Decision 2006/861 - 2006/861/EC: Commission Decision of 28 July 2006 concerning the technical specification of interoperability relating to the subsystem rolling stock — freight wagons of the trans-European conventional rail system (notified under document number C(2006) 3345) - Main contents

COMMISSION DECISION

of 28 July 2006

concerning the technical specification of interoperability relating to the subsystem ‘rolling stock — freight wagons’ of the trans-European conventional rail system

(notified under document number C(2006) 3345)

(Text with EEA relevance)

(2006/861/EC)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European Community,

Having regard to Directive 2001/16/EC of 19 March 2001 of the European Parliament and of the Council on the interoperability of the conventional rail system (1), and in particular Article 6(1) thereof,

Whereas:

HAS ADOPTED THIS DECISION:

Article 1

A Technical Specification for Interoperability (TSI) relating to the ‘rolling stock — freight wagons’ subsystem of the trans-European conventional system referred to in Article 6(1) of Directive 2001/16/EC is hereby adopted by the Commission.

The TSI shall be as set out in the Annex to this Decision.

The TSI shall be fully applicable to the freight wagon rolling stock of the trans-European conventional rail system as defined in Annex I to Directive 2001/16/EC, account being taken of Articles 2 and 3 of this Decision.

Article 2

• 1. 

  With regard to those issues classified as ‘Open points’ set out in Annex JJ of the TSI, the conditions to be complied with for the verification of the interoperability pursuant to Article 16(2) of Directive 2001/16/EC shall be those applicable technical rules in use in the Member State which authorise the putting into service of the subsystem covered by this Decision.

• 2. 

  Each Member State shall notify to the other Member States and to the Commission within six months of the notification of this Decision:

Article 3

Member States shall notify the following types of agreement to the Commission within six months of the entry into force of the attached TSI:

Article 4

Those provisions of Decision 2004/446/EC which concern the basic parameters of the trans-European conventional rail system shall no longer apply as from the date on which this Decision becomes applicable.

Article 5

This Decision shall become applicable six months after the date of its notification.

Article 6

This Decision is addressed to the Member States.

Done at Brussels, 28 July 2006.

For the Commission

Jacques BARROT

Vice-President

• (1) 

  OJ L 110, 20.4.2001, p. 1. Directive as amended by Directive 2004/50/EC of the European Parliament and of the Council (OJ L 164, 30.4.2004, p. 114, corrected by OJ L 220, 21.6.2004, p. 40).

• (2) 

  OJ L 155, 30.4.2004, p. 1, corrected by OJ L 193, 1.6.2004, p. 1

• (3) 

  OJ L 235, 17.9.1996, p. 6. Directive as last amended by Directive 2004/50/EC.

ANNEX

Technical Specification for Interoperability relating to the subsystem Rolling Stock — Freight Wagons

Table of content: Annexes

TRANS-EUROPEAN CONVENTIONAL RAIL SYSTEM

Technical Specification for Interoperability Subsystem Rolling Stock Scope Freight Wagons

• 1. 

  INTRODUCTION

1.1.   TECHNICAL SCOPE

This TSI concerns the rolling stock subsystem as listed in point 1 of Annex II to Directive 2001/16/EC.

Further information on the rolling stock subsystem is provided in Section 2.

This TSI covers freight wagons only.

1.2.   GEOGRAPHICAL SCOPE

The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to Directive 2001/16/EEC.

1.3.   CONTENT OF THIS TSI

In accordance with Article 5(3) of Directive 2001/16/EC, this TSI:

Moreover, in accordance with Article 5(5), provision may be made for specific cases for each TSI; these are indicated in Section 7.

Lastly, this TSI also comprises, in Section 4, the operating and maintenance rules specific to the scope indicated in paragraphs 1.1 and 1.2 above.

• 2. 

  DEFINITION OF SUBSYSTEM/SCOPE

2.1.   DEFINITION OF SUBSYSTEM

The rolling stock, which is the subject of this TSI, comprises the freight wagons likely to travel on all or part of the trans-European conventional rail network. The freight wagons include rolling stock designed to carry lorries.

This TSI applies to new, upgraded or renewed freight wagons placed in service after entering this TSI into force.

This TSI does not apply to wagons being subject to a contract already signed before the date of entry into force of this TSI.

The section 7.3., 7.4 and 7.5 describe in which conditions and with which exceptions the TSI requirements shall be met.

The rolling stock freight wagons subsystem includes the structure of the vehicles, braking equipment, coupling and running gear (bogies, axles etc.) suspension, doors and communication systems.

The procedures for maintenance work allowing the mandatory corrective and preventive maintenance to assure safe operation and the performance required are also included in this TSI. They are specified in Section 4.2.8.

Requirements relating to the noise generated by freight wagons are excluded from this TSI, except maintenance issue, as there is a separate TSI dealing with the noise generated by freight wagons, locomotives, multiple units and coaches.

2.2.   FUNCTIONS OF SUBSYSTEM

The freight wagons shall contribute to the following functions:

‘Load freight’ — the freight wagons provide the means to operate and carry the load safely.

‘Move rolling stock’ — the freight wagons are able to be moved safely on the network and contribute to the braking of the train.

‘Maintain and provide data on rolling stock, infrastructure and timetable’ –Specification of the maintenance file and certification of the maintenance establishments allow the control of the freight wagon maintenance. Data relating to the freight wagons is provided in the rolling stock register, marked on the wagons, and eventually by means of vehicle to vehicle and vehicle to ground communication devices.

‘Operate a train’ — the freight wagon shall be able to be operated safely under all expected environmental conditions and in certain expected situations.

‘Provide services for freight customers’ — Data relating to the freight wagon to support freight services for customers is provided in the rolling stock register, marked on the wagons and eventually by means of vehicle to ground communication devices.

2.3.   INTERFACES OF SUBSYSTEM

The rolling stock freight wagons subsystem experiences the following interfaces to:

Control and command and signalling subsystem -

Traffic operation and management subsystem

Telematics applications for freight service subsystem

Infrastructure subsystem

Energy subsystem

Noise Aspect

The Council Directive 96/49/EC and its Annex (RID).

• 3. 

  ESSENTIAL REQUIREMENTS

3.1.   GENERAL

In the scope of the present TSI compliance with the specifications described:

as demonstrated by a positive result of the assessment of:

ensures fulfilment of the relevant essential requirements quoted in section 3 of this TSI.

Nevertheless, if part of the essential requirements are covered by national rules because of:

the corresponding conformity assessment shall be carried out according to procedures under the responsibility of the Member State concerned.

Under Article 4(1) of Directive 2001/16/EC, the trans-European conventional rail system, subsystems and interoperability constituents including interfaces shall meet the relevant essential requirements set out in Annex III to the Directive 2001/16/EC.

3.2.   THE ESSENTIAL REQUIREMENTS RELATE TO:

These requirements include general requirements, and requirements specific to each subsystem.

3.3.   GENERAL REQUIREMENTS

3.3.1.   SAFETY

Essential Requirement 1.1.1 of Annex III to Directive 2001/16/EC.

The design, construction or assembly, maintenance and monitoring of safety-critical components and, more particularly, of the components involved in train movements must be such as to guarantee safety at the level corresponding to the aims laid down for the network, including those for specific degraded situations.

This essential requirement is satisfied by the functional and technical specifications in sections:

Essential Requirement 1.1.2:

The parameters involved in the wheel/rail contact must meet the stability requirements needed in order to guarantee safe movement at the maximum authorised speed.

This essential requirement is satisfied by the functional and technical specifications in sections:

Essential requirement 1.1.3 of Annex III to Directive 2001/16/EC.

The components used must withstand any normal or exceptional stresses that have been specified during their period in service. The safety repercussions of any accidental failures must be limited by appropriate means.

This essential requirement is satisfied by the functional and technical specifications in sections:

Essential Requirement 1.1.4 of Annex III to Directive 2001/16/EC.

The design of fixed installations and rolling stock and the choice of the materials used must be aimed at limiting the generation, propagation and effects of fire and smoke in the event of a fire.

This essential requirement is satisfied by the functional and technical specifications in sections

Essential Requirement 1.1.5 of Annex III to Directive 2001/16/EC.

