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EUROPEAN RAILWAY AGENCY

File : IU-RST-19112009-TSI Report PAGE 1 OF 93

INTEROPERABILITY UNIT

TRANS-EUROPEAN CONVENTIONAL RAIL SYSTEM

SUBSYSTEM ROLLING STOCK

“LOCOMOTIVES AND PASSENGER ROLLING STOCK”

Reference: IU-RST-19112009-TSI Report

Document type: CR TSI LOC&PAS Report

Version : 2.0 Status: Report for final draft TSI

Date : 19/11/2009

Edited by Reviewed by Approved by

Name Denis BIASIN

Hubert LAVOGIEZ

Mikael AHO

Bas LEERMAKERS

Gilles GARDIOL

Andrzej HARASSEK Jean-Charles PICHANT

Position Project Officers Adviser Head of Unit

Date

&

Signature.

19/11/2009 19/11/2009 19/11/2009


File : IU-RST-19112009-TSI Report PAGE 2 OF 93

The following document has been produced by the European Railway Agency as accompanying report of

its recommendation for CR LOC&PAS TSI

This document is intended to report on the drafting of the CR LOC&PAS TSI, and to give explanations on

the application of the TSI.


SUBSYSTEM ROLLING STOCK “LOCOMOTIVES AND PASSENGER ROLLING STOCK”

IU-RST-19112009-TSI Report Version 2.0 /93

AMENDMENT RECORD

Version Date Section number

Modification/description Author

0.1 20/06/2008 Draft for review in the WP DB, HL, BL, MA

0.2 01/07/2008 Draft for LOC WP N°19 and PAS WP N°18

Section 7 IC and 8 Conformity Assessment added.

DB, HL, BL, MA

0.3 21/07/2008 Remarks from LOC WP N°19 and PAS WP N°18

Additional information from ERA

DB, HL, BL, MA

0.4 29/08/2008 Report consistent with CR LOC&PAS TSI draft rev 1.0

Report issued for review by the WP, and for information of the NSA

network and Interoperability Committee

DB, HL, BL, MA,GG

0.5 27/10/2008 Draft for LOC n°21 and PAS n°20 DB, HL, BL, MA,GG

0.6 16/04/2009 Draft for LOC n°24 and PAS n°23 XXX = subject to future

modifications

DB, HL, BL, MA,GG

0.7 27/07/2009 Draft for LOC n°26 and PAS n°25 Sections 1 to 5 updated

Section 6 updated (track changes) Section 6.14 (coaches)added

Section 10 “Economic evaluation”: summary of EE report included.

Sections 8 Conformity assessment” & 11 “Implementation” restructured Section 12 “Specific case” added

Annexes A and B modified Section 13 and Annex C added

DB, HL, BL, MA,GG

1.0 31/07/2009 Report issued with the final draft CR LOC&PAS TSI rev 3.0

DB, HL, BL, MA,GG

2.0 19/11/2009 Update Annnex A (standards) Update Annex B (position from org) Revision section 12 (specific cases)

Report issued with final draft CR LOC&PAS TSI rev 4.0 for the ERA

recommendation.

DB, HL, BL, MA,GG




Table of Contents

1. BACKGROUND TO THE ASSIGNMENT ............................................................................................... 7

1.2 Summary .............................................................................................................................. 8

2. ABBREVIATIONS AND REFERENCES ................................................................................................ 9

2.1 Abbreviations ........................................................................................................................ 9

2.2 Reference Documents ........................................................................................................ 10

3. WORKING PARTIES AND WORKING METHOD .................................................................................. 12

3.1 WP 10-2 PAS ...................................................................................................................... 12

3.2 WP 10-3 LOC ..................................................................................................................... 14

3.3 Working method.................................................................................................................. 16

3.4 Existing TSIs to be considered for CR RST ........................................................................ 19

3.5 Cross-acceptance- Common checklist ................................................................................ 20

3.6 RIC (regolamento internazionale per lo scambio delle carrozze - Agreement governing the exchange

and use of coaches in international traffic) ................................................................................ 20

3.7 International / National use ................................................................................................. 21

3.8 Time plan ............................................................................................................................ 21

4. INTERMEDIATE REPORT AND LIST OF BPS ..................................................................................... 22

4.1 Basic parameter list ............................................................................................................ 22

4.2 Comments and conclusions ................................................................................................ 22

5. DESCRIPTION OF THE SUBSYSTEM................................................................................................ 24

5.1 Definition of RST ................................................................................................................. 24

5.2 Categorisation of RST ......................................................................................................... 24

5.3 Conditions for assessment .................................................................................................. 25

6. REQUIREMENTS DEFINED IN THE TSI ............................................................................................ 27

6.1 Purpose of this section ........................................................................................................ 27

6.2 Structure and mechanical parts........................................................................................... 28

6.3 TRACK INTERACTION AND GAUGING............................................................................................. 33

6.4 BRAKING ................................................................................................................................... 41




6.5 PASSENGER RELATED ITEMS ...................................................................................................... 45

6.6 ENVIRONMENTAL CONDITIONS AND AERODYNAMIC EFFECTS ......................................................... 49

6.7 SYSTEM PROTECTION ................................................................................................................ 53

6.8 TRACTION AND ELECTRICAL EQUIPMENT ...................................................................................... 53

6.9 CAB AND OPERATION ................................................................................................................. 54

6.10 FIRE SAFETY AND EVACUATION ................................................................................................. 57

6.11 SERVICING .............................................................................................................................. 61

6.12 TECHNICAL FILE: DOCUMENTATION FOR OPERATION AND MAINTENANCE ...................................... 62

6.13 MOBILE RAILWAY INFRASTRUCTURE CONSTRUCTION AND MAINTENANCE EQUIPMENT ................... 62

6.14 PASSENGER COACHES ASSESSED FOR GENERAL OPERATION ..................................................... 63

7. INTEROPERABILITY CONSTITUENTS ............................................................................................... 66

8. CONFORMITY ASSESSMENT ......................................................................................................... 67

8.1 General ............................................................................................................................... 67

8.2 Conformity assessment against the HS RST TSI and this TSI ........................................... 67

9. STANDARDS ............................................................................................................................... 68

9.1 General ............................................................................................................................... 68

9.2 List of standards used ......................................................................................................... 68

9.3 Status of requests for Standards ......................................................................................... 68

10. ECONOMIC EVALUATION ........................................................................................................ 70

11. IMPLEMENTATION STRATEGY.................................................................................................. 73

11.1 General ............................................................................................................................. 73

11.2 Projects at advanced stage of development and contracts in course of performance ....... 73

11.4 Type examination certificate.............................................................................................. 74

11.5 Upgrade and renewal ........................................................................................................ 74

11.6 Particular case of OTMs .................................................................................................... 75

12. SPECIFIC CASES ................................................................................................................... 76

12.1 Requests for specific cases .............................................................................................. 76

12.2 Summary of specific cases ............................................................................................... 76




12.3 Case of Norway ................................................................................................................ 77

13. CONSULTATION OF SOCIAL PARTNERS AND ASSOCIATIONS ...................................................... 79

14. CONCLUSION ........................................................................................................................ 79

Annex A: List of standards ........................................................................................................ 81

Annex B: Position of sector organisations ................................................................................. 91

Annex C: Comments received from Social partners and Associations (formal consultation) ..... 92




1. Background to the assignment

1.1 General

The European Commission‟s mandate to the Agency (referenced 01/12-MA04EN05 and issued on

09/02/2006) assigns the Agency with the task of drafting TSIs related to „infrastructure‟, „passenger

carriages‟, „ locomotives and traction units‟, „energy‟ and „telematic application for passengers‟ of the

conventional rail system.

According to this mandate, two working parties (WPs) have been established in order to draft the TSIs

concerning RST (other than Freight Wagons). The WPs are referred to as N° 10-2 for passenger carriages

(abbreviated as PAS) and N° 10-3 locomotives and traction units (abbreviated as LOC).

As required in the Mandate, § 7.2, the working method adopted by the Agency was presented to the

Committee in October 2006.

The working parties composition and working methods are described in § 3 of this document.

As required in the Mandate, § 7.3, an intermediate report was presented to the Committee in October

2007; conclusions of this report are reminded in § 4 of this document.

In particular, on the basis of the intermediate report, it was decided that a single TSI will be drafted,

covering both “Passenger carriages” and “Locomotives, traction units and self propelling thermal or electric

trains”. This TSI is titled “Conventional Rail Locomotives and Passenger rolling stock TSI”, abbreviation CR

LOC&PAS TSI.

