift





4.2.2.6





X





X





i.r.













Attach devices to the cart construction





4.2.2.7





X





i.r.





i.r.













Access doors





4.2.2.8





X





X





i.r.













Mechanical properties of glass





4.2.2.9





X





i.r.





i.r.













Loading conditions and weighted mass





4.2.2.10





X





X





X





6.2.2.2.1







Interaction with the track as well as adjustment





4.2.3



 

 

 

 





Kinematic gauge





4.2.3.1





X





i.r.





i.r.





6.2.2.2.2







Wheel load





4.2.3.2.2





X





X





i.r.





6.2.2.2.3







Parameters in the rolling stock subsystem, which affects the control-command and signalling subsystem





4.2.3.3.1





X





X





X













Surveillance of the axle bearing mode





4.2.3.3.2





X





X





i.r.













Protection against on-track derailment distorted to a





4.2.3.4.1





X





X





i.r.













Dynamic properties at runtime





4.2.3.4.2





X





X





i.r.













Limit values for driving safety





4.2.3.4.2.1





X





X





i.r.













Limit values for trace load





4.2.3.4.2.2





X





X





i.r.













Equivalent conicity





4.2.3.4.3





X





i.r.





i.r.













Calculation values for new wheel profiles





4.2.3.4.3.1





X





i.r.





i.r.













Operating values for equivalent conicity of wheelset





4.2.3.4.3.2





udest.





udest.





udest.





udest.







Bogie frame construction





4.2.3.5.1





X





X





i.r.














Mechanical and geometrical characteristics of wheelset





4.2.3.5.2.1





X





X





X













Mechanical and geometrical characteristics of wheels





4.2.3.5.2.2





X





X





X













Wheel sets that can be set to different track gauges





4.2.3.5.2.3





udest.





udest.





udest.





udest.







Minimum curve radius





4.2.3.6





X





i.r.





i.r.













Guard irons





4.2.3.7





X





i.r.





i.r.















Brakes









4.2.4





 





Functional requirements





4.2.4.2.1





X





X





i.r.













Safety requirements





4.2.4.2.2





X





i.r.





i.r.





6.2.2.2.4







Type of braking system





4.2.4.3





X





X





i.r.















Activation of the brake









4.2.4.4





 





Emergency braking





4.2.4.4.1





X





X





X













Service braking





4.2.4.4.2





X





X





X













Activation of the direct brake





4.2.4.4.3





X





X





X













Activation of dynamic brake





4.2.4.4.4





X





X





i.r.













Actuation of the parking brake





4.2.4.4.5





X





X





X















Braking performance









4.2.4.5





 





General requirements





4.2.4.5.1





X





i.r.





i.r.













Emergency braking





4.2.4.5.2





X





X





X





6.2.2.2.5







Service braking





4.2.4.5.3





X





X





X





6.2.2.2.6







Calculations of heat capacity





4.2.4.5.4





X





i.r.





i.r.













Parking brake





4.2.4.5.5





X





i.r.





i.r.













Limit profile for adhesion between wheel and rail





4.2.4.6.1





X





i.r.





i.r.














System for blocking protection





4.2.4.6.2





X





X





i.r.





6.2.2.2.7







System for blocking protection (interoperability)





5.3.3





X





X





X





6.1.2.2.1







Interface for traction-braking systems associated with traction (electrical, hydro-dynamic)





4.2.4.7





X





X





i.r.















Brake system that is independent of adhesion conditions









4.2.4.8





 





General





4.2.4.8.1.





X





i.r.





i.r.













Magnetic rail brake





4.2.4.8.2.





X





X





i.r.













Eddy current brake





4.2.4.8.3





udest.





udest.





udest.





udest.







Braking mode and error display





4.2.4.9





X





X





i.r.













The braking requirements for recovery situations





4.2.4.10





X





X





i.r.















Relationship of importance for passengers









4.2.5





 





Sanitary systems





4.2.5.1





X





i.r.





i.r.





6.2.2.2.8







Public address system: lydkommunikationssystem





4.2.5.2





X





X





X













Passenger alarm: functional requirements





4.2.5.3





X





X





X













Safety instructions to the passengers – Signage





4.2.5.4





X





i.r.





i.r.