Any devices intended to be handled by users must be so designed as not to impair the safe operation of the devices or the health and safety of users if used foreseeably in a manner not in accordance with the posted instructions.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.3.2.   RELIABILITY AND AVAILABILITY

Essential Requirement 1.2 of Annex III to Directive 2001/16/EC.

The monitoring and maintenance of fixed or movable components that are involved in train movements must be organised, carried out and quantified in such a manner as to maintain their operation under the intended conditions.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.3.3.   HEALTH

Essential Requirement 1.3.1 of Annex III to Directive 2001/16/EC.

Materials likely, by virtue of the way they are used, to constitute a health hazard to those having access to them must not be used in trains and railway infrastructure.

This essential requirement is satisfied by the functional and technical specifications in sections:

Essential Requirement 1.3.2 of Annex III to Directive 2001/16/EC.:

Those materials must be selected, deployed and used in such a way as to restrict the emission of harmful and dangerous fumes or gases, particularly in the event of fire.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.3.4.   ENVIRONMENTAL PROTECTION

Essential Requirement 1.4.1 of Annex III to Directive 2001/16/EC.

The environmental impact of establishment and operation of the trans-European conventional 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 is not relevant within the scope of this TSI.

Essential Requirement 1.4.2 of Annex III to Directive 2001/16/EC.

The materials used in the trains and infrastructure must prevent the emission of fumes or gases which are harmful and dangerous to the environment, particularly in the event of fire.

This essential requirement is satisfied by the functional and technical specifications in sections:

Essential Requirement 1.4.3 of Annex III to Directive 2001/16/EC.

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 is satisfied by the functional and technical specifications in sections:

Essential Requirement 1.4.4 of Annex III to Directive 2001/16/EC.

Operation of the trans-European conventional rail system must respect existing regulations on noise pollution.

This essential requirement is satisfied by the functional and technical specifications in sections:

Essential Requirement 1.4.5 of Annex III to Directive 2001/16/EC.:

Operation of the trans-European conventional rail system must not give rise to an inadmissible level of ground vibrations for the activities and areas close to the infrastructure and in a normal state of maintenance.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.3.5.   TECHNICAL COMPATIBILITY

Essential Requirement 1.5 of Annex III to Directive 2001/16/EC.

The technical characteristics of the infrastructure and fixed installations must be compatible with each other and with those of the trains to be used on the trans-European conventional rail system.

If compliance with these characteristics proves difficult on certain sections of the network, temporary solutions, which ensure compatibility in the future, may be implemented.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.4.   REQUIREMENTS SPECIFIC TO THE ROLLING STOCK SUBSYSTEM

3.4.1.   SAFETY

Essential Requirement 2.4.1 of Annex III to Directive 2001/16/EC.

The structure of the rolling stock and of the links between vehicles must be designed in such a way as to protect the passenger and driving compartments in the event of collision or derailment.

This essential requirement is not relevant within the scope of this TSI.

The electrical equipment must not impair the safety and functioning of the control and command and signalling installations.

This essential requirement is not relevant within the scope of this TSI.

The braking techniques and the stresses exerted must be compatible with the design of the track, engineering structures and signalling systems.

This essential requirement is satisfied by the functional and technical specifications in sections:

Steps must be taken to prevent access to electrically-live constituents in order not to endanger the safety of persons.

This essential requirement is satisfied by the functional and technical specifications in sections:

In the event of danger, devices must enable passengers to inform the driver and accompanying staff to contact him.

This essential requirement is not relevant within the scope of this TSI.

The access doors must incorporate an opening and closing system, which guarantees passenger safety.

This essential requirement is not relevant within the scope of this TSI.

Emergency exits must be provided and indicated.

This essential requirement is not relevant within the scope of this TSI.

Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.

This essential requirement is not relevant within the scope of this TSI.

An emergency lighting system of sufficient intensity and duration is compulsory on board trains.

This essential requirement is not relevant within the scope of this TSI.

Trains must be equipped with a public address system which provides a means of communication to the public from on-board staff and ground control.

This essential requirement is not relevant within the scope of this TSI.

3.4.2.   RELIABILITY AND AVAILABILITY

Essential Requirement 2.4.2 of Annex III to Directive 2001/16/EC.

The design of the vital equipment, of the running, traction and braking equipment and of the control and command system must be such as to enable the train to continue its mission, in a specific degraded situation, without adverse consequences for the equipment remaining in service.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.4.3.   TECHNICAL COMPATIBILITY

Essential Requirement 2.4.3 of Annex III to Directive 2001/16/EC.:

The electrical equipment must be compatible with the operation of the control and command and signalling installations.

This essential requirement is not relevant within in the scope of this TSI.

In the case of electric traction, the characteristics of the current-collection devices must be such as to enable trains to travel under the energy-supply systems for the trans-European conventional rail system.

This essential requirement is not relevant within the scope of this TSI.

The characteristics of the rolling stock must be such as to allow it to travel on any line on which it is expected to operate.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.5.   REQUIREMENTS SPECIFIC TO MAINTENANCE

3.5.1.   HEALTH AND SAFETY

Essential Requirement 2.5.1 of Annex III to Directive 2001/16/EC.

The technical installations and the procedures used in the centres must ensure the safe operation of the subsystem and not constitute a danger to health and safety.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.5.2.   ENVIRONMENTAL PROTECTION

Essential Requirement 2.5.2 of Annex III to Directive 2001/16/EC.

The technical installations and the procedures used in the maintenance centres must not exceed the permissible levels of nuisance with regard to the surrounding environment.

This essential requirement is not satisfied by the functional and technical specifications within the scope of this TSI.

3.5.3.   TECHNICAL COMPATIBILITY

Essential Requirement 2.5.3 of Annex III to Directive 2001/16/EC.

The maintenance installations for conventional rolling stock must be such as to enable safety, health and comfort operations to be carried out on all stock for which they have been designed.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.6.   REQUIREMENTS SPECIFIC TO OTHER SUBSYSTEMS CONCERNING ALSO THE ROLLING STOCK SUBSYSTEM

3.6.1.   INFRASTRUCTURE SUBSYSTEM

3.6.1.1.   Safety

Essential Requirement 2.1.1 of Annex III to Directive 2001/16/EC.:

Appropriate steps must be taken to prevent access to or undesirable intrusions into installations.

Steps must be taken to limit the dangers to which persons are exposed, particularly when trains pass through stations.

Infrastructure to which the public has access must be designed and made in such a way as to limit any human safety hazards (stability, fire, access, evacuation, platforms, etc.).

Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.

This essential requirement is not relevant within the scope of this TSI.

3.6.2.   ENERGY SUBSYSTEM

3.6.2.1.   Safety

Essential Requirement 2.2.1 of Annex III to Directive 2001/16/EC.

Operation of the energy-supply systems must not impair the safety either of trains or of persons (users, operating staff, trackside dwellers and third parties).

This essential requirement is not relevant within the scope of this TSI.

3.6.2.2.   Environmental protection

Essential Requirement 2.2.2 of Annex III to Directive 2001/16/EC.

The functioning of the electrical or thermal energy-supply systems must not interfere with the environment beyond the specified limits.

This essential requirement is not relevant within the scope of this TSI.

3.6.2.3.   Technical compatibility

Essential Requirement 2.2.3 of Annex III to Directive 2001/16/EC.

The electricity/thermal energy supply systems used must:

This essential requirement is not relevant within the scope of this TSI.

3.6.3.   CONTROL AND COMMAND AND SIGNALLING

3.6.3.1.   Safety

Essential Requirement 2.3.1 of Annex III to Directive 2001/16/EC.:

The control and command and signalling installations and procedures used must enable trains to travel with a level of safety which corresponds to the objectives set for the network. The control and command and signalling systems should continue to provide for safe passage of trains permitted to run under degraded conditions.

This essential requirement is not relevant within the scope of this TSI.

3.6.3.2.   Technical compatibility

Essential Requirement 2.3.2 of Annex III to Directive 2001/16/EC.

All new infrastructure and all new rolling stock manufactured or developed after adoption of compatible control and command and signalling systems must be tailored to use of those systems. The control and command and signalling equipment installed in the train drivers' cabs must permit normal operation, under the specified conditions, throughout the trans-European conventional rail system.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.6.4.   OPERATION AND TRAFFIC MANAGEMENT

3.6.4.1.   Safety

Essential Requirement 2.6.1 of Annex III to Directive 2001/16/EC.