This document is the “Accompanying report” issued with the “Final draft CR LOC&PAS TSI”.

Its purpose is:

- to report on the work of the WPs (sections 3 and 4)

- to give explanations on the scope of the TSI (section 5)

- to provide a background on the requirements expressed in the TSI (section 6, 7, 8)

- to explain how the TSI is to be applied (section 9: relation to standards to be used for the application

guide; section 11: implementation)

- to give an overview on economic aspects (section 10)

- to give an overview on specific cases (section 12)

- to report on comments received from Representative organisations (Annex B) , and from Social partners

and Associations (section 13 and Annex C).




1.2 Summary

To complement the set of TSIs dealing with the Conventional Rail System , the European Commission

gave to the Agency a Mandate for drafting a third group of five additional TSIs in February 2006.

This report is the accompanying report addressing the TSI which is in the field of Rolling Stock:

“Locomotives and Passenger rolling stock”.

Since April 2006, two Working Parties have been involved in the drafting process, gathering experts from

the sector representative bodies, and from 13 NSAs.

An intermediate report was presented in November 2007 to identify the basic parameters relevant for

interoperability, and therefore to be specified in the TSI; for each of basic parameters, it was identified the

following aspects: the concerned RST, the need for a justification by an economic evaluation, the need for

standards. This was summarized in the basic parameters list attached to this report.

Further to this report, the Interoperability Committee has confirmed his agreement on the following

recommendations from the Agency:

- A Single TSI covers “Passenger carriages” and “Locomotives, traction units and self propelling thermal

or electric trains”.

- The option “Compatible units” is not dealt with in the TSI. The TSI specifies only functional requirements.

Technical solutions of interface between vehicles are left in the voluntary domain (e.g. through standards).

- Safety aspects: Safety level is proposed for complex functions, consistent with the Common Safety

Methods.

- Fire safety and evacuation: Reference is made in the TSI to the relevant section(s) of the CEN TS

45545.

A preliminary draft TSI was issued in November 2008, as a basis for the consultation of Social partners

and Associations representing users, as required in the Directive and in the Agency regulation; this

consultation ended in June 2009.

This report is the accompanying report to the final draft TSI issued in November 2009; it gives information

on the working parties, explanations regarding the specification of the basic parameters and remaining

open points; it includes also the position of the Representative Bodies involved in the working parties, and

the result of the consultation mentioned above.

It will be use as a source of information for the Agency to update and complement the TSI application

guide.




2. Abbreviations and references

2.1 Abbreviations

Table 1 : Abbreviations

Abbreviation Definition

RISC Railway Interoperability and Safety Committee (former A21C)

AEIF European Association for Railway Interoperability

(Association Européenne pour l‟Interopérabilité Ferroviaire)

BP Basic Parameter

CBA Cost benefit analysis

CEN European Committee for Standardization

(Comité Européen de Normalisation)

CER Community of European Railway and Infrastructure Companies

CCS Control-Command and Signalling

CR Conventional Rail

DG TREN Directorate-General Energy and Transport

EIM European Rail Infrastructure Managers

EN European Standards

ENV European Prestandard (published for testing)

ERA European Railway Agency (also referred to as Agency)

ERFA European Rail Freight Association

HS High-Speed

IC Interoperability Constituent

LOC Locomotives and traction units (abbreviation for loc. and tr. units TSI)

IM Infrastructure Manager

INF Infrastructure

ISV Intermediate statement of verification

MS Member State

NB = NoBo Notified Body

NB-Rail Coordination Group of Notified Bodies

NNTR Notified national technical rules

NSA National Safety Authority

OPE Operation and traffic management

OTM On-Track Machinery, official definition: Mobile railway infrastructure construction and maintenance equipment




Table 1 : Abbreviations

Abbreviation Definition

PA-system Public address system

PAS Passenger Carriages

PrEN Draft European Standard

PRM People with reduced mobility

RIC Regolazione intercambio carrozze (regulation for the exchange of coaches), agreement between national RUs on the basis of the UIC code

RST Rolling Stock

SRT Safety in Railway Tunnels

RU Railway undertaking

RFU Recommendation for use. Document issued by NB-Rail to use as guideline during conformity assessment of a specific issue.

TEN Trans-European Networks

TSI Technical Specification for Interoperability

UIC

International union of Railways (Union internationale des chemins de fer)

UIRR International Union of combined Road-Rail transport companies

(Union Internationale des sociétés de transport combiné Rail-Route)

UITP International Association of Public Transport

(Union Internationale des Transports Publics)

UNIFE Association of the European Railway Industries

(Union des Industries Ferroviaires Européennes)

WP Working party organised by ERA

2.2 Reference Documents

Table 2 : Reference documents

Ref. N° Document Reference Title Last

Issue

[1] Directive 2008/57/EC Interoperability of the conventional rail system

(also referred to as the Directive)

17.6.2008

[2] Regulation (EC) No 881/2004

Agency Regulation 30.4.2004




Table 2 : Reference documents

Ref. N° Document Reference Title Last

Issue

[3] Decision 09/II/2006, Annex 1, Mandate to the

Agency

Development of the third TSI group under Directive 2001/16/EC as modified by Directive 2004/50/EC

16.12.2005

[4] Decision 2008/232/EC Technical specification for interoperability relating to the rolling stock subsystem of the trans-European high-

speed rail system

21.2.2008

[5] Decision 2006/861/EC Technical specification for interoperability relating to the subsystem rolling stock – Freight Wagons

28.7.2006

[6] Decision 2006/679/EC Technical specification for interoperability relating to the control-command and signalling subsystem of the trans-

European conventional rail system

28.3.2006

[7] Decision 2006/920/EC Interoperability of the trans-European conventional rail system, TSI Operation and traffic management

11.8.2006

[8] Decision 2008/163/EC Interoperability of the trans-European conventional and high-speed rail system, TSI, Subsystems: Infrastructure,

Energy, Operations and traffic management, Control-Command and signalling, Rolling Stock,

Aspect: Safety in railway tunnels

20.12.2007

[9] Decision2008/164/EC Interoperability of the trans-European conventional and high-speed rail system, TSI, Subsystems: Infrastructure,

Energy, Operations and traffic management, Control-Command and signalling, Rolling Stock, Aspect: People with reduced mobility

20.12.2007

[10] IU CR RST TSI Working Method 1.0

Conventional rail rolling stock TSI WPs – Working method

11.10.2006

[11] ERA_EE_004063 1 Methodology Guidelines for Economic Evaluation 12.06.2007

[12] IU-RST-IntRep 1 Intermediate report for CR RST TSI revision 1 29.11.2007

[13] IU-RST-24112009-TSI Preliminary draft CR “Locomotives and Passenger RST” TSI revision 4.0

24.11.2009

[14] IU-INF-090902-TSI 4.0 Final draft CR “Infrastructure” TSI 02.09.2008

[15] IU-ENE-090916-TSI 5.0 Final draft CR “Energy” TSI 16.09.2009

[16]

[17]




3. Working parties and working method

The WPs have been drawn up following Article 3 of the Agency regulation. The composition of the WPs is described below.

3.1 WP 10-2 PAS

The working party began its activity in April 2006.

The WP has held 26 meetings, some of them partly common with the LOC WP:

N° Date N° Date N° Date

1 16 / 05 / 2006 10 04 & 05 / 07 / 2007 19 29 & 30 / 09 / 2008

2 28 / 06 / 2006 11 26 & 27 / 09 / 2007 20 30 & 31 / 10 / 2008

3 19 & 20 / 09 / 2006 12 08 & 09 / 11 / 2007 21 14 & 15 / 01 / 2009

4 08 & 09 / 11 / 2006 13 06 & 07 / 12 / 2007 22 11 & 12 / 03 / 2009

5 13 & 14 / 12 / 2006 14 30 & 31 / 01 / 2008 23 20 & 21 / 04 / 2009

6 31/01 & 01/02/ 2007 15 03 & 04 / 03 / 2008 24 09 & 10 / 06 / 2009

7 14 & 15 / 03 / 2007 16 23 & 23 / 04 / 2008 25 29 / 07 / 2009

8 18 & 19 / 04 / 2007 17 05 & 06 / 06 / 2008 26 21 & 22 / 10 / 2009

9 30 & 31 / 05 / 2007 18 03 & 04 / 07 / 2008

List of attendees to the WP:

Project Officers from ERA:

ERA Participants Responsible Team

Unit/ Function Name Since

Interoperability PAS TSI chairman BIASIN, Denis April 2006

Economic Evaluation project officer GARDIOL, Gilles July 2006

Interoperability PAS TSI project officer LEERMAKERS, Bas April 2007




Other ERA Participants – Unit/ Function Name Since

Interoperability LOC TSI project officer AHO, Mikael July 2006

Interoperability Adviser HARASSEK, Andrzej April 2006

Interoperability LOC. TSI project officer LAVOGIEZ, Hubert April 2006

Economic Evaluation Head of Unit MAGNIEN, Airy April 2006

The responsible team is in charge of leading the working party, and has participated in all the WP

meetings.