Communications systems for use by passengers





4.2.5.5





X





X





X













Exterior doors: of and access





4.2.5.6





X





X





X













Construction of door systems





4.2.5.7





X





i.r.





i.r.













Doors between devices





4.2.5.8





X





X





i.r.













Indoor air quality





4.2.5.9





X





i.r.





i.r.





6.2.2.2.9







Side Windows of the car body





4.2.5.10





X



 

 













Environmental conditions and aerodynamic effects









4.2.6





 







Environmental conditions









4.2.6.1





 





Height






4.2.6.1.1





X





i.r.





i.r.













Temperature





4.2.6.1.2





X





i.r. /X(1)





i.r.













Moisture





4.2.6.1.3





X





i.r.





i.r.













Rain





4.2.6.1.4





X





i.r.





i.r.













Snow, ice and hail





4.2.6.1.5





X





i.r. /X(1)





i.r.













Solar radiation





4.2.6.1.6





X





i.r.





i.r.













Pollution resistance





4.2.6.1.7





X





i.r.





i.r.















Aerodynamic effects









4.2.6.2





 





Release the current influence of the passengers on the platform





4.2.6.2.1





X





X





i.r.





6.2.2.2.10







Slip stream the influence of people who work along the trail





4.2.6.2.2





X





X





i.r.





6.2.2.2.11







Pressure wave from the train's front end





4.2.6.2.3





X





X





i.r.





6.2.2.2.12







Maximum pressure variation in tunnels





4.2.6.2.4





udest.





udest.





udest.





udest.







Side wind





4.2.6.2.5





udest.





udest.





udest.





udest.









Exterior lighting as well as visible and audible warning devices









4.2.7





 





Headlamps and rear light





4.2.7.1



 

 

 

 





Headlights





4.2.7.1.1





X





X





i.r.





6.1.2.2.2







Marker lights





4.2.7.1.2





X





X





i.r.





6.1.2.2.3







Final signals





4.2.7.1.3





X





X





i.r.





6.1.2.2.4







Lamp control





4.2.7.1.4





X





X





i.r.













Typhoon





4.2.7.2



 

 

 

 





General





4.2.7.2.1





X





X





i.r.













Tyfonens levels





4.2.7.2.2





X





X





i.r.





6.1.2.2.5







Protection





4.2.7.2.3





X





i.r.






i.r.













Control





4.2.7.2.4





X





X





i.r.















Traction and electrical equipment









4.2.8





 





Traction performance





4.2.8.1



 

 

 

 





General





4.2.8.1.1



 

 

 

 





Performance requirements





4.2.8.1.2





X





i.r.





i.r.













Energy supply





4.2.8.2



 

 

 

 





General





4.2.8.2.1





X





i.r.





i.r.













Operation within the range of voltage and frequency ranges





4.2.8.2.2





X





X





i.r.













Regenerative braking with reversal of energy to the catenary





4.2.8.2.3





X





X





i.r.













Maximum power and current from overhead line





4.2.8.2.4





X





X





i.r.





6.2.2.2.13







Maximum absorbed power stationary train, DC systems





4.2.8.2.5





X





X





i.r.













Power factor





4.2.8.2.6





X





X





i.r.





6.2.2.2.14.







Disturbances in the flow)





4.2.8.2.7





X





X





i.r.













Function for the measurement of energy consumption





4.2.8.2.8





X





X





i.r.













Requirements associated with the pantograph





4.2.8.2.9





X





X





i.r.





6.2.2.2.15 & 16







Pantograph (interoperability)





5.3.8





X





X





X





6.1.2.2.6







Contact pieces (interoperability)





5.3.8.1





X





X





X





6.1.2.2.7







Electrical protection of the train





4.2.8.2.10





X





X





i.r.













Diesel and other fuel-powered traction systems





4.2.8.3























The second directive







Protection against electrical hazard





4.2.8.4





X





X





i.r.













Drivers cab and operation





4.2.9



 

 

 

 





Driver's cab





4.2.9.1





X





i.r.





i.r.