Alignment of the network operating rules and the qualifications of drivers and on-board staff and of the staff in the control centres must be such as to ensure safe operation, bearing in mind the different requirements of cross-border and domestic services.

The maintenance operations and intervals, the training and qualifications of the maintenance and control centre staff and the quality assurance system set up by the operators concerned in the control and maintenance centres must be such as to ensure a high level of safety.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.6.4.2.   Reliability and availability

Essential Requirement 2.6.2. of Annex III to Directive 2001/16/EC.

The maintenance operations and periods, the training and qualifications of the maintenance and control centre staff and the quality assurance system set up by the operators concerned in the control and maintenance centres must be such as to ensure a high level of system reliability and availability.

This essential requirement is satisfied by the functional and technical specifications in sections:

3.6.4.3.   Technical compatibility

Essential Requirement 2.6.3 of Annex III to Directive 2001/16/EC.

Alignment of the network operating rules and the qualifications of drivers, on-board staff and traffic managers must be such as to ensure operating efficiency on the trans-European conventional rail system, bearing in mind the different requirements of cross-border and domestic services.

This essential requirement is not relevant within the scope of this TSI.

3.6.5.   TELEMATICS APPLICATIONS FOR FREIGHT AND PASSENGERS

3.6.5.1.   Technical compatibility

Essential Requirement 2.7.1 of Annex III to Directive 2001/16/EC.

The essential requirements for Telematics applications guarantee a minimum quality of service for passengers and carriers of goods, particularly in terms of technical compatibility.

Steps must be taken to ensure:

This essential requirement is not relevant within the scope of this TSI.

3.6.5.2.   Reliability and availability

Essential Requirement 2.7.2 of Annex III to Directive 2001/16/EC.

The methods of use, management, updating and maintenance of these databases, software and data communication protocols must guarantee the efficiency of these systems and the quality of the service.

This essential requirement is not relevant within the scope of this TSI.

3.6.5.3.   Health

Essential Requirement 2.7.3:

The interfaces between these systems and users must comply with the minimum rules on ergonomics and health protection.

This essential requirement is not relevant within the scope of this TSI.

3.6.5.4.   Safety

Essential Requirement 2.7.4 of Annex III to Directive 2001/16/EC.

Suitable levels of integrity and dependability must be provided for the storage or transmission of safety-related information.

This essential requirement is not relevant within the scope of this TSI.

• 4. 

  CHARACTERISATION OF THE SUBSYSTEM

4.1.   INTRODUCTION

The trans-European conventional rail system, to which Directive 2001/16/EC applies and of which the rolling stock freight wagons subsystem is a part, is an integrated system whose compatibility shall be verified. This compatibility shall be checked in particular with regard to the specifications of the subsystem, its interfaces vis-à-vis the system in which it is integrated, as well as the operating and maintenance rules.

The functional and technical specifications of the subsystem and its interfaces, described in sections 4.2 and 4.3, do not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the trans-European conventional rail network. But innovative solutions for interoperability may 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 sections 6.1.2.3 and 6.2.2.2.

Taking account of all the applicable essential requirements, the rolling stock freight wagons subsystem is characterised in the present section 4.

4.2.   FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE SUBSYSTEM

4.2.1.   GENERAL

In light of the essential requirements in Section 3, the functional and technical specifications of the rolling stock freight wagons subsystem are arranged as follows:

These headings include the basic parameters as follows:

Structures and mechanical parts

Interface (e. g. Coupling) between vehicles, between set of Vehicles and between trains

Safe access and egress for rolling stock

Strength of main vehicle structure

Securing of Freight

Doors closing and locking

Marking of freight wagons

Dangerous goods

Vehicle track interaction and gauging

Kinematic gauge

Static axle load, dynamic wheel load and linear load

Rolling stock parameters which influence ground based train monitoring systems

Vehicle dynamic behaviour

Longitudinal compressive forces

Braking

Braking performance

Communication

Vehicle capability to transmit information from vehicle to vehicle

Vehicle capability to transmit information between ground and vehicle

Environmental conditions

Environmental conditions

Aerodynamic effects

Cross winds

System protection

Emergency Measures

Fire safety

Electrical protection

Maintenance

Maintenance file

For each basic parameter a General paragraph introduces the following paragraphs.

These following paragraphs detail the conditions to be met in order to fulfil the requirements introduced in the General paragraph.

4.2.2.   STRUCTURES AND MECHANICAL PARTS:

4.2.2.1.   Interface (e. g. Coupling) between vehicles, between set of vehicles and between trains

4.2.2.1.1.   General

Wagons shall have resilient buffing and draw gear at both ends.

Rakes of wagons, which are always operated as a unit when in service are considered to be a single wagon for the application of this requirement. The interfaces between these wagons shall incorporate a resilient coupling system, which is capable of withstanding the forces due to the intended operational conditions.

Trains, which are always operated as a unit in service, are considered to be a single wagon for the application of this requirement. They also shall incorporate a resilient coupling system as above. If they do not have a standard screw coupler and buffers they shall have the facility to fit an emergency coupler at both ends.

4.2.2.1.2.   Functional and technical specifications

4.2.2.1.2.1.   Buffers

When buffers are fitted, two identical buffers shall be fitted at a wagon end. These buffers shall be of a compressible type. The height of the centre line of the buffing gear shall be between 940 mm and 1 065 mm above rail level in all conditions of loading.

The standard distance between buffer centrelines shall be nominally 1 750 mm symmetrically about the centreline of the freight wagon.

Buffers shall be sized so that in horizontal curves and reverse curves, it is not possible for vehicles to lock buffers. The minimum acceptable overlap shall be 50mm.

The Infrastructure TSI specifies the minimum curve radius and reverse curve characteristics.

Wagons fitted with buffers with a stroke in excess of 105 mm shall be fitted with four identical buffers (elastic systems, stroke) exhibiting the same design characteristics.

If interchangeability of the buffers is required a free space on the headstock shall be provided for the supporting plate. The buffer shall be fixed to the wagon headstock by means of four M24 locked fasteners of a quality class which provides a yield strength of at least 640 N/mm2 (see Annex A fig. A1).

4.2.2.1.2.2.   Draw Gear

The standard draw gear between vehicles shall be non-continuous and comprises a screw coupling permanently attached to the hook, a draw hook and a draw bar with an elastic system

The height of the centre line of the draw hook shall be between 920 mm and 1 045 mm above rail level in all conditions of loading.

Each wagon end shall have a facility for supporting a coupling when it is not in use. No part of the coupler assembly shall reach below 140 mm above rail level when at its lowest position due to wear and suspension travel.

4.2.2.1.2.3.   Interaction of draw- and buffing-gear

The characteristics of the buffers and draw gear shall be designed in order to enable the safe transit of curves in the track with a radius of 150 m.

Two wagons with bogies coupled on straight track with touching buffers shall generate compressive forces no higher than 250 kN on a 150 m radius curve.

There is no requirement specified for two axle wagons.

4.2.2.2.   Safe access and egress for rolling stock

Vehicles shall be designed so that staff are not exposed to undue risk during coupling and uncoupling. If screw couplers and side buffers are used, the required spaces shown in Annex A fig. A5 shall be free of fixed parts. Connecting cables and flexible hoses may be inside this space. There shall be no devices under the buffers that hinder the access to the space.

The clearance above the draw hook is viewed in Annex A fig. A7.

If a combined automatic and screw coupler is fitted it is permissible for the auto coupler head to infringe the Berne rectangle on the left hand side (as viewed Annex A fig. A5) when it is stowed and the screw coupler is in use.

There shall be a handrail under each buffer. The handrails shall withstand the loads, which are applied by the shunters while accessing the space between the buffers.

At the ends of a wagon there shall be no fixed parts within 40 mm of a vertical plane placed at the end of the fully compressed buffers.

Except for wagons used only in fixed formation trains, there shall be at least one step and one handrail for shunters at each side of the vehicle. There shall be sufficient space above and around the steps that the safety of the shunter is ensured. Steps and handrails shall be designed to withstand the loads that are applied by the shunter. Steps shall be at least 150 mm from a vertical plane at the end of the fully compressed buffers (see Annex A figure A5). Steps and areas, which provide access for operation, loading and unloading, shall be slip resistant (see Annex EE).