Other ERA project officers are involved in this working party as support, and participate in the WP

meetings when needed, depending on their availability.

Experts from Representative Bodies and from NSAs:

Organisation Nominated Representative Attended or represented in

meetings n°

CER MANCINI, Giampaolo Since kick-off

CER MICHIELSEN, Louis Since kick-off

EIM TIVEY, Tom Since kick-off till end of 2008

UNIFE ROBERTS, John Since kick-off

UNIFE WAGNER, Joachim Since kick-off

NSA Representative

NSA Austria HELNWEIN, Thomas Since kick-off

NSA Denmark RASMUSSEN, Thomas Gram Since April 2009

NSA France PERSON-SILHOL, Dominique Since November 2006

NSA Greece DIMITRAKOPOULOS, Niklaos

PITSAS, Costas From December 2006,

NSA Italy ERCOLE, Andrea Since March 2008

NSA Luxemburg BISSEN, André Since kick-off

NSA Spain MONFORT TORMO Enrique Since January 2007

NSA UK RANDALL, Peter Since July 2007




Participation to the WP meetings:

CER has been represented at every meeting by two persons.

EIM has been represented at every meeting by one person,

UNIFE has been represented at every meeting by one or two persons.

NSA Austria has been represented at every meeting.

NSA Luxemburg has been represented at all meetings but meeting n°17;

NSA France was not represented during the first three meetings, but has been represented from the 4th

meeting onwards.

NSA Greece participated in meetings 5 and 6.

NSA Spain started attending the Working party from the 6th meetings and has constantly been present

since then.

NSA UK started attending the Working party from the 10th meeting and has constantly been present since

then.

3.2 WP 10-3 LOC

The working party began its activity in March 2006.

The WP has held 27 meetings, some of them partly common with the PAS WP:

N° Date N° Date N° Date

1 06 / 04 / 2006 10 30 & 31 / 05 / 2007 19 03 & 04 / 07 / 2008

2 30 / 05 / 2006 11 03 & 04 / 07 / 2007 20 29 & 30 / 09 / 2008

3 04 / 07 / 2006 12 20 & 21 / 09 / 2007 21 30 & 31 / 10 / 2008

4 06 & 07 / 09 / 2006 13 30 & 31 / 10 / 2007 22 14 & 15 / 01 / 2009

5 24 & 25 / 10 / 2006 14 06 & 07 / 12 / 2007 23 11 & 12 / 03 / 2009

6 13 & 14 / 12 / 2006 15 24 & 25 / 01 / 2008 24 20 & 21 / 04 /2009

7 06 & 07 / 02 / 2007 16 05 & 06 / 03 / 2008 25 09 & 10 / 06 / 2009

8 15 & 16 / 03 / 2007 17 23 & 24 / 04 / 2008 26 29 / 07 / 2009

9 24 & 25 / 04 / 2007 18 04 & 05 / 06 / 2008 27 21 & 22 / 10 / 2009




List of attendees to the WP:

Project Officers from ERA:

ERA Unit / Function Name Participation since

Responsible team

Interoperability –Chairman LAVOGIEZ, Hubert March 2006

Interoperability - Project officer AHO, Mikael July 2006

Economic Evaluation - Project Officer GARDIOL, Gilles July 2006

Other attendees

Interoperability - TSI Sector HARASSEK, Andrzej March 2006

Interoperability - PAS WP BIASIN, Denis April 2006

Interoperability - PAS WP LEERMAKERS, Bas April 2007

Economic Evaluation – Head of unit MAGNIEN, Airy March 2006

The responsible team is in charge of leading the working party, and has participated in all the WP

meetings.

Other ERA project officers are involved in this working party as support, and participate in the WP

meetings when needed, depending on their availability.

Experts from Representative Bodies and from NSAs:

Representative

Body

Name of experts Participation

ALE

CAŇAS LLORET, Juan Carlos HERMANNS, Heinz KRETER Armin

Since April 2006 until June 2008 Since April 2006 until End 2007 Few participations since April 2008

CER

CAVALIERE, Franco MÜLLER, Ralph RACZYNSKI, Jan

Regular since April 2006

EIM

STEENKAMP, Harm WEGMANN, Rolph


ERFA

RONZONI, Luca VOIGT, Frank

Only in the first meeting

ETF

RAKOCZKI, Lajos SZELAGOWSKI, Michel





UIRR KREBS, Heiko Only in the 2nd meeting

UNIFE

DREXLER, Stephan LEROUGE, Bernard REIMANN, Heinz


OTIF RAFF, Karl Erik For information since February 2007

NSA Name of representatives

NSA Austria ENDLICHER, Karl Otto KOSTINGER, Michael

Since April 2006

NSA Belgium VANHECK, Christian Since April 2006 (few participations)

NSA France BOURREL, Pascal Since July 2006

NSA Italy COSSU, Pierandrea Since July 2006

NSA Poland MROCZKO, Anita Since April 2006

NSA Spain DEL RIO, Eduardo MARTOS, Oscar

Since February 2007 Since June 2008

NSA Sweden SOLLANDER, Stefan Since April 2006

NSA UK CORK, Cliff Since March 2007

NSA IE WUTTKE, Maik Since April 2008 until September 2008

NSA Germany GATTWINKEL, Mathias In March 2009

NSA Denmark WESTPHALL, Dorte In April 2009 and June 2009

3.3 Working method

- Technical subjects to be covered:

For the reasons set out in the Intermediate report, the technical subjects have been distributed between

the two groups, LOC and PAS WP, for drafting the requirements according to the following table:

Technical subject Common Traction &

driving related

Passenger

related

WP in

charge

Work

part N°

Interface between vehicles

X PAS 1

Car body structure / Lifting & jacking

X PAS 1

Passenger area fitting & associated controls

X PAS 2




Passenger inform. & communication

X PAS 2

Bogie, gauge, dynamic behaviour , bogie

X LOC 3

Braking X LOC 4

Environment X LOC 6

System protection X LOC 7

Power supply, traction &electrical equipment

X LOC 8

Servicing X PAS 9

Maintenance X LOC 10

Cab Operation X LOC 11

Fire safety Emergency exits

X PAS 12

The PAS working party has been responsible for the following work packages:

1 Structure and mechanical parts

2 Passenger related items

9 Servicing

12 Fire safety and evacuation

The LOC working party has been responsible for the following work packages:

3 Track interaction and gauging

4 Braking

6 Environmental conditions

7 System protection

8 Traction and electrical equipment

10 Technical file: documentation for operation and maintenance

11 Cab and operation

- Drafting process:

The drafting process has been divided in the following stages:

April to July 2006: Definition of the working methods.




September 2006 to June 2007: Identification of the basic parameters to be covered and the preparation of

the intermediate report.

July 2007 to December 2007: Drafting of the TSI requirements with a support document per technical

subject including the requirements themselves, but also their justification, the interfaces with other sub-

systems or TSIs, the link with standards and potential open issues.

December 2007 to July 2008: Work on the preliminary draft TSI itself.

September 2008 to July 2009: Work on the final draft and accompanying report.

- Common WP meetings: The calendar of WP meetings allows for regular joint meetings between the two RST WPs to address

issues of common interest with respect to process management, such as working methods and time plan,

as well as the general sections within the TSI such as aspects of safety and maintenance.

During the last stage of the drafting process, the agendas of the WP meetings were arranged in order to

allow for a half-day joint meeting each time.

- Interface meetings: For the basic parameters that have interfaces with other sub-systems, the LOC&PAS WPs identified early

in the drafting process that there was a need for a technical exchange with the WPs responsible for these

sub-systems, in order for the requirements specified for each sub-system to be coherent.

To this end, “interface meetings” have been organised since March 2007 with the CR infrastructure WP,

since May 2007 with the CR energy WP with the following rules:

Limited number of participants from each of the concerned WPs

On demand, participation of additional experts from the railway sector to deal with a specific subject

on the agenda

Proposals made have to be finally agreed in each WP

A WP was also launched mid 2008 in order to review the CR CCS TSI; ERA Project Officers in charge

have defined the main objective of this revision (definition of a target system for train detection systems),

and have agreed on the way interfaces with rolling stock shall be addressed; documents describing this

process have been reviewed in the WPs LOC&PAS and CCS. The revision of the CCS TSI will be subject

of a recommendation from the Agency in 2010; therefore, it can‟t be referenced in the CR LOC&PAS TSI;

nevertheless, the way interfaces shall be managed has been taken into account.