General





4.2.9.1.1





X






i.r.





i.r.













Of and access





4.2.9.1.2





X





i.r.





i.r.













Of-and access under operating conditions





4.2.9.1.2.1





X





i.r.





i.r.













Emergency exit from the cab





4.2.9.1.2.2





X





i.r.





i.r.













Vision





4.2.9.1.3





X





i.r.





i.r.













Forward vision





4.2.9.1.3.1





X





i.r.





i.r.













Rearward and to the side





4.2.9.1.3.2





X





i.r.





i.r.













Interior design





4.2.9.1.4





X





i.r.





i.r.













Driver seat





4.2.9.1.5





X





i.r.





i.r.













Leads the console's ergonomics





4.2.9.1.6





X





i.r.





i.r.













Climate control and air quality





4.2.9.1.7





X





X





i.r.





6.2.2.2.9







Interior lighting





4.2.9.1.8





X





X





i.r.













Front window – mechanical properties





4.2.9.2.1





X





X





i.r.





6.2.2.2.17







Front window – optical properties





4.2.9.2.2





X





X





i.r.





6.2.2.2.17







Front window – equipment





4.2.9.2.3





X





X





i.r.















Interface between driver and cab-equipment









4.2.9.3





 





Control with the driver's activity





4.2.9.3.1





X





X





X













Speed view





4.2.9.3.2































The driver's display and monitors





4.2.9.3.3





X





X





i.r.













Controls and indicators





4.2.9.3.4





X





X





i.r.













Labelling





4.2.9.3.5





X





i.r.





i.r.













Remote control function





4.2.9.3.6





X





X





i.r.














Tool and removable equipment on board





4.2.9.4





X





i.r.





i.r.













Storage space for the staff's personal belongings





4.2.9.5





X





i.r.





i.r.













Recording device





4.2.9.6





udest.





udest.





udest.





udest.









Fire safety and evacuation









4.2.10





 





General and categorization





4.2.10.1





X





i.r.





i.r.













Material requirements





4.2.10.2





X





X





i.r.













Specific measures for flammable liquids





4.2.10.3





X





X





i.r.













Evacuation of passengers





4.2.10.4





X





i.r.





i.r.













Fire barriers





4.2.10.5





X





X





i.r.





6.2.2.2.18









Ongoing maintenance









4.2.11





 





Cleaning the cab windshield





4.2.11.2





X





X





i.r.













Toilet discharge system





4.2.11.3





X





i.r.





i.r.













Vandpåfyldningudstyr





4.2.11.4





X





i.r.





i.r.













Interface for water filling





4.2.11.5





X





i.r.





i.r.













Particular requirements for recommendation of trains on depot tracks





4.2.11.6





X





X





i.r.













Refuelling equipment





4.2.11.7





X





i.r.





i.r.















Documentation relating to the operation and maintenance









4.2.12





 





General





4.2.12.1





X





i.r.





i.r.













General documentation





4.2.12.2





X





i.r.





i.r.













Maintenance manual





4.2.12.3





X





i.r.





i.r.













Documentation as justification for vedligeholdelsens organisation





4.2.12.3.1





X





i.r.





i.r.













Maintenance records





4.2.12.3.2





X






i.r.





i.r.













Documentation relating to operation





4.2.12.4





X





i.r.





i.r.















(1) Type of testing if and as defined by the applicant.











ANNEX I

CONDITIONS FOR WHICH THERE IS NO TECHNICAL SPECIFICATION (OUTSTANDING POINTS)

General outstanding points, it concerns an entire network Element in the rolling stock subsystem





Sections of this TSI





Technical conditions, which are not covered by this TSI





Comments







Specific requirements for the safe operation of conventional rolling stock on the high-speed network





1.2





All requirements





Compatibility with the relevant networks.







Special case ang. 1520 mm-networks in Estonia, Latvia, Lithuania, Poland and Slovakia





7.3.2





All paragraphs in the TSI are outstanding points





Outstanding point to show that there is a need for further work for 1520 mm system.