At each end of a wagon that may form the end of a train, there shall be devices for mounting a taillight. Steps and handrails shall be provided where necessary to enable easy access.

The handrails and footsteps shall be inspected at normal maintenance periods and remedial action taken if signs of significant damage, cracking or corrosion are found.

4.2.2.3.   Strength of Main Vehicle Structure and Securing of Freight

4.2.2.3.1.   General

The structural design of wagon shall be carried out in accordance with the requirements of Section 3 of EN12663 and the structure shall meet the criteria defined in Clauses 3.4 to 3.6 of this standard .

In addition to the criteria already identified, it is permissible to take the material elongation at failure into account in the selection of the safety factor defined in clause 3.4.3 of EN12663. Annex ZZ defines how the safety factor and permissible stress shall be determined.

When performing fatigue life assessments it is important to ensure that the load cases are representative of the intended application and expressed in a manner consistent with the adopted design code. Any relevant guidelines on the interpretation of the selected design code shall be followed.

The permissible stresses for the materials used in the construction of wagons shall be determined as specified in Section 5 of EN12663.

The wagon structure shall be inspected at normal maintenance periods and remedial action taken if signs of significant damage, cracking or corrosion are found.

This section defines the minimum structural requirements for the main load carrying (primary) structure of the wagons and the interfaces with equipment and payload.

These requirements cover:

Requirements for fastening systems or devices such as spigots or securing rings are not mandatory in this TSI

4.2.2.3.2.   Exceptional Loads

4.2.2.3.2.1.   Longitudinal Design Loads

Different values will apply for different kinds of freight wagons as identified in EN12663 namely:

The basic structural design requirements assume that wagons in the above categories are fitted with buffers and couplers appropriate to the operations.

The structure shall conform to the requirements of Clause 3.4 of EN12663 when subject to all exceptional load cases.

The wagon bodies shall meet the longitudinal strength requirements as specified in tables 1, 2, 3, and 4 of EN12663 as appropriate, where the load paths exist.

4.2.2.3.2.2.   Maximum Vertical Load

The wagon body shall meet the requirements of table 8 of EN12663 modified as indicated in Note 1 below.

The wagon body shall also be designed to carry the anticipated maximum loads due to the method of loading and unloading. It is permissible to define the load cases either in terms of forces or in terms of accelerations applied to the mass being added and to the mass of the body plus any existing payload. The design cases shall represent the most unfavourable cases that the operator wishes to consider associated with the use of the wagon (including foreseeable abuse).

4.2.2.3.2.3.   Load combinations

The structure shall also conform to the requirements of Clause 3.4 of EN12663 when subject to the most adverse load combinations as specified in Clause 4.4 of EN12663 .

4.2.2.3.2.4.   Lifting and Jacking

The wagon body shall incorporate lifting points by which the whole wagon is capable of being safely lifted or jacked. It shall also be possible to lift one end of the wagon (including its running gear) with the other end resting on the remaining running gear.

The load cases specified in Clause 4.3.2 of EN12663 shall apply for lifting and jacking under workshop and servicing operations.

For lifting cases associated only with rescue following derailment or other abnormal incident, where some permanent deformation of the structure is acceptable, it is permissible to reduce the load factor in Tables 9 and 10 from 1,1 to 1,0.

If a factor of 1,0 is used for a validation test, the measured strains shall be extrapolated to demonstrate the conformance to the higher factor.

The lifting shall occur via designated lifting points. The location of the lifting points shall be defined by the customer's operational requirements.

4.2.2.3.2.5.   Equipment Attachment (Including body/bogie)

The attachments of equipment shall be designed either:

Or as an alternative

4.2.2.3.2.6.   Other Exceptional Loads

The load requirements for structural parts of the wagon body, such as side and end wall structures, doors, stanchions and load restraint systems shall be designed to carry the maximum loads they will experience in performing their intended function. The load cases shall be determined using the principles for structural design given in EN12663.

Annex YY provides suitable design requirements for common types of wagon features that are in general use. However they shall be used only where they are applicable.

For new types of wagon the designer shall determine appropriate load cases to meet the specific requirements using the principles given in EN12663.

4.2.2.3.3.   Service (fatigue) Loads

4.2.2.3.3.1.   Sources of load input.

All sources of cyclic loading that can cause fatigue damage shall be identified. In accordance with Clause 4.6 of EN12663, the inputs listed in Annex N shall be considered and the way in which they are represented and combined shall be consistent with the intended use of the freight wagon. The definition of the load cases shall also be consistent with the material fatigue design code to be used as described in Clause 5.2 and method of validation in Clause 6.3 of EN12663. Where the fatigue load cases act in combination, they shall be taken into account in a manner consistent with the characteristics of the loads and the form of design analysis and fatigue design code being employed.

For most conventional wagon designs the loading defined in Table 16 of EN12663 can be considered as sufficient to represent the full effective combination of fatigue load cycles.

Where detailed data are not available, Annex CC shall be used to determine the main sources of fatigue loading.

4.2.2.3.3.2.   Demonstration of fatigue strength

In accordance with Clause 5.2 of EN12663, the behaviour of materials under fatigue loading shall be based on current European Standard, or alternative sources of equivalent standing, wherever such sources are available. Acceptable material fatigue design codes are Eurocode 3 and Eurocode 9 as well as the method described in Annex N.

4.2.2.3.4.   Stiffness of the main vehicle structure

4.2.2.3.4.1.   Deflections

Deflections under the loads or load combinations shall not be such as to cause the wagon or its payload to exceed the permitted operational envelope (see Annex C and Annex T).

Deflections shall also not impair the functionality of the wagon as a whole or that of any installed components or systems.

4.2.2.3.4.2.   Modes of vibration

The design process shall take into account that the natural modes of vibration of the wagon body, in all loading conditions including tare, shall be separated sufficiently, or otherwise de-coupled from the suspension frequencies, so as to avoid the occurrence of undesirable responses at all operating speeds.

4.2.2.3.4.3.   Torsional stiffness

The torsional stiffness of the wagon body shall be consistent with the suspension characteristics such that the derailment criteria are achieved in all loading conditions including tare.

4.2.2.3.4.4.   Equipment

The natural modes of vibration of equipment, on its mountings, shall be separated sufficiently, or otherwise de-coupled from the wagon body or suspension frequencies, so as to avoid the occurrence of undesirable responses at all operating speeds.

4.2.2.3.5.   Securing of Freight

Annex YY provides suitable design requirements for common types of features that are in general use. However they shall be used only where they are applicable.

4.2.2.4.   Doors closing and locking

Doors and hatches of freight vehicles shall be designed to be closed and locked. This remains valid while the vehicles are in a moving train (unless this is part of the procedure for discharging the payload). For this, locking devices shall be used which indicate their status (open/closed) and they shall be visible by an operator outside the train.

The locking devices shall be designed to be secured against unintentional opening during running. Closing and locking systems shall be designed so that the operating staff are not placed at undue risk.

Suitable and clear instructions for use shall be applied near each locking device and shall be visible by the operator.

The closing and locking devices shall be designed to withstand the loads which are caused by the payload under normal, regular conditions and when the payload has been displaced in a foreseeable manner.

The closing and locking devices shall be designed to withstand the loads that occur while the vehicles are passing other trains under all conditions, including when in tunnels.

The forces, which are needed to actuate the closing and locking devices, shall be of a magnitude that can be applied by an operator without additional tools. Exceptions are allowable when additional tools are specifically made available or when motor driven systems are used.

The closing and locking systems shall be inspected at normal maintenance periods and remedial action taken if signs of damage or malfunction are found.

4.2.2.5.   Marking of freight wagons

Markings are required on wagons to:

4.2.2.6.   Dangerous goods

4.2.2.6.1.   General

Wagons carrying dangerous goods shall meet the requirements of this TSI and in addition the requirements of RID.

Further developments in this legal area are led by an international working group (RID-Committee) of representatives from the governments which are members of the COTIF.