- Economic evaluation meetings:

Specific meetings are organised with RBs or NSAs on demand to give details about data expected in order

to carry out the economic evaluation analysis of basic parameters.

- Specific cases: NSAs have been required to address their preliminary requests for specific cases at several steps of the

writing process (e.g. by May 2008 with respect to the draft TSI revision 0.3; by end of July 2008 with

respect to the draft rev;0.6; by end of December 2008 re. Draft rev.1.0).




3.4 Existing TSIs to be considered for CR RST

At the date of issue of this document, the status of CR system TSIs is as follows:

- RST sub-system:

Freight Wagons Notified - In force –revision in progress Amended by Decision 2009/107 on cross-authorisation.

Noise Notified - In force – partial revision in progress

- Transverse TSIs:

Access to People with Reduced Mobility Notified - In force since July 2008

Safety in Railway Tunnels Notified - In force since July 2008

- Other sub-systems:

Operation Notified - In force - Revision in progress.

Control-Command and Signalling Notified - In force - Revision in progress

Regarding the HS rail system, revised TSIs were voted in 2006 for rolling stock, infrastructure, energy,

CCS and operation; these are notified, with entry into force dates between July and October 2008.

The TSI that is the subject of this report, together with the “Freight Wagons” TSI and the “Noise” TSI are

dedicated to the Conventional Rail Rolling Stock sub-system.

In addition, complementary specifications regarding this sub-system can be found in the following TSIs

often called “transverse” TSIs, namely: “Accessibility for People with Reduced Mobility” (PRM) and

“Safety in railway tunnels” (SRT) which concern several sub-systems in addition to Rolling Stock.

Regarding interfaces with other CR sub-systems, the following TSIs have been developed in parallel to the

ones applying to RST:

Infrastructure

Energy

Telematic applications for passengers

The time-plan for this development makes it possible to deal with interfaces by a continuous contact

between the ERA project officers in charge of the different TSIs, and between the concerned WPs

(interface meetings) when necessary.

Requirements applicable to RST which are already defined in other TSIs must be considered by the WPs

to ensure consistency within the set of TSIs applicable to the RST. In general, existing TSI requirements

have not been re-discussed, as any modification would need a revision of the concerned TSI. In the case

where a modification is needed to ensure consistency, this is mentioned in this report.

Regarding “Command, control and signalling”, the TSI is under revision process; see section 3.3 “interface

meetings” above.




3.5 Cross-acceptance- Common checklist

In the first phase of the work, a cross-reference table was built between the common checklist used for

cross-acceptance and the requirements from existing RST HS and Freight wagons TSIs. This was

produced to confirm that requirements found in these documents (checklist and TSIs) addressed the same

subjects.

This table has also been used to check if requirements classified “A” in the existing agreement between

France and Germany (i.e. cross-accepted) can be harmonised, and replaced by a TSI requirement.

This analysis has been extended by adding to the cross-reference table the requirements defined in the

draft CR LOC&PAS TSI, and by establishing cooperation with the cross-acceptance unit newly created

within the ERA in April 2008. A cross-reference table has been issued in the framework of cross-

acceptance.

3.6 RIC (regolamento internazionale per lo scambio delle carrozze - Agreement governing the

exchange and use of coaches in international traffic)

The international operation of railway coaches is achieved in the present organisation of the sector within

the framework of the RIC agreement. However, the RIC, although being endorsed by States, should be

considered as a multilateral agreement between Railway Undertakings to exchange coaches in order to

provide uninterrupted cross-border services. It is clearly intended to be applied by national integrated

companies and in this respect, it embraces not only technical, but also operational and commercial

aspects. It is based on trust and only a limited number of historical RUs are allowed to grant the RIC

status, which is then accepted by all RUs in the MSs who have signed the agreement.

It should be noted that until recently, exchanging coaches was the only solution in order to provide cross-

border services. With a few exceptions, trains are under the responsibility of the local (historical) railway

company, who is responsible for safety and provides all related functions in its territory, but cannot operate

across borders. The major current exceptions are for high-speed services which are operated by ad-hoc

legal entities and only use dedicated fixed composition trainsets (generally self propelled units)

Only those requirements of the RIC that were found to be necessary to fulfil the Essential Requirements for

Interoperability will be carried over to the TSI, and extended to other types of RST as well as passenger

coaches. This approach was confirmed when the intermediate report was approved (see § 4).

Throughout the drafting process, the WP established as guidelines the following principles:

Existing RIC coaches will still be able to operate internationally under the RIC framework;

Nothing in the TSI should prevent Railway Undertakings from entering into the same type of

agreement between them as the RIC when the TSI is in force;

It should be noted that existing coaches, including those carrying the RIC label may present non-

compliances with the OPE, SRT and PRM TSIs. It is also anticipated that these coaches will not

automatically be compliant with the RST TSI. Therefore, the inclusion of a TSI compliant coach in a consist

incorporating non TSI compliant coaches will not always be possible. Some restrictions to the formations

composed of TSI compliant and non compliant coaches may therefore need to be applied.

To answer a request from the sector, guidance to how MS could close remaining open points preventing

an authorisation to put into service in one MS from being accepted as valid by the others is given below in

section 6.14.




3.7 International / National use

The Directive Annex I mentions a possible categorisation of the RST to be covered by TSIs into RST for

international use and RST for national use.

Up to now, existing TSIs have not used this categorisation, as it has been judged that the necessary

functional specifications to meet the essential requirements are not in direct relation with the mission profile

of the RST, or with the place it is operated on the TEN.

Indeed, functional specifications expressed in the TSI relate mainly to safety and technical compatibility

with other sub-systems, and it shall be possible to assess a RST without having the knowledge of the way

and the place it will be operated.

Furthermore, the scope of these TSIs is limited to the TEN rail system, on which it is likely that RST for

international use and for national use will be operated together; therefore, consistent technical

requirements are necessary.

Eventually, the TSI has also as target to open the market by a harmonisation of technical rules; the

multiplication of different TSI requirements would jeopardise this target.

CER reported to the ERA in a letter dated 03/07/2008 that they were in favour of introducing the

categorisation “RST for international use” and “RST for national use”; ERA reminded the arguments

presented above; proposals from CER for different requirements applicable to particular basic parameters

according to this categorisation have not been judged clear enough to be included in the TSI; the CER

position is reported in Annex B.

3.8 Time plan

The last major milestones in the drafting process of the TSI were the following:

the preliminary draft TSI and the accompanying report have been delivered and presented to the

Interoperability Committee in September 2008, and has got the approval from the committee in

November 2008.

the translation of the preliminary draft into German and French for the consultation of social partners

and associations and bodies representing users has been launched in December 2008.

the submission to social partners and associations and bodies representing users took place

between April and June 2009.

the final list of specific cases to be finally retained in the TSI has been validated in June 2009.

the final report concerning economic evaluation and CBA has been in July 2009.

the final draft TSI and accompanying report has been then issued end of July 2009.

the workshop with the Interoperability Committee was held on 06th of October 2009.




4. Intermediate report and list of BPs In accordance with § 7.3 of the Mandate, the ERA drafted an intermediate report for the purpose of

reviewing the status of the work with respect to the drafting of the „passenger carriages‟ and „locomotives

and traction units‟ TSIs. This report identified the basic parameters proposed to be included in the TSI, for

formal review by the Interoperability Committee, according to the directive.

The list of basic parameters is appended to that intermediate report in Annex 1.

The intermediate report was presented to the committee meeting held in October 2007, and conclusions of

the report were approved in the committee held in February 2008.

The main elements and conclusion are summarized below in sections 4.1 and 4.2.

4.1 Basic parameter list

The proposed list of basic parameters to be considered within the CR LOC&PAS TSIs is attached in Annex

1 of the Intermediate report.

This list is structured per technical subject as defined in § 3.3 (1 table per technical subject).

It contains the following information (in columns):

basic parameter title

condition to be specified: explain what the TSI requirement will address

reason for being a basic parameter: justification

relation to general essential requirement: link with directive, Annex III, § 1

relation to essential requirement specific to RST: link with directive, Annex III, § 2.4

applicable to: category of RST (as defined in § 6.2) to which the basic parameter applies

work expected for standardisation body (Yes/No): identification of a need for standard

economic evaluation (Yes/No): identification of a need for economic evaluation

impact of extending the geographical scope (Yes/No/?): identification of basic parameters which are

not linked to the geographical scope.

contains open points (Yes/No): identification of basic parameters for which the specification needs

further work; details are given in § 7.