Outstanding points relating to the technical compatibility between the vehicle and the Network Element in the rolling stock subsystem





Sections of this TSI





Technical conditions, which are not covered by this TSI





Comments







Surveillance of the axle bearing mode





4.2.3.3.2 4.2.3.5.2.1





Operating temperature range of the equipment along the trail





Temperature limit indicated in the technical documentation. Compatibility with the affected network should be checked.







Dynamic properties at runtime





4.2.3.4.2





Reference track for testing (track geometrical quality)





Test report describing conditions on the test track. Must be examined in order to verify compatibility with the Web.







Dynamic properties at runtime





4.2.3.4.2





The combination of speed, curves and over height deficit according to a 14363.





Test report describes the test track. Must be examined in order to verify compatibility with the Web.







Wheelset – equivalent conicity





4.2.3.4.3.2





The operational value of equivalent conicity of wheelset





To be determined maintenance criteria depending on the conditions on the grid.







Brake system that is independent of adhesion conditions





4.2.4.8.3





Eddy current brake





Equipment is not mandatory. Compatibility with the affected network should be checked.







Lowering of the pantograph





4.2.8.2.9.10





There is a requirement to automatically lower the mechanism





Automatically lower mechanism accepted at TEN; not mandatory everywhere (national rule).











Outstanding points that do not concern the technical compatibility between the vehicle and the Network Element in the rolling stock subsystem





Sections of this TSI





Technical conditions, which are not covered by this TSI





Comments







Security-related features





4.2.1





The security level is not specified in the following sections:

– 4.2.3.4 (dynamic properties; the ability of the design solution with software)





– Option of design solution (1) the security-related features





4.2.1





– 4.2.4.9 (braking; ability to choose central control system)





– Option of design solution. (1) the security-related features





4.2.1





– 4.2.5.3 (option in design solution for alarm)





– Option of design solution (1) the security-related features





4.2.1





– 4.2.5.6 (steering-and control system for doors described in point (D) and (E))



 





Security-related features





4.2.1





– 4.2.8.2.10 (management of main circuit breaker)



 





Security-related features





4.2.1





– 4.2.9.3.1 (control of locomotive driver's activity)



 





Security-related features





4.2.1





– 4.2.10.5 (option for other design solutions than dividing walls throughout the train's cross-section)





– Option of design solution (1) passive safety





4.2.2.5





Application of scenario 1 and 2 on heavy freight locomotives with central couplers





There is not a solution prior to authorisation (technical solution are not available), the introduction of operating restrictions (3) passive safety





4.2.2.5






Assessment of whether locomotives with Central driver's cab meets the requirements in the context of scenario 3.





There is not a solution prior to authorisation (technical solution are not available), the introduction of operating restrictions (3) interfaces to raise-and lifting equipment





4.2.2.6, annex B





Location and design of interfaces





Described in the technical documentation; to be taken into account for the purpose of operation and maintenance (2) axle bearing condition monitoring





4.2.3.3.2





Option for installation of equipment on the train





Option in design solution (1) Wheelset, which can be set to different track gauges





4.2.3.5.2.3





Conformity assessment





Option in design solution (1) Slip flow influence of passengers on the platform (at speeds over 160 km/h)





4.2.6.2.1





Slipstream effects from devices that are evaluated for the purpose of general operation (oprangering not defined)





Oprangering for the assessment of each unit is not defined. Operating restrictions possible (3) release the flow influence of people working along the trail (at speeds over 160 km/h)





4.2.6.2.2





Slipstream effects from devices that are evaluated for the purpose of general operation (oprangering not defined)





Oprangering for the assessment of each unit is not defined. Operating restrictions possible (3) crosswind





4.2.6.2.5





Crosswind effects for all rolling stock for conventional rail: harmonised wind characteristics to take into account, as well as the assessment method





Solution must be found before authorisation by indicating the side wind, has been taken into account in the construction (in accordance with the provisions of this TSI). Compatibility with the operating conditions to be checked; who can possibly be taken measures in infrastructure or operation (2) pantograph – the contact strip material





4.2.8.2.9.4





Other material for use at alternating-and/or DC power lines





When using other material: verification in accordance with national regulations. Described in the technical documentation; to be taken into account for the purpose of operation and maintenance (2) recording device





4.2.9.6





Specification of the registration system and its incorporation into the rolling stock





Outstanding point in the review of the TSI for traffic operation and management (under the adoption) see also Directive 2008/57/EC, article 23, paragraph 3 (b)).