4.2.2.6.2.   Legislation applicable to rolling stock for the transport of dangerous goods

4.2.2.6.3.   Additional legislation applicable to tanks

4.2.2.6.4.   Maintenance rules

The maintenance of tank/freight wagons shall be compliant with the following European Standard and the Council Directive:

4.2.3.   VEHICLE TRACK INTERACTION AND GAUGING

4.2.3.1.   Kinematic gauge

This section defines the maximum outside dimensions of wagons to ensure that they remain within the infrastructure gauge. To achieve this, the maximum possible movement of the wagon is considered; this is called the kinematic envelope.

The kinematic envelope of the rolling stock is defined by means of a reference profile and its associated rules. It is obtained by applying the rules giving reductions in relation to the reference profile, which the various parts of the rolling stock shall meet.

These reductions depend on:

The study of the maximum construction gauge takes into account both the lateral and vertical movements of the rolling stock, drawn up on the basis of the geometrical and suspension characteristics of the vehicle under various loading conditions.

The construction gauge of rolling stock travelling on a given section of line shall be smaller, by an appropriate safety margin, than the minimum structure gauge of the line in question.

A rolling stock gauge comprises two fundamental elements: a reference profile and the rules for that profile. It allows determination of the maximum dimensions of rolling stock and the position of fixed structures on the line.

In order that a rolling stock gauge is applicable, the following three parts of that gauge shall be specified:

Annex C specifies the reference profile and the rules for the maximum construction gauge for wagons.

The associated rules for determining the clearances for installation of structures are covered in the Infrastructure TSI.

All equipment and parts of wagons that give rise to transverse and vertical displacements shall be checked at appropriate maintenance intervals.

In order to keep the wagon inside the kinematic gauge, the maintenance plan shall include provision for inspection of the following items:

4.2.3.2.   Static axle load and linear load

The axle load and axle spacing of the vehicles defines the vertical quasi-static load input to the track.

The load limits for wagons take into account their geometrical characteristics, weights per axle and weights per linear metre.

They shall be in accordance with the classification of lines or sections of lines, categories A, B1, B2, C2, C3, C4, D2, D3, D4 as defined in the table below.

Axle loads higher than 22,5 tonnes are not specified in this TSI; existing national rules continue to apply to lines capable of accepting these higher axle loads.

Annex D Table D.1 contains data from which a train made up of wagons with two 2-axle bogies is used in order to determine the category in which a line is classified.

A line or section of line is classified in one of these categories when it is capable of handling an unlimited number of wagons with the weight characteristics shown in the table above.

Classification according to the maximum mass per axle P is expressed in capital letters (A, B, C, D, E, F, G); classification according to the maximum mass per unit length p is expressed in Arabic numerals (1, 2, 3, 4, 5, 6), except for Category A.

The lines thus classified are capable of handling the wagons listed below:

Wagons having irregular axle spacings not conforming with Annex D Sections D .3, D.4, D.5) shall be subject to additional checks by calculation, to ensure that the maximum bending moments and shear forces on a single beam of any span length do not exceed the values calculated for the wagons defined in Annex D Section D.1). This shall be applied to an unlimited number of wagons.

The maximum payload that can be carried by a wagon, from the point of view of track and structures, is the lowest value resulting from the following formulae:

X = n × P - T

Y = L × p - T

Z = n × Pr - T

where:

The tare to be taken into account is the average tare, which shall be determined for the following groups of wagons within each major manufacturing series:

The limits for modifications of freight wagons not requiring new approval are listed in Annex II.

Annex D Sections D.6 and D.7 give the load limits for 2-axle wagons and the commonest types of two 2-axle bogie wagons (a = 1,80 m, b = 1,50 m (see definition in Annex D)) resulting from comparisons.

The value X, Y or Z selected on the basis of the comparison is rounded down either to the nearest half-tonne or to the nearest tenth of a tonne, each contracting entity being free to select either of these alternatives depending on the type of wagon.

However, for insulated, refrigerator or mechanically-refrigerated wagons, tank wagons and closed wagons used for carrying goods in powder form, the X, Y or Z value shall be rounded down to the nearest tenth of a tonne.

The value to be marked on the wagon is not necessarily that established above. In cases where lower load limits exist as a result of the structural characteristics of the wagon or RID regulations (COTIF agreement Annex D Section D.3), it is these lower values that shall be indicated.

Minimum wheelset load for wagons with:

If permitted by the infrastructure register (e.g. specific case of “rollende Landstrasse”)

4.2.3.3.   Rolling stock parameters which influence ground based train monitoring systems

4.2.3.3.1.   Electrical resistance:

The electrical resistance of each wheelset measured across the treads of the two wheels shall not exceed 0,01 ohm for new or reassembled wheelsets incorporating new components.

These resistance measurements are to be made using an applied voltage of 1,8 to 2,0 volts DC.

4.2.3.3.2.   Hot axle box detection

Open point to be specified at the next revision of this TSI.

4.2.3.4.   Vehicle dynamic behaviour

4.2.3.4.1.   General

The dynamic behaviour of a vehicle has strong effects on safety against derailment and running stability. The vehicle dynamic behaviour is determined by

In order to ensure safety and running stability, measurements in different operating conditions or comparison studies with a proven design (e. g. simulation/calculation) have to be carried out to assess the dynamic behaviour.

Rolling stock shall have characteristics that enable stable running within the applicable speed limit.

4.2.3.4.2.   Functional and technical specifications

4.2.3.4.2.1.   Safety against derailment and running stability

In order to ensure safety against derailment and running stability the forces between wheel and rail have to be limited. In particular, the forces in question are transverse track forces Y and vertical forces Q.

4.2.3.4.2.2.   Safety against derailment when running on twisted tracks

Wagons are able to run on twisted tracks when (Y/Q) does not exceed the limit given in section 4.2.3.4.2.1 in a curve of radius R = 150m and for a given twisted track:

for a wheel base of 1,3 m ≤ 2a*

The wheelbase 2a* represents the axle spacing for 2-axle wagons or the distance between the pivot centres of a bogie wagon. The wheelbase 2a+ represents the axle spacing for a bogie.

4.2.3.4.2.3.   Maintenance rules

The following key parameters essential for safety and running stability shall be maintained according to the maintenance plan:

The maximum and minimum dimensions for wheelsets and wheels for Standard Gauge are given in Annex E.

Cases for other track gauges are found in Section 7.

4.2.3.4.2.4.   Suspension

Suspension of freight wagons shall be designed such that the values specified in 4.2.2.1.2.2 and 4.2.2.1.2.3 are adhered to in the conditions “empty” and “laden to the load limit”. The suspension calculation shall demonstrate that the suspension deflection is not exhausted when the wagons are fully loaded and considering dynamic influences.

4.2.3.5.   Longitudinal compressive forces

4.2.3.5.1.   General

This parameter describes the maximum longitudinal compressive forces that can be applied on an interoperable freight wagon or an individual vehicle, or group of special coupled vehicles, of an interoperable train-set during a braking or a banking operation, without any risk of derailment.

When subjected to Longitudinal Compressive Forces, the wagon shall continue to run safely. In order to ensure safety against derailment, the wagon or system of coupled wagons shall be assessed by tests, calculations or through comparison with the characteristics of already approved (certified) wagons.

The longitudinal force that can be applied on a vehicle without derailing shall be higher than a threshold value depending on the vehicle design (two axle, bogie wagon, fixed group of vehicles, Combirail, Road- Railer™, etc.) fitted with UIC coupler or accepted central coupler or coupling rod/short couplers.

The conditions to certify the wagons, fixed groups of wagons and coupled groups of wagons are given in section 4.2.3.5.2.

The conditions that affect the maximum longitudinal compressive force that a wagon is capable of withstanding without derailment include:

Longitudinal compressive forces have a strong effect on safety against derailment of a vehicle. Therefore measurements in different operating conditions have been carried out to find the acceptable limits of longitudinal compressive force that can be applied on a vehicle without risk of derailment. To avoid testing wagons shall correspond with the characteristics of wagons that have been previously approved by national safety authorities or on their behalf, or to be built according to approved design characteristics of wagons and be fitted with approved components such as certified bogies

The reference test is given in Section 6.2. Experience with different wagon-types has resulted in different methods of acceptance depending on factors such as tare weight, length, wheelbase, overhang, distance between pivots etc.