On this basis, TSI requirements have been drafted.

Technical details and justification are given in the section 6 of this report, and remaining open points are

identified.

4.2 Comments and conclusions

Intermediate report rev 1 dated 29/11/2007 was approved and released as the final version.

The following points were agreed:




A single TSI is to be drafted, covering both “Passenger carriages” and “Locomotives, traction units

and self propelling thermal or electric trains”.

This TSI is titled “Conventional Rail Locomotives and Passenger rolling stock TSI” , abbreviation CR

“LOC&PAS” TSI.

The option “Compatible units” presented in the Intermediate report is not to be dealt with in the TSI.

The TSI specifies only functional requirements. Technical solutions for the interface between vehicles

are to be left in the voluntary domain (e.g. through standards).

Concerning safety aspects, safety levels are proposed for complex functions, and the assessment

refers to Common Safety Methods recommended by the Agency (regulation to be adopted by the

Commission and the Interoperability Committee).

Concerning fire safety and evacuation, reference is to be made in the TSI to the relevant section(s) of

the CEN TS 45545, in addition to the reference made to some National Standards, which will be

withdrawn when the EN 45545 will be published (consistent with the HS RST TSI).




5. Description of the subsystem

5.1 Definition of RST

The mandate divides the RST subsystem into „passenger carriages‟ and „locomotives and traction units‟,

the latter includes also self-propelling thermal or electric trains. It is understood that the description in the

mandate includes all RST, except freight wagons already covered by the WAG TSI.

Mobile railway infrastructure construction and maintenance equipment, referred to as “On-Track Machines”

(OTMs) e.g. machines for track maintenance are within the scope of the Mandate. This has been

addressed in the drafting process by first setting up all the basic parameters applicable to the RST

subsystem and secondly identifying which requirements have to be adapted in order to apply to OTMs;

Annex C of the draft TSI gathers requirements that have been adapted for OTMs.

Different types of RST to be covered by the CR LOC&PAS TSI have been identified by the WPs, and are

described in section 2 “Rolling stock subsystem and functions” of the CR LOC&PAS TSI.

5.2 Categorisation of RST

The technical categories of the rolling stock, defined for application of the TSI requirements, is described in

the clause 4.1.3 of the TSI; they are linked to the functionalities of the rolling stock, and are the following:

Unit designed to carry passengers

Unit designed to carry passenger-related load (luggage, cars, etc.)

Unit fitted with a driver‟s cab

Unit fitted with traction equipment

Electric unit, defined as a unit supplied with electric energy by an electrification system specified in

the draft CR Energy TSI.

Freight locomotive: Unit designed to haul freight wagons

Passenger locomotive: Unit designed to haul passenger carriages

Track construction and maintenance equipment (OTMs).

„Unit‟ is the generic term used in the context of this TSI to name the rolling stock which is subject to

assessment against the TSI requirements.

A unit can fall into one or several of the categories above.

Unless stated otherwise in the TSI, the specified requirements apply to all technical categories of RST

defined above.

Concerning fire safety, the categories defined in the HS RST TSI are used in the same way, as described

in the clause 4.1.4.of the CR LOC&PAS TSI (consistent with the SRT TSI).

For the following types of rolling stock, limitations have been defined concerning the application of the TSI:




Light Rail vehicles intended to operate on lines associated to rail transport in urban and suburban

areas (called also tramtrains) and on limited parts of the TEN lines are not in the scope of the TSI in

its present revision.

It is recognised that for this kind of RST operationally integrated with other types of RST on the TEN

lines, harmonized rules will be necessary to maintain the global safety level of the Railway system,

but it will be decided later how the Directive should apply to them, in the framework of the extension

of scope.

Throughout Europe, there are several examples of successful operation of tramtrains on parts of the

TENs. Tramtrains are developed in order to meet local needs and therefore interfaces with local

circumstances. Often these units are built to tramway technology standards, which can differ from

generic railway requirements.

UNIFE advocates considering tram-trains in the scope of the TSI, and to use the derogation process

in case of non compliance to certain TSI requirements; this position has not been retained, as a need

for further analysis has been identified in order to be able to instruct derogations.

Traction units designed for use only in shunting yards, stations and depots are not in the scope of the

TSI. However, they may be authorised to operate over very short distances (e.g. between a depot

and a yard or a yard and a station) at low speed (e.g. not higher than 40 km/h) to move vehicles

(normally without passengers on-board, excepted for night trains) on the open lines of the TEN e.g.

in shunting movements. They are not authorised to haul an operational train formation on the TEN.

The operation of these traction units on the TEN shall be strictly limited, with relevant rules defined,

under the responsibility of the concerned RU, IM and NSA.

Railcars, EMUs and DMUs intended to operate on local networks which are not parts of the TEN

lines are not in the scope of the TSI in its present revision.

OTMs are within the scope of the TSI, but only when in transport configuration (self-propelled or

hauled) and running on their own rail wheels. All other working configuration is not considered in the

scope of the TSI, as particular operating rules are necessary (closed line, particular procedure for

traffic management).

The interoperability principle applied to OTMs is to allow their transport from a working place to

another one; rules to be applied when these OTMs are working shall be defined by the concerned IM

and are not deemed to be an interoperability issue.

For rolling stock mentioned above as excluded from the scope of the TSI, they may be authorised to

operate very short distances on the TEN lines, due to the local configuration of the railway network;

in that case, articles 24 and 25 of the Directive apply.

The study launched on the extension of scope of the TSIs will have to consider particularly these

types of rolling stock, in order to define if they require specific requirements in the TSIs.

5.3 Conditions for assessment

The rolling stock which is subject to assessment against the TSI is designated as a unit.

A unit can be a trainset, a single vehicle or a fixed rake of vehicles.

When a unit is assessed, the conditions of the assessment have to be recorded, as described in the clause

4.1.2 of the TSI:

Fixed formation:




The unit is assessed to be operated in fixed formations (single unit, multiple unit composed of X units).

This may include formations composed of several units of the type under assessment for multiple

operation.

Predefined formation:

The unit is assessed to be operated together with other units in several formations which are defined.

Unit intended to be used in general operation, i.e. not in a fixed or pre-defined formation.

The unit is assessed without reference to any specific formation.

This may include formations that include several locomotives of the type under assessment for multiple

operation.

The technical category(ies) relevant for the unit subject to assessment shall be identified by the party

initiating the assessment process (the applicant), and used by the notified body in charge of the

assessment, in order to assess the applicable requirements from the TSI.

The unit operational configuration shall also be considered when it is assessed; a distinction is made

between:

Unit that can be operated as a train.

Unit that cannot be operated as a train alone, and requires to be coupled with other unit(s) to be

operated as a train.

The section 6.2 of the TSI gives additional prescriptions concerning the assessment.




6. Requirements defined in the TSI

6.1 Purpose of this section

The purpose of this section is:

To provide a background on the requirements expressed in the TSI (explanation and justification;

discussions held in the WPs ...)

When a basic parameters is declared as an open point, to provide a clear technical description of the

open point, and to suggest a plan in order to close it in the future.

To explain how the TSI is to be applied, in relation with standards (information that will be used for

the application guide)

To identify and clarify potential issues that may arise when applying the TSI.

This section is structured according to the section 4.2 of the draft TSI specifying technical requirements.

In addition, this section addresses 2 particular types of rolling stock:

OTMs, to give the background on the particular requirements defined for this type of rolling stock.

Passenger coaches assessed for general operation, to suggest a way to cover the remaining open

points, and allow the NSAs to recognize the “authorisation for placing in service” granted by another

NSA.

Concerning TCMS and diagnostic, relevant functional requirements are described in the § dealing with the

function. Requirements linked driver machine interface are described in the § dealing with the driver‟s cab.

It is found not necessary to put requirements on the TCMS or diagnostic systems themselves.

Concerning the identification of the safety-related functions, and associated safety levels required, several

functions are identified as safety-related in the draft TSI; a safety level (THR) is specified only for the

emergency braking and parking braking function (open point for other safety related functions).

Concerning software, those dealing with safety-related functions have to be designed to guarantee a

certain safety level.

A CENELEC working group is currently working on safety related systems for rolling stock, and will define

a comprehensive overall safety approach covering all sub-parts of a system (components, control,

software...), with a set of standards (existing one EN 50126, 128 and 129 to be revised, new one to be

drafted for system level approach).