Particular requirements for recommendation of trains on depot tracks





4.2.11.6





Local 400 V external power supply (pending conclusion of the MODTRAIN study)





Described in the technical documentation; to be taken into account for the purpose of operation and maintenance (2) fueling





4.2.11.7





Nozzles for fuels other than diesel oil





Described in the technical documentation; to be taken into account for the purpose of operation and maintenance (2).









(1) the interoperability is guaranteed by the technical solution that is fully specified in section 4.2 of the TSI. This outstanding point refers to an alternative technical solution, as there is still the absence of a harmonised specification for the. It is the applicant's choice, whether this alternative solution should be used.



(2) This outstanding point concerns technical matters that can affect the operation and/or maintenance; the technical solution used must be described in the technical documentation supplied with the EC declaration of verification, so as to take account of the operating level.



(3) This outstanding point relates to technical matters, such as on the State of the current stage is not technically specified for the rolling stock subsystem; a solution must be found through national legislation either before authorisation or by limiting the use of the vehicle.











ANNEX J

STANDARDS or NORMATIVE DOCUMENTS, AS referred to in the TSI TSI





Standard







Characteristics to be assessed





Mandatory REF. Standard No.





Section







Element of the rolling stock subsystem





Sections of this TSI



 

 







Construction and mechanical parts









4.2.2





 

 





Between the clutch





4.2.2.2.2





En 12663-1:2010





Section 6.5.3 and 6.7.5 for articulated units







Endekobling





4.2.2.2.3





A 15566:2009





Puffer and screw coupling





 



Annex A





A 15551:2009





Puffer and screw coupling





 

 



UIC 541-1: Nov 2003





Dimensions and layout of the brake pipes and hoses





 

 



UIC 648: Sep 2001





Location of the Equatorial orientation of brake pipes and cocks







The strength of vehicle design





4.2.2.4





En 12663-1:2010





All







Passive safety






4.2.2.5





A 15227:2008





All except Annex A







Lifting and uplift





4.2.2.6 Annex B





En 12663-1:2010





Section 6.3.2, and 6.3.3 9.2.3.1







Attach devices to the cart construction





4.2.2.7





En 12663-1:2010





Section 6.5.2







Loading conditions





4.2.2.10





A 15663:2009





Hypothesis of loading conditions







6.2.2.2.1





EN 14363:2005





Section 4.5, ' Vehicle weighting '



 







Interaction with the track as well as adjustment









4.2.3





 

 





Kinematic gauge





4.2.3.1





A 15273-2:2009





Clause (A). 3.12.





 



6.2.2.2.2





A 15273-2:2009





Subparagraph (B). 3.







Wheel load





4.2.3.2.2



 

 



 



6.2.2.2.3





EN 14363:2005





Section 4.5, ' Wheel load measurement '







Surveillance of the axle bearing mode





4.2.3.3.2





A 15437-1:2009





Section 5.1 and 5.2.







Protection against on-track derailment distorted to a





4.2.3.4.1





EN 14363:2005





Section 4.1.







Dynamic properties at runtime





4.2.3.4.2

Annex C





EN 14363:2005





Section 5





 

 



A 15686:2010





For curve-driven took





 

 



EN 13848-1





For clues of the location quality







Equivalent conicity





4.2.3.4.3





A 15302:2008





Calculation method







Calculation values for new wheel profiles





4.2.3.4.3.1





En 13674-1:2003/A1:2007





Rail cross-section to the modeling of equivalent conicity





 

 



EN 13715:2006





Definition of wheel profiles







Bogie frame construction





4.2.3.5.1





A 13749:2005





Section 7 and 9.2; Annex C







Mechanical and geometrical characteristics of wheelset





4.2.3.5.2.1





EN 13260:2009





Section 3.2.1 and 3.2.2





 

 