4.2.3.5.2.   Functional and technical specifications

The subsystem shall withstand the longitudinal compressive forces in the train without derailing or damaging the vehicle. In particular the determining factors are

Longitudinal Compressive Forces (LCF) are influenced by many factors. The different factors are given in the documents for construction and operating conditions of wagons to which it is necessary to certify wagons for normal traffic on different lines and under different conditions.

With the objective to certify wagons for mixed traffic on the European Network, tests on a special testing track, and in running trains on different lines were performed in order to ensure that wagons can withstand a minimum longitudinal force, without derailing. The following definition was made:

Wagons and rakes of wagons (with coupling rod/short coupler between the wagons) fitted with screw couplings and side-buffers at their outer ends, shall withstand a minimum longitudinal force measured in the conditions of the reference test of:

For other coupling systems, limit values are not yet defined.

The coefficient of friction of the buffer heads shall be such as to meet the requirements of this TSI in terms of maximum lateral forces.

Maintenance rules:

If the buffer heads have to be lubricated in order to ensure the required coefficient of friction, then the maintenance plan shall include provision for maintaining the coefficient of friction at this level.

4.2.4.   BRAKING

4.2.4.1.   Braking performance

4.2.4.1.1.   General

The purpose of the train braking system is to ensure that the train's speed can be reduced or it can be stopped within the maximum allowable braking distance. The primary factors that influence the brake process are the braking power, the train mass, the speed, the allowable braking distance, the adhesion and the track gradient.

Braking performance of a train or a vehicle is the result of the braking power available to retard the train within defined limits and all factors involved in the conversion and dissipation of energy including train resistance. Individual vehicle performance is defined so that the overall braking performance of the train can be derived.

Vehicles shall be equipped with continuous automatic brake.

A brake is continuous if it allows the transmission of signals and energy from central command unit to the whole train.

A continuous brake is automatic, if it becomes effective immediately on the whole train with every inadvertent break of the control train line, e. g. brake-pipe.

Where it is not possible to detect the state of the brake, an indicator showing the state shall be provided on both sides of the vehicle.

The brake energy storage (e.g. supply reservoirs of indirect pneumatic air brake system, brake pipe air) and the brake energy used to build up the brake effort (e.g. air from brake cylinders of indirect pneumatic air brake system) shall be used only for braking use.

4.2.4.1.2.   Functional and Technical Specification

4.2.4.1.2.1.   Control train line

The minimum propagation braking signal speed shall be 250 m/s.

4.2.4.1.2.2   Braking Performance elements

Braking performance shall take into account mean application time, instantaneous deceleration, mass and initial speed. Braking performance shall be determined by both deceleration profiles and by braked mass percentage.

Deceleration profile:

The deceleration profile describes the predicted instantaneous deceleration of the vehicle (at the level of a vehicle) or the train (at the level of a train) in normal conditions.

Knowledge of individual vehicle deceleration profiles enables the calculation of the overall train deceleration profile.

The deceleration profile includes the effect of:

Brake mass percentage:

The brake mass percentage (lambda) is the ratio of the sum of the brake masses divided by the sum of the masses of the vehicles.

The method of determining the brake mass/brake mass percentage shall remain applicable in addition to the method of deceleration profiles; the manufacturer shall supply these values. This information is required to be entered in the Rolling Stock Register.

Braking power for an individual vehicle shall be determined in emergency braking for each braking mode (i.e. G, P, R, P + ep) available on the vehicle and for several loading conditions including at least tare and fully loaded.

G braking mode: brake mode used for freight trains with specified brake application time and brake release time.

P braking mode: brake mode for freight trains with specified brake application time and brake release time and specified brake mass percentage.

R braking mode: brake mode for passenger trains and fast freight trains with specified brake application time and brake release time as for braking mode P and specified minimum brake mass percentage.

Ep brake (indirect Electro-pneumatic brake): assistance to indirect air brake that uses an electrical command on the train and electro-pneumatic valves on the vehicle and thus starts operating more rapidly and less jerkily than the conventional air brake.

Emergency braking: Emergency braking is a brake command that stops the train to ensure the specified level of safety without any brake system degradation.

The minimum braking performance for brake-modes G and P: shall be in accordance with the following table:

This table is based on a reference speed of 100 km/h and an axle load of 22,5 t and 120 km/h and an axle load of 22,5 t. Higher axle loads can be accepted under specific operational conditions in accordance with national rules. The permitted maximum axle load shall be in accordance with the infrastructure requirements.

If a wagon is equipped with a WSP, the above performance shall be achieved without activation of the WSP and according to the conditions in annex S.

Other braking modes (example: R braking mode) are permitted according to national rules and the mandatory use of WSP as specified in § 4.2.4.1.2.6.

Brake Pipe Emptying Accelerator valve

If the brake pipe-emptying accelerator is separately installed on the wagon, it shall be capable of isolation from the brake pipe by a specific device. The wagon shall be clearly marked to indicate this isolation device, or this device shall be secured in an “open” position by a seal.

4.2.4.1.2.3.   Mechanical components

The assembly of brake components shall be aimed to prevent any partial or full detachment of these components.

4.2.4.1.2.4.   Energy storage

The energy storage shall be sufficient to obtain during an emergency braking at maximum speed, whatever the loaded state of the vehicle, the maximum brake effort without any further supply of energy (e.g. for indirect compressed air brake system: Brake Pipe only without replenishment by main reservoir pipe). When a vehicle is equipped with WSP the above condition applies with the WSP fully operational (i.e. WSP air consumption).

4.2.4.1.2.5.   Energy limits:

The brake system shall be designed to allow the vehicle to run on all existing lines of the trans-European conventional rail system.

The brake system shall stop the vehicle loaded and maintain the speed of the vehicle without any thermal or mechanical damage in the following conditions:

4.2.4.1.2.6.   Wheel slide protection (WSP)

Wheel slide protection (WSP) is a system designed to make the best use of available adhesion by a controlled reduction and restoration of the brake force to prevent wheelsets from locking and uncontrolled sliding, thereby optimising stopping distance. The WSP shall not alter the functional characteristics of the brakes. The vehicle's air equipment shall be dimensioned such that the air consumption of the WSP does not impair the performance of the pneumatic brake. The design process of the WSP shall take into account that the WSP shall not have a detrimental effect on the constituent parts of the vehicle (brake gear, wheel tread, axle boxes, etc).

The following types of wagons shall be fitted with WSP:

4.2.4.1.2.7.   Air-supply

Freight wagons shall be designed to be able to work with compressed air compliant at least with class 4.4.5 as defined by ISO 8573-1.

4.2.4.1.2.8.   Parking Brake

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

It is not compulsory for all wagons to be equipped with a parking brake. Operational rules, taking into account the fact that not all wagons in a train are equipped with these brakes, are described in the Traffic Operation and Management TSI.

If the wagon is equipped with a parking brake, it shall meet the following requirements.

The power source for providing the parking brake effort shall be derived from a different power source than the Automatic Service/Emergency brake.

The parking brake shall operate on at least half of the wheelsets, with a minimum of 2 wheelsets per wagon.

Where it is not possible to see the state of the parking brake, an indicator showing the state shall be provided on both sides on the outside of the vehicle.

The wagon parking brake shall be accessed and operated from the ground or on the vehicle. Handles or hand wheels shall be used to operate the parking brake, but only hand wheels may be used for brakes operated from the ground. Parking brakes that are accessible from the ground shall be available on both sides of the vehicle. Handles or hand wheels shall apply the brakes when they are turned in a clockwise direction.

Where the parking brake controls are fitted inside a vehicle, they shall be accessible from both sides of the vehicle. Where the parking brake can be superimposed with other brake applications, either whilst moving or statically, the vehicle equipment shall be able to withstand the imposed loads for the life of the vehicle.

It shall be possible to release the parking brake manually in an emergency situation at standstill.

The parking brake shall conform to the table below

The parking brake shall be designed such that fully loaded wagons shall be held in a gradient of 4,0 % with maximum adhesion of 0,15 with no wind.

4.2.5.   COMMUNICATION

4.2.5.1.   Vehicle capability to transmit information from vehicle to vehicle

This parameter is not yet applicable for freight wagons.

4.2.5.2.   Vehicle capability to transmit information between ground and vehicle

4.2.5.2.1.   General

Application of tags is not mandatory. If a wagon is fitted with radio-frequency identification devices (RFID-tag), the following specification shall be applied.