In the meantime this revised set of standards is available reference is made to existing standards.

The Annex A gives the list of standards with status mandatory or voluntary; this table will be used for the

application guide; it is structured according to technical requirement clauses.

The Annex B gives the position of the 3 representative organisations (CER, EIM, UNIFE) who have

contributed to the drafting process and have provided their position on the draft TSI.




6.2 Structure and mechanical parts

Mechanical interface between vehicles

It is considered that from a strict Interoperability viewpoint, there is no need to specify any requirement

regarding coupling, beyond the general functional requirements related to the necessity to secure the

integrity of the train during operation and to facilitate the ability to rescue a train following a failure. This is

to be achieved in two ways:

a. whenever possible, with a train similar to the one to be rescued and

b. with a locomotive equipped with a UIC “buffer and draw gear” system.

The requirement will remain functional, as no particular coupling design is specified for the unit to be

rescued (as opposed to the HS RST TSI where the “Type 10” coupling is specified).

However, facilitating the exchange of vehicles between RUs and providing the same level of protection to

staff during coupling/uncoupling operations are seen as advantageous for the efficiency of the system.

Therefore, only in the case of units fitted with a manual coupling system, is the coupling system

harmonized in the TSI.

A “manual” coupling system is a coupling system which requires a person to stand between the units to be

mechanically coupled (this definition doesn‟t include semi-automatic couplings where the coupling of air

brake pipes and/or electrical connections requires a person to stand between the units).

The standards EN15566 and EN15551are referred to for the buffer and draw gear system.

The buffer and draw gear system shall be installed as described in Annex A of the LOC&PAS TSI.

In addition to the basic variants as depicted above, it is necessary to allow units which are compatible with

several networks having different track gauges (e.g. 1520/1524mm and 1668mm networks). For this

reason, a sentence in Annex A enables units which are compatible with (one of) the basic variants and a

solution as depicted by a specific case in clause 7.3 of the TSI to be allowed to operate throughout the

entire TENs network, without specific authorisation for this subject.

For all units, the necessity to rescue a failed train by a compatible type of train or a by a rescue unit fitted

with a harmonised coupling type has been emphasised by the Infrastructure Managers, who see a clear

advantage in ensuring that they will be able to rescue any unit to be recovered with the same rescue unit.

This is based on the manual coupling type specified above, with additional requirements to allow fitting a

rescue adaptor.

Note: the general operating rule may require that the rescue coupler is carried on-board, hence the

requirement of a suitable location. The TSI does not require to carry a rescue coupler on board. However,

by agreement between the RU and the IM the rescue coupler may be made available within a certain time

frame instead of being available on the train. This aspect has to be managed at the operational level (and

not in the LOC&PAS TSI).

The IC rescue adaptor is detailed only from the point of view of its compatibility with the harmonised

rescuing unit manual coupling. The interface of the adaptor with the unit to be recovered depends on the

design of this unit and is not specified.




The forces that the draw gear shall withstand are quoted in clauses 4.1 and 4.2 of the EN15566 which is

mandatory for units fitted with “manual” couplings.

The same standard is considered as a proof of compliance to the requirement to be found in Annex A.1.2,

which aims at preventing involuntary unscrewing of the draw gear.

The features of a recovery unit (i.e. unit intended to be used for rescue purposes) are defined in the TSI.

The manual coupling system as specified in the TSI and the UIC 648 leaflet are considered as fulfilled for

units intended to be used as recovery units.

The flow chart below summarizes the TSI text:

NO

YES

NO

YES

All units with

automatic end

couplers

Unit fitted with end

coupling?

Manual ?

All units without

any end coupling

Annex A type of manual

coupling

Resistant to forces during

operation and rescueAll units with any

kind of end

coupling

No requirement on type of

end coupler

Shall be able to be rescued

by identical coupler (if any)

and by Annex A or WAG TSI

kind of coupler

CER considers that specifying one single “target” type of automatic coupling (“Type 10” like in the HS RST

TSI) would be beneficial in avoiding increasing the proliferation of different solutions. To deal with the

current wide variety of solutions, CER has proposed to include also any of the existing systems in the TSI.

We failed to relate this requirement to any of the Essential Requirements of the Directive; therefore, it has

not been retained in the draft TSI.

Gangways

If gangways for use by passengers or staff are fitted, they shall be designed in order to ensure the safety

of passengers. Compliance to this requirement is deemed to be met by applying the provisions of the UIC

code until a harmonised standard is issued in this respect (requested to CEN). Passenger related

interfaces are depicted in the PRM TSI.

Strength of the vehicle structure

The WP agreed on the basic requirements regarding the strength of vehicle structures. The EN12663 is

going to be revised (publication in 2010) to take into account the concerns of the WP. Traditionally some

MS impose rules on the welding process and quality requirements. The WP has agreed on the principle




that particular national rules regarding welding process and quality should be avoided because this is likely

to hinder interoperability. The TSI requirements (partly by reference to standards) are considered to cover

welding and other joining techniques and therefore it is not possible for Member States to impose national

requirements on this topic. The requirement to ensure that “A verification procedure shall exist to ensure at

the production phase that no defect may decrease the mechanical characteristics of the structure” is

deemed to be fulfilled for metallic fabrication by the application of EN15085-5/2007.

The value specified in TSI clause 4.2.6.2.3 “head pressure pulse” should be used to simulate the effect of

crossing trains, considering a distance between track centers of 4 meters (as minimum). The resulting

aerodynamic load should be considered in the design where relevant (carbody, doors, windows…).

Passive safety

The TSI includes mandatory requirements consistent with the EN15227 Standard.

All stakeholders seem to support the basics behind EN15227, however not all are in favour of quoting

EN15227 in full in the CR RST TSI.

CER has reservations towards the additional costs that the implementation of EN15227 might entail when

applied to some types of RST. Also CER is concerned that EN15227 could limit the freedom of choices for

the future, as well as the possibility to further develop adaptations to the standard.

A CBA analysis has been launched in this respect (see section 10) and the results of this analysis show

that the additional costs are negatively impacting light regional trains..

A survey was submitted to the NSAs in 2007 to gather their view and expectations. From those NSAs that

answered the survey, the general impression is that there is substantial, although not unanimous support

for the full application of EN15227. Omitting passive safety as a Basic Parameter is not an option for any of

the responding NSAs. The NSAs have expressed in their answers a strong confidence in the EN15227.

Some NSAs have today more stringent requirements than those set out in EN15227.

CER has contested the mandatory application of the detailed technical specification of the passive safety

requirements of the EN 15227, advocating as an alternative to the detailed technical specification of the EN

also opening the provisions of the Annex A of the same EN15227 for a system rather than a subsystem

approach. CER would be in favour of the allowance to differentiate requirements on RST for national use,

where different safety performance levels are already provided by the INF and CCS subsystems.

In addition CER expressed concern based on recent projects that application of the standard has lead in

specific projects to the exceeding of certain TSI CCS criteria (overhang), the exceeding of certain design

criteria for driver cabs (distance between window and driver, UIC 612), reduction of available train length

for seats, etc. ERA expects that these issues will be solved as new designs evolves taking into account all

requirements from the initial design.

UNIFE advocated the reference to the EN15227, alleging that all new designs incorporate crash energy

absorption devices as “state of the art”.

The mandate, 01/16-MA04EN05 is clear on this issue. See extract of clause 6 below:

„ As provided by article 16 of the Directive, verification of the interoperability of each subsystem is

established by reference to the relevant TSIs where they exist. Therefore, for each subsystem, relevant

TSIs must take account of all pertinent essential requirements laid down in annex III to the Directive so as




to guarantee that compliance with these TSIs will be sufficient to satisfy all the essential requirements set

out in the Directive for this subsystem.‟

Therefore, the requirements in the TSI shall apply to each subsystem independently from the others.

The essential requirement on RST subsystem level is given in Annex III of the Directive: „The structure of

the RST and of the links between vehicles must be designed in such a way as to protect the passengers

and driving compartments in the event of collision or derailment.‟

OTMs are exempted from applying passive safety requirements in transport mode, due to design

constraints in relation with their use in working mode.

It was considered to exclude 2 and 3-axle short locomotives, due to technical constraints. It was decided to

equally apply the passive safety requirements to this type of locomotives since UNIFE didn‟t state the

technical need to allow non-compliance. It is now taken for granted that the design of these short

locomotives can be made compliant with the passive safety requirements.