A 13103:2009





Sections 4, 5 and 6





 

 



A 13104:2009





Sections 4, 5 and 6







Mechanical and geometrical characteristics of wheels





4.2.3.5.2.2





A 13979-1:2003/A1:2009





Section 6.2, 6.3, 6.4, 7.2 and 7.3









Brakes









4.2.4





 

 





Safety requirements





4.2.4.2.2

6.2.2.2.4





Security method of regulation



 





Type of braking system





4.2.4.3





A 14198:2004





Section 5.4» UIC brake system '







Braking performance





4.2.4.5





En 14531-1:2005





Section 5.3.1.4, 5.3.3, 5.11.3 and 5.12





 



6.2.2.2.4

6.2.2.2.5





En 14531-6:2009



 





System for blocking protection





4.2.4.6.2





A 15595:2009





Section 5





 



6.1.2.2.1





A 15595:2009





Section 5 or 6.2





 



6.2.2.2.6





A 15595:2009





Section 6.4







Magnetic rail brake





4.2.4.8.2.






UIC 541-06: Jan 1992





Appendix 3









Relationship of importance for passengers









4.2.5





 

 







Environmental conditions









4.2.6.1





 



Reference is made only to the standards, as regards the definition of zones or substances







Height





4.2.6.1.1





En 50125-1:1999





Section 4.2







Temperature





4.2.6.1.2





En 50125-1:1999





Section 4.3







Moisture





4.2.6.1.3





En 50125-1:1999





Section 4.4







Rain





4.2.6.1.4





En 50125-1:1999





Section 4.6







Snow, ice and hail





4.2.6.1.5





En 50125-1:1999





Section 4.7







Solar radiation





4.2.6.1.6





En 50125-1:1999





Section 4.9







Pollution resistance





4.2.6.1.7





EN 60721-3-5:1997





List of substances









Aerodynamic effects









4.2.6.2





 

 





Release the current influence of the passengers on the platform





4.2.6.2.1



 

 



 



6.2.2.2.9





EN 14067-4:2005/A1:2009





Section 7.5.2







Slip stream the influence of people who work along the trail





4.2.6.2.2



 

 



 



6.2.2.2.10





EN 14067-4:2005/A1:2009





Section 8.5.2







Pressure wave from the train's front end





4.2.6.2.3



 

 



 



6.2.2.2.11





EN 14067-4:2005/A1:2009





Section 5.3, 5.4.3 and 5.5.2









Exterior lighting as well as visible and audible warning devices









4.2.7





 

 





Exterior lamps





4.2.7.1.1





A 15153-1:2007





Section 5.3.5





 



6.1.2.2.2





A 15153-1:2007





Section 6.1 and 6.2





 



4.2.7.1.2





A 15153-1:2007





Section 5.4.4.





 



6.1.2.2.3





A 15153-1:2007





Section 6.1 and 6.2





 



4.2.7.1.3





A 15153-1:2007





Section 5.5.3 and 5.5.4





 



6.1.2.2.4





A 15153-1:2007





Section 6.1 and 6.2







Horn





4.2.7.2





A 15153-2:2007





Section 4.3.2 and 5









Traction and electrical equipment









4.2.8





 

 





Regenerative braking with reversal of energy to the catenary





4.2.8.2.3





EN 50388:2005





Section 12.1.1







Maximum power and current from overhead line





4.2.8.2.4





EN 50388:2005





Section 7.2 and 7.3





 



6.2.2.2.12





EN 50388:2005





Section 14.3







Power factor





4.2.8.2.6



 

 



 



6.2.2.2.13





EN 50388:2005





Section 14.2







Disturbances in the energy system by AC power systems





4.2.8.2.7





EN 50388:2005





Section 10.1, 10.3, 10.4, annex D








Pantograph workspace in height





4.2.8.2.9.1





EN 50206-1:2010





Section 4.2 and 6.2.3







Pantograph head geometry





4.2.8.2.9.2





A 50367:2006





Section 5.2, annex A2, figure a.7; Annex b. 2, shape B (3)







Pantograph power capacity





4.2.8.2.9.3





EN 50206-1:2010





Section 6.13.2





 



6.1.2.2.6





EN 50206-1:2010





Paragraph 6.13.1.