4.2.5.2.2.   Functional and technical specification

Two ‘passive’ tags shall be fitted, one on each side of the wagon in the areas indicated in Annex F figure F.1, such that the unique identification number of the wagon can be read by a trackside device (the tag reader).

When available, trackside devices (tag reader) shall be capable of decoding tags passing at a speed of up to 30 km/h and make this decoded information available to a ground-based data transmission system.

Typical installation constraints are given in the Annex F figure F.2 where the reader position is defined by a cone.

The physical interactions between the reader and the tag, the protocols and the commands, and the collision arbitration schemes, shall conform to ISO18000-6 type A.

When fitted, tag readers shall be positioned at entry and exit points of locations where train formation can be changed.

The tag reader shall provide at a minimum to the interface with any data transmission system the following:

Time and date information shall be accurate enough in order that a subsequent processing system is able to identify the actual physical train composition.

4.2.5.2.3.   Maintenance rules

Inspections according to the maintenance plan shall include:

4.2.6.   ENVIRONMENTAL CONDITIONS

4.2.6.1.   Environmental conditions

4.2.6.1.1.   General

The design process of the rolling stock, as well as the on-board equipment, shall take into account that this rolling stock shall be able to be put into service and operate normally in the conditions and climatic zones for which the equipment is designed and in which it is likely to run, as specified in this TSI.

The environmental conditions are expressed in classes for temperature etc. thereby giving the choice for the operator to procure a vehicle suitable for operation all over Europe, or have a restricted use.

The ‘Register of Infrastructure’ will specify the ranges of environmental conditions likely to be experienced on the individual lines. The same ranges will be used to assist reference to operating rules.

The range limits specified are those which have a low probability of being exceeded. All specified values are maximum or limit values. These values may be reached, but do not occur permanently. Depending on the situation there may be different frequencies of occurrence related to a certain period of time.

4.2.6.1.2.   Functional and technical specifications

4.2.6.1.2.1.   Altitude

The wagons shall perform as specified for all altitudes up to 2000 m.

4.2.6.1.2.2.   Temperature

All freight wagons intended for international traffic shall comply as a minimum with temperature class TRIV.

The class TRIV is identical to the temperature design level of all RIV compliant wagons existing before implementation of this TSI. The design level for class TRIV is given in Annex O.

In addition to design level class TRIV the external temperature classes Ts and Tn exists.

A TRIV wagon is permitted to operate in:

Remark: It will be the choice of the contracting entity to decide the additional temperature range of the wagon according to its intended use (Tn, Ts, Tn + Ts, or nothing more than T RIV ).

4.2.6.1.2.3.   Humidity

The following external humidity levels shall be considered:

Yearly average: ≤ 75 % relative humidity.

On 30 days in the year continuously: between 75 % and 95 % relative humidity.

On the other days occasionally: between 95 % and 100 % relative humidity

Maximum absolute humidity: 30 g/m3 occurring in tunnels.

An operationally caused infrequent and slight moisture condensation shall not lead to any malfunction or failure.

The psychometric charts of Annex G fig. G1 and G2 give the range of variation of the relative humidity for the different temperature classes that it is considered will not be exceeded for more than 30 days per year.

At cooled surfaces, 100 % relative humidity may occur causing condensation on parts of equipment; this shall not lead to any malfunction or failure.

Sudden changes of the air temperature local to the vehicle may cause condensation of water on parts of equipment with rate of 3 K/s and maximum variation of 40 K.

These conditions occurring particularly when entering or leaving a tunnel shall not lead to any malfunction or failure of the equipment.

4.2.6.1.2.4.   Air movement

For wind speeds to be considered for the design of freight wagons refer to section Aerodynamic effects.

4.2.6.1.2.5.   Rain

A rain rate of 6 mm/min shall be taken into account. The effect of rain shall be considered depending on the equipment installation together with wind and vehicle movement.

4.2.6.1.2.6.   Snow, ice and hail

Consideration shall be given to the effect of all kinds of snow, ice and/or hail. The maximum diameter of hailstones shall be taken as 15 mm, larger diameters may occur exceptionally.

4.2.6.1.2.7.   Solar radiation

Equipment design shall allow for direct exposure to solar radiation at the rate of 1 120 W/m2 for a maximum duration of 8h.

4.2.6.1.2.8.   Resistance to Pollution

The effects of pollution shall be considered in the design of equipment and components. The severity of pollution will depend upon the location of the equipment. Means may be provided to reduce pollution by the effective use of protection. The effects of the following kinds of pollution shall be considered:

4.2.6.2.   Aerodynamic effects

Open point to be specified at the next revision of this TSI.

4.2.6.3.   Cross winds

Open point to be specified at the next revision of this TSI.

4.2.7.   SYSTEM PROTECTION

4.2.7.1.   Emergency Measures

There is no requirement for emergency exits or signposting relating to emergency exits on freight wagons. However, in the event of an accident, there is a requirement for a rescue plan and related information notices.

4.2.7.2.   Fire safety

4.2.7.2.1.   General

4.2.7.2.2.   Functional and technical specification

4.2.7.2.2.1.   Definitions

Fire integrity:

The ability of a separating construction element, when exposed to fire on one side, to prevent the passage through it of flames, hot gases and other fire effluents or the occurrence of flames on the unexposed side.

Thermal insulation:

The ability of a separating construction element to prevent excessive transmission of heat.

4.2.7.2.2.2.   Normative References

4.2.7.2.2.3.   Design rules

Spark protection of the load shall be provided separately where the floor does not provide that protection.

The underside of the vehicle floor, in those locations where it is exposed to potential sources of fire and when spark protection is not provided, shall be provided with thermal insulation and fire integrity according the heat curve of EN 1363-1 [1] with a duration of 15 minutes.

4.2.7.2.2.4.   Material requirement

In the following table the parameters used to define requirements and their characteristics, are listed. Also stated is whether the numerical value in the tables of requirements represents a maximum or minimum for compliance.

A reported result equal to the requirement is compliant.

A short explanation of the test methods is given below:

Minimum Requirements

Parts or materials having a surface area less than the surface classification below, shall be tested with minimum requirements

Requirements for material used as surface

Surface classification

All materials used shall meet the minimum requirements where the surface area of the material/item is less than 0,25m2 and

on a ceiling:

on a wall:

If a surface is larger than 0,25 m2, then requirements for material used as surface applies.

Cable requirements

Cable used for electrical installation on freight wagons shall be in accordance with EN 50355 [5]. For fire safety requirements the hazard level 3 shall be taken in account.

4.2.7.2.2.5.   Maintenance of the fire protection measures

The condition of fire integrity and thermal insulation measures (e.g. floor protection, wheel spark protection) shall be checked every overhaul period and at intermediate periods where it is appropriate to the design solution and field experience.

4.2.7.3.   Electrical protection

4.2.7.3.1.   General

All the metallic parts of a freight wagon that are at risk from excessive contact voltages or being at risk of causing accidents caused by electrical charges of any origin, shall be held at the same voltage as the rail.

4.2.7.3.2.   Functional and technical specifications

4.2.7.3.2.1.   Freight wagon bonding

The electrical resistance between the metallic parts and the rail shall not exceed 0,15 ohm.

These values shall be measured using 50 A direct current.

When materials that are poor conductors do not enable the above values to be reached, the vehicles themselves shall be fitted with the following protective bonding connections:

Each bogie shall be bonded reliably by means of at least one axle box;. If there are no bogies, no bonding connections are needed.

Each bonding connection shall be made of a flexible and non corrodible or corrosion protected material and have a minimum cross section according to the materials used (the reference is 35 mm2 for copper).

Particularly restrictive conditions, from the point of view of eliminating risks, shall be taken in the case of special vehicles, for example roofless vehicles occupied by passengers in their own cars, vehicles used to transport dangerous good (listed in the directive 96/49 EC and its valid Annex RID.).

4.2.7.3.2.2.   Freight wagon electrical equipment bonding

Freight wagons fitted with electrical equipment shall have sufficient protection against electric shocks. Where there is an electrical installation on the freight wagon, any metallic parts of the electrical equipment liable to be touched by people shall be reliably bonded, if the standard voltage to which they may be subjected is higher than:

The cross-section of the bonding cable will depend on the current in the electrical installation, but shall be of a suitable size to ensure reliable operation of the circuit protect devices, in the event of a fault.