Notwithstanding the previous argument, the assessment of conformity for collision scenario 3 for the

central cab locomotives is an open point in the TSI. It is believed that the central cab locomotives would be

able to comply with scenario 3, however the validation procedure would be costly since it would e.g. involve

finite element modelling of the engine‟s crash behaviour.

In the working party it was intensively discussed whether heavy haul freight locomotives with central

couplers according to, or similar to the SA-3 type should be subject to the passive safety requirements.

UNIFE experts claim that it is impossible to meet the requirements set out in EN15227, corresponding to

scenarios 1 and 2. The laws of physics simply do not allow the energy absorption as would be needed to

comply. ERA holds the opinion that exemption of this kind of locomotives would basically mean that the

passive safety requirements would not be applied to a category of trains which could be considered as the

most dangerous in case of collision. For this, the application of passive safety requirements to heavy haul

locomotives is an open point for scenarios 1 and 2. Member states should have their own rules, in order to

prevent accidents with this particular type of rolling stock. Since member states might restrict the use on

their networks, interoperability for this kind of rolling stock might be limited.

Lifting and jacking

For recovery purposes following derailment or other incidents, and for normal maintenance purposes, it

shall be possible to lift or jack each end of each vehicle. The lifting and jacking shall occur at designated

locations on the vehicle designed for this process and marked as lifting and jacking points.

The strength requirements associated to lifting and jacking purposes are set out in EN 12663.

Infrastructure Managers, represented by the EIM, strongly advocated the specification in the TSI of

requirements regarding the location and geometry of the lifting points. This will simplify the training of

recovery teams and enable them to limit the proliferation of different re-railing devices that need to be

carried on the scene of the incident, thus believed to increase system efficiency by reducing the line

recovery time.

A request to develop a standard to replace Annex B has been issued to CEN.

Obstacle deflector




To reduce the risk of derailment and limit the consequences of hitting a track obstruction, the leading end

of trains shall be equipped with an obstacle deflector. To simplify the assessment process, this is

expressed as the requirement to install an obstacle deflector at the leading end(s) of all units equipped with

a driving cab. The strength of the obstacle deflector is required to meet the requirements of EN

15227:2007. An obstacle deflector may have additional functions (e.g. snow plough), to simultaneously

meet other requirements.

Auxiliary cabs used for shunting movements are not considered as “driving cab” for the purpose of the TSI.

Interior Passive Safety / Fixing of devices to carbody structure

The issue of Interior Passive Safety was introduced into the TSI drafting process by NSA UK and

discussed in the WP. Recent researches carried out by different research centres have evidenced the

importance of this parameter. However, considering that the TSI is not aimed at increasing the current

level of safety and that improvements in this respect are expected from the generalised application of

Passive Safety requirements of EN15227, this parameter is for the moment covered by the clauses in this

TSI. Therefore no additional rules shall be imposed by Member States regarding this topic.

It is envisaged that the conclusions of the European research project “SAFEINTERIOR” funded through

the 6th framework initiative will be migrated into a harmonised standard. Further experience will then be

available and shared within EU in order to evaluate the benefits of the concerned design measures. When

available, the results of the research and the development work on the harmonised standard will be taken

into consideration in the revision process of this TSI.

Interior passive safety is also addressed in the requirements for the fixing of equipment in the passenger

areas to the carbody structure, which are defined in section 6.5.2 of the EN 12663-1:2007. To reduce the

consequences of an accident, the attachment of devices (including those inside the passenger areas) to

the carbody structure shall resist an acceleration of 3g or 5g.

Doors not intended for passenger use

Vehicles fitted with a compartment dedicated to freight or to the train crew shall be equipped with a device

to allow the driver or train crew to close and secure the doors giving access to such compartment in order

to prevent unauthorised access before the train departs. This is aimed at preventing the ingress of

passengers into these compartments.

Mechanical characteristics of glass

The TSI addresses that the type and thickness of glass shall be appropriate to the application. The

intention of this requirement is to ensure that the NoBo checks the properties of the glass related to the

area of use (e.g. side windows, interior compartment separation, mirror).

The national requirements for safety glass for side windows in passenger areas are sometimes conflicting:

in the UK, a study of recent accidents has led to the conclusion that there is a need to contain passengers

inside the train during an accident. In the UK it is therefore necessary to fit „unbreakable‟ laminated glass in

all side windows, while in other countries, the availability of emergency exits provided by breaking the glass

of side window is considered more important. The market also provides a technical solution which

combines some of the qualities of laminated and toughened glass. With this combined solution, a level of

containment is combined with the possibility of providing emergency egress by ejecting the window.

Considering that the conclusions of the UK study and its position is not (yet) shared at a European level,




the TSI maintains the present state of the art and retains the current practice of using safety glass, leaving

the choice for toughened or laminated glass, or a mixture of both.

The TSI contains a specific case for rolling stock for Great Britain national use related to this topic.

Standards: there has been discussion on whether or not to include a reference to a glass standard, or

request the development of a standard at CEN. ERA holds the position that glass is not a railway specific

product/material. There are different standards used today to define the quality of glass. It is deemed

appropriate to entrust the Notified Body in judging the term „suitable standard‟ in this respect. Annex A

refers to a voluntary UN standard E-ECE 324 Regulation 43, which may be used (NSA ES emphasizes the

use of this standard should be mandatory). For this, also aerodynamic effects shall be taken into account

in accordance with clause 4.2.6.2.

CER contests ERA position that glass for side windows in railway vehicles is not specific. The combination

of mechanical characteristics to sustain pressure pulses of tunnels, continuous vibration, containment in

case of accidents, fire resistance, etc is regarded as specific for railway application. CER expects that

sufficient expertise and experience is available in the sector when mobilised through the appropriate

processes.

Comment: In the associated UIC 654-1 it was stated that „the inside and outside window panes of coaches

accepted for running in international traffic must be made of safety glass, as must the glass parts of inside

fitting such as mirrors.‟ And: „safety glass shall be understood to be toughened glass and laminated glass‟.

6.3 Track interaction and gauging

Kinematic gauge (reference contour as a common base)

Gauge defines, on the one hand, the space to be cleared and to maintain on infrastructure side in order to

allow rolling stock to run and, on the other, rules for calculation and verification intended for the

dimensioning of the rolling stock ensuring the compatibility between the rolling stock and the infrastructure.

The gauge is based on a reference contour normally determined for a flat, straight track of nominal gauge

and cant-free. From this reference contour the structure gauge for the infrastructure and the vehicle gauge

for the rolling stock are derived using a set of common rules.

The limit structure gauge is the clear space required by the infrastructure and is normally variable, as a

function of the local track situation. It depends on curvature, cant and track tolerances and is

corresponding to the displacements of a reference vehicle. The common reference contour is specified in

the CR INF TSI and is depending on the category of line.

The maximum (outer) vehicle dimensions are determined by performing a calculation of the reduction from

the reference contour.

Due to the complexity of this interface between infrastructure and rolling stock, it is necessary to specify

the reference contour and a common assessment method in the TSIs in order to ensure the technical

compatibility of TSI compliant subsystems. The standard prEN 15273 (under drafting process) describing

the different reference contours and the different assessment methods in detail is therefore referred to in

the TSIs. It has not been shown that the different methods described in the gauging standard are cross-




validated, i.e. it has not been ensured that a conflict would not occur when using different methods for

arriving in a structure gauge and the rolling stock gauge. Therefore the TSIs specify one method, the

kinematic method for assessing the gauge. This method should prove to be cost efficient (uncomplicated

method of arriving in the limitations) and optimised for the interface rolling stock / infrastructure.

Having established the method, the second step is to harmonise the available gauges. The CR INF TSI

WP has identified the kinematic gauges GA, GB and GC as target gauges for the different Categories of

Line. These are referred to in the CR RST TSI. The registering in the rolling stock register of intermediate

gauges must be further investigated as it must be recognised in prEN 15273-2 as a real intermediate

gauge; a notified body (NoBo) must be in a position to confirm that the verification made for the

intermediate gauge is valid for one of the TSI gauges as well.

When it comes to larger gauges than the target gauges as indicated in the CR INF TSI, it is allowed to

build infrastructure accommodating larger gauge rolling stock. For the rolling stock, the larger gauges must

be declared as a specific cases in the CR RST TSI on a national network basis or the applicant must enter

into a derogation process in order to be allowed to build non-interoperable rolling stock. Technical

compatibility between TSI compliant rolling stock and a line on an existing network may require further

checks, especially if that network has used other means/methods (absolute gauging, static, kinematic

method) for the gauging; these other methods cannot be made mandatory by the TSI because they are

relevant only for particular lines; this aspect has to be covered by additional checks required by a NSA to

verify the technical compatibility between a vehicle and the network concerned.