Contact strip material





4.2.8.2.9.4



 

 



 



6.1.2.2.7





EN 50405:2006





Section 5.2.2, 5.2.3, 5.2.4, 5.2.6 and 5.2.7







Pantograph static contact force





4.2.8.2.9.5



 

 



 



6.1.2.2.6





EN 50206-1:2010





Section 6.3.1







Pantograph dynamic properties





6.1.2.2.6





A 50318:2002





All





 

 



EN 50317:2002





All







Lowering of the pantograph





4.2.8.2.9.10





EN 50206-1:2010





Section 4.7 and 4.8





 

 



En 50119:2009





Table 2







Electrical protection of the train





4.2.8.2.10





EN 50388:2005





Section 11







Protection against electrical hazard





4.2.8.4





A 50153:2002





All









Drivers cab and operation









4.2.9





 

 





The driver's cab





4.2.9.1





UIC 651: July 2002



 



 



Annex E



 



Appendix E, Appendix F





 



Annex F



 



Appendix D, section 3.2.1, 3.2.2, 3.3







Front window





4.2.9.2





A 15152:2007





Section 4.2.2, 4.2.3, 4.2.4, 4.2.5, 4.2.6, 4.2.7 and 4.2.9





 



6.2.2.2.16





A 15152:2007





Section 6.2.1 to 6.2.7









Fire safety and evacuation









4.2.10





 

 





Material requirements





4.2.10.2





TS45545-2:2009





As an alternative to the standards specified in the rolling stock Tsi for high-speed





 

 



TS45545-1:2009





As an alternative to the standards specified in the rolling stock Tsi for high-speed







Fire barriers





4.2.10.5





EN 1363-1:1999





Or equivalent level of safety





 



6.2.2.2.17



 

 





Refuelling equipment





4.2.11.8





UIC 627-2: Christmas 1980





Section 1









Official notes 1) Notice implements the Commission's decision of 26. April 2011 (2011/291/EC) concerning a technical specification for interoperability relating to the subsystem rolling stock» Locomotives and passenger carriages ' of the trans-European conventional rail system (Official Journal 2011 No. L 139 pp. 1 et seq.).

1 OJ L 191 of 18.7.2008), p. 1.

2) OJ L 110 of annex a, p. 1.

3) OJ L 319 of 4.12.2010, p. 1.

4 OJ L 64 of 7.3.2008), p. 1.

OJ L 235 of 17.9.1996) 5, s. 6.

6) OJ L 164, 30.4.2004, p. 44.

1) OJ L 284 of 16.10.2006, p. 1.

2) OJ L 342 of 7.12.2006, p. 1.

3) OJ L 67, 7.3.2007 of s. 13.

4 OJ L 136 of 24.5.2008), p. 11.

5) OJ L 194 of 25.7.2009, p. 60.

6) OJ L 37 of 10.2.2010, p. 74.

7) OJ L 84 of 26.3.2008, p. 132.

8 OJ L 64 of 7.3.2008), p. 72.

9 OJ L 64 of 7.3.2008), p. 1.

10) OJ L 37 of 8.2.2006, p. 1.

11 OJ L 344 of 8.12.2006), p. 1.

12) OJ L 45 of 14.2.2009, p. 1.

13) OJ L 359 of 18 December 2006, p. 1.

14) OJ L 108 of 29.4.2009, p. 4.

OJ L 228 of 9.9.1996) 15, p. 1.

16) Definition as in EN 14531-1:2005, section 5.3.3.

OJ L 330 of 5.12.1998) 17, p. 32.

OJ L 64 of 4.3.2006) 18, p. 37.

OJ L 64 of 4.3.2006) 19, p. 52.

OJ L 315 of 3.12.2007) 21, s. 53.

23) i.e. overhead with a statement that interoperability constituent according to conventional high-speed trains or Tsis.

24) i.e., the speed of the two types of overhead line should be at least as large as the speed, the simulated pantograph is designed.

25) OJ L 167, 30.4.2004, p. 1.