Any aerials fitted outside the freight wagons shall be completely protected from the voltage of the catenary or 3rd rail and the system shall form an electrical single unit bonded at one single point. An antenna fitted outside of the freight wagon that does not conform to the previous conditions, shall be isolated.

4.2.7.4.   Fixing of tail lamps

4.2.7.4.1.   General

All hauled vehicles shall have two tail lamp brackets at each end

4.2.7.4.2.   Functional and technical specifications

4.2.7.4.2.1.   Characteristics

The tail lamp bracket shall have a fixing slot, as defined in Annex BB fig. BB1.

4.2.7.4.2.2.   Position

At the vehicle ends, the tail lamp brackets shall be arranged in such a way that:

The tail lamp brackets shall be located in such a position that the lamp, when fitted, is not obscured and is easily accessible.

4.2.7.5.   Provisions for the hydraulic/pneumatic equipment of freight wagons

4.2.7.5.1.   General

Hydraulic and pneumatic equipment shall be so designed by structural strength and using suitable fittings so that bursting will not occur in normal operation.

Hydraulic systems installed on wagons shall be so designed to avoid any visible signs of leaking of hydraulic fluid.

4.2.7.5.2.   Functional and technical specifications

Suitable protective measures shall ensure that hydraulic/pneumatic systems are not actuated inadvertently.

For hydraulically or pneumatically operated flaps/slide valves, an indicator shall show that they are properly locked.

4.2.8.   MAINTENANCE: MAINTENANCE FILE

All maintenance activities undertaken on Rolling Stock must be performed in accordance with the provisions of this TSI.

All maintenance shall be undertaken in accordance with the Maintenance File applicable to the Rolling Stock.

The Maintenance File must be managed in accordance with the provisions specified in this TSI.

After delivery of the rolling stock by the supplier, and acceptance thereof, a single entity shall assume responsibility for the maintenance of the rolling stock and management of the Maintenance File.

The Rolling Stock Register, kept by each Member State, shall state the entity responsible for the maintenance of the Rolling Stock and the management of the Maintenance File.

4.2.8.1.   Definition, contents and criteria of the Maintenance File

4.2.8.1.1.1.   Maintenance File

The maintenance file shall be supplied with the vehicle, which is submitted to the verification process as specified in section 6.2.2.3 of this TSI, before putting into service.

The present article gives the criteria to verify the maintenance file.

The maintenance file is composed of:

4.2.8.1.2.   Management of the Maintenance File.

In the case where Railway Undertakings carry out maintenance on the Rolling Stock they use, the Railway Undertaking shall ensure processes are in place to manage the maintenance and operational integrity of the Rolling Stock, including:

In accordance with the provisions of Directive 2004/49 Annex III, the Safety Management System of the Railway Undertaking must demonstrate that suitable maintenance arrangements are in place, thereby ensuring on-going compliance with the essential requirements and the requirements of this TSI including the requirements of the Maintenance File.

In the case of entities other than the Railway Undertaking using the Rolling Stock being responsible for the maintenance of the Rolling Stock used, the Railway Undertaking using the Rolling Stock must ascertain that all relevant maintenance processes are in place and are actually applied. This must also be suitably demonstrated within the Safety Management System of the Railway Undertaking.

The entity responsible for the maintenance of the wagon shall ensure that reliable information about maintenance processes and data specified to be made available in the TSIs are available for the operating RU, and demonstrate on request of the operating RU that these processes ensure the compliance of the wagon with the Essential Requirements of Directive 2001/16/EC as modified by Directive 2004/50/EC.

4.3.   FUNCTIONAL AND TECHNICAL SPECIFICATIONS OF THE INTERFACES

4.3.1.   GENERAL

In the light of the essential requirements in Section 3, the functional and technical specifications of the interfaces are arranged by subsystem in the following order:

An interface also exists with the Conventional Rail Noise TSI.

For each of these interfaces, the specifications are arranged in the same order as in Section 4.2, as follows:

The following list is endorsed to indicate which subsystems are identified as having an interface basic parameters of this TSI: Structures and mechanical parts (section 4.2.2):

4.3.2.   CONTROL AND COMMAND AND SIGNALLING SUBSYSTEM –

4.3.2.1.   Static axle load, dynamic wheel load and linear load (section 4.2.3.2)

Section 4.2.3.2 of this TSI specifies the minimum axle loads. The corresponding specifications are laid down in the Control and Command and Signalling TSI Annex A Appendix 1 section 3.1.

The Control and Command and Signalling TSI specifies the maximum axle distance in order to satisfy the requirement for track circuits. The corresponding specifications are laid down in the Control and Command and Signalling TSI Annex A Appendix 1 section 2.1.

4.3.2.2.   Wheels

Wheels are specified in section 5.4.2.3. The corresponding specifications are laid down in the Control and Command and Signalling TSI section 4.2.11.

4.3.2.3.   Rolling stock parameters which influence ground based train monitoring systems

4.3.2.4.   Braking

4.3.2.4.1.   Braking performance

The Control Command and Signalling TSI Annex A index 4 might specify the maximum number of steps of the deceleration curve (see 4.2.4.1.2.2 b)).

4.3.3.   TRAFFIC OPERATION AND MANAGEMENT SUBSYSTEM

Interfaces to the traffic and operation management subsystem are in consideration (references to this TSI are open points).

4.3.3.1.   Interface between vehicles, between sets of vehicles and between trains

The Traffic Operation and Management TSI or national operating rules for shunting, specify shunting speeds in accordance with the energy absorption capability of the buffers specified in section 4.2.

The Traffic Operation and Management TSI specifies the maximum train mass considering the geographical conditions in accordance with the strength of the coupler specified in section 4.2.

4.3.3.2.   Doors closing and locking

No interface.

4.3.3.3.   Securing of freight

4.3.3.4.   Marking of freight wagons.

The Traffic Operation and Management TSI determines the specifications related to vehicle numbering.

4.3.3.5.   Dangerous goods

The traffic operation and management subsystem TSI shall specify that when freight wagons carrying dangerous goods are included in a train consist, the train configuration shall comply with the requirements of the Council Directive 96/49/EC and its Annex in their valid version.

4.3.3.6.   Longitudinal compressive forces

With respect to longitudinal compressive forces, the TSI Traffic and Operation Management Subsystem determines operational requirements for:

4.3.3.7.   Braking performance

The method of calculating the deceleration profile for a new wagon is described in this TSI by using its technical vehicle parameters.

The method of calculating braking power of a train under service conditions will be described in the Traffic Operation and Management TSI.

The traffic operation and management TSI will define rules for dealing with the following subjects:

4.3.3.8.   Communication

No interface.

4.3.3.8.1.   Vehicle Capability to transmit information between ground and vehicle

No interface.

4.3.3.9.   Environmental Conditions

When a limit of the climactic conditions defined in section 4.2.6.1.2 of this TSI is exceeded, the system is in a degraded mode. In this case operational restrictions shall be considered and information given to the Railway Undertaking or train driver. Regarding temperature the rolling stock register and infrastructure register give the values for normal operation.

4.3.3.10.   Aerodynamic effects

To be specified at the next revision of this TSI.

4.3.3.11.   Cross winds

To be specified at the next revision of this TSI.

4.3.3.12.   Emergency Measures

The Traffic Operation and Management TSI will specify that emergency arrangements and rescue plans shall be set up. The associated instructions shall include details of how to re-rail vehicles, and procedures to make damaged vehicles safe for movement. Railway undertakings shall also consider how their own staff and the staff of the civil emergency authorities are to be trained, including practical simulation exercises.

The Instructions for dealing with emergency situations shall take account of the risks to which the emergency response staff may be exposed, and give details of how those risks are to be managed. Details of risks arising from the design of the Freight Wagon and advice on how to mitigate such risks shall be given to the Railway Undertaking to enable comprehensive instructions to be written, by or on behalf of the freight wagon designer or builder.

These instructions shall also include a list of parameters that need to be checked on damaged or derailed freight wagons in a degraded situation.

4.3.3.13.   Fire Safety