The standard quoted is in project status but is previewed to be published in 2010.

For rolling stock, the TSI defines a reference contour, from which are extrapolated maximum vehicle dimensions; further to discussions held in the WP with regards to specific cases, the following additional explanations are given: Bigger gauge:. Some networks are compatible with rolling stock which exceeds the limits of the biggest interoperable gauge GC as defined in clause 4.2.3. If these networks will allow to operate rolling stock with these bigger gauges, it is defined as a specific case. The CR INF TSI specifies a minimum gauge; therefore, networks with bigger gauges than GC are allowed. Smaller gauge:. Some networks require rolling stock to have a smaller gauge than the smallest interoperable gauge GA as defined in clause 4.2.3. The gauge limitations to this type of rolling stock are defined in the specific case and for rolling stock intended to operate on this/these network(s) it is mandatory to comply with the smaller gauge requirements. if new lines are planned to be built with smaller gauge than GA, the CR INF TSI shall allow that with a specific case. Intermediate gauge:. Some networks allow the use of rolling stock designed and build in accordance with a gauge of which the dimensions are in between two interoperable gauges. E.g. G2 in accordance with EN15273-2 is bigger than GA and GB, but smaller than GC. For this, G2 is an intermediate gauge, which complies to the limitations of interoperable gauge GC. A specific case for this example is not necessary, it is sufficient to include in the rolling stock register that the unit complies with interoperable gauge GC and in addition to gauge G2.

Axle load / load conditions




Rolling stock load conditions in the TSI are used for many different purposes, related mainly to rolling stock

design and the interface to infrastructure.

For design purposes, load conditions are specified which are referred to throughout the TSI. The load

conditions are, for example, used to define dimensioning criteria for structural strength of the carbody,

passive safety, running gear, traction and braking performance.

When it comes to the interface with infrastructure; the load carrying capacity of infrastructure gives the

limiting value of the axle load rolling stock must respect. This load must be the maximum load the bridge

will be subject to. It is in the way the bridges and structures are designed (EN 1991-2).

It is thus justified that the limiting values are found in the CR INF TSI.

In Annex E of CR INF TSI the limiting values used in the design of infrastructure is given as a combined

parameter speed/axle load with load models (axle spacing, unit length) according to EN 15528.

Now, the springing point has been the corresponding load condition for rolling stock. This issue was

discussed in interface meetings and was decided in a final meeting with representatives from sector

organisations with from both infrastructure and rolling stock side (see minutes “IU-IG-080903-Minutes 8th)

The conclusion of the meeting was that in order to optimise the use of the infrastructure an “operational

mass under maximum payload” for rolling stock shall be considered for the compatibility check between

infrastructure and rolling stock. This payload could very well differ depending on the intended service of the

rolling stock and would be up to the railway undertaking to operationally specify. And for this reason It

cannot be part of the TSI as the very same rolling stock could be used differently on any given line. This is

also supported by the OPE TSI clause 4.2.2.5 where it is stated that the railway undertaking is responsible

of the effective load of the rolling stock. The operational axle load limits are therefore not given in the CR

LOC&PAS TSI.

Regarding the categorisation of rolling stock according to EN 15528 it may be paired with the limits given

for each category of line as set out in Annex E of CR INF TSI using an expected operational maximum axle

load (e.g. maximum design load). This will allow the applicant (manufacturer or railway undertaking) to

evaluate on which lines the rolling stock may be used.

Thus only provisions are given in the TSI to prevent this load to be higher than the load condition the rolling

stock is designed towards; the “design mass in exceptional payload”.

An interface exists to operation and control, command and signalling for the minimum required axle load in

order to operate train detection systems properly.

En 15663 lays out a standardised way to arrive in the different defined load conditions; design and

operational masses and the details on how to take into account payload. However, certain choices are

allowed when arriving in a load condition, the choices made are required to be recorded in the technical

documentation.

EN 14363 quoted in the TSI gives a way to weight the rolling stock and which parameters need to be

recorded.

Axle bearing condition monitoring




The function of monitoring the axle box condition is in the scope of the CCS TSI. For rolling stock this can

be realized by an onboard fitted system, or by a trackside system monitoring a part of the axle box on the

rolling stock.

This function is considered as safety relevant by most of the NSAs, and therefore has been deemed

necessary to be covered by TSIs.

However, the trackside monitoring system is an open point in the CCS TSI and therefore only a target zone

is specified in the RST TSI corresponding to the area detailed in EN 15437-1 in order to at least conserve

the current situation and fix the rolling stock part of the interface, which is complex due to the coexistence

of different trackside systems along the TEN network.

The alarm trigger levels are an open point because the levels depend on the type of bearing (working

temperature) and also on the way it is monitored by the trackside system.

Onboard monitoring system is an open point. This will be solved once the standard EN 15437-2 is

published.

In a long term perspective, ERA considers that it would be of interest to evaluate the technical progress

made in the design and the maintenance of axle bearings, and its impact on faults during operation; if

defaults on axle bearings were detected during maintenance checks (i.e. by vibration measurements...)

before a blocking occurs, it would be a way to ensure safety, with a real benefit for the railway sector. This

could be a subject for a research program.

Dynamic behaviour

The TSI prescribes that the process as described in EN 14363 clause 5 is followed in order to verify the

running characteristics of rolling stock. Where actual on-track tests are necessary to be performed, it is

performed by test runs of a vehicle equipped with a special wheelset for measuring forces or by equipping

the rolling stock with accelerometers for simplified measurements. An alternative to measuring on two

different rail inclinations as required by EN 14363 has been specified in the TSI. The demonstration is

based on testing covering a range of contact conditions and limit criteria, deemed, by experts, to cover the

issue of testing on several rail inclinations.

Where software is utilized in the dynamic behavior function (i.e. active system on tilting trains), the safety

level to be considered for developing the software is an open point.

Limit values for running safety include the transverse track shifting forces, quotient of the transverse and

vertical forces of the wheel, the instability criterion and in addition the overturning criterion applicable to

tilting trains.

An alternative way to ensure safety of derailment, if the Y/Q quotient is exceeded in the initial evaluation,

has been added in the TSI as studies have shown that the modified evaluation method will still produce

derailment safe vehicles.

These two alternative assessment methods for testing only on one rail inclination and for Y/Q quotient are

foreseen to be included in the work on revising EN 14363.

The track loading limit values are the quasi-static guiding forces, the quasi-static vertical wheel force and

the maximum vertical wheel force. These are the main actions on the track, which has to withstand these




loads. The safety and track loading limit values are only evaluated when performing a full test with

instrumented wheelsets. The running safety in the simplified method is assessed using accelerometers.

The tests are detailed in EN 14363 and EN 15686 (expected to be published in 2010) which are referred to

in the TSI. However, the test conditions for the on-track tests may not always be met. Therefore the

general availability of the specified combination of speed, curvature and cant deficiency is not always

known and is an open point. It is foreseen that this problem will be addressed in the work to revise the EN

14363 standard.

The need for an agreed track quality for the testing has also been identified as an open point in the TSI. In

order to close this open point and to arrive at a specification of a “European” level of quality of the track,

experts on running dynamics have suggested that studies and research have to be launched.

Where an on-track test is necessary to be performed in order to verify the running characteristics of the

rolling stock, the track quality the tests are performed on has to be recorded in the test report. This

information is made available in the technical documentation so that when a NSA (member state) grants

the putting into service of the rolling stock on their network, they have to request to the concerned IM and

RU to consult the information in order to deduct if further checks are necessary or if the rolling stock is

compliant with the conditions which can be expected on the concerned network.

A specification of the necessary track geometric quality parameters to be recorded has not been agreed

with the experts. The proposal is therefore to mandate in the TSI that a consistent set of parameters is

recorded, together with the known track geometric quality information, in the test report. The standard EN

13848-1 shall be used for this purpose.

The track geometric quality issue is relating to the difficulties to cross-accept tests done on one network to

another as no vehicle dynamic related track geometrical quality description method exists to relate one

network with another from a vehicle dynamic point of view. ERA position is that the TSI should be more

directing in this aspect in order to contribute in the knowledge of the actual network and to assist

infrastructure managers in the evaluation of their network. It is to be noted that the HS RST TSI already

requires a record of the track quality. The issue of track quality should be considered in a more pragmatic

way reflecting how it is managed today, the current railway system being safe from this running dynamic

point of view. ERA understands that experts have a more technical view and wish to make sure that the

track reference for test will include a representative distribution of track irregularities.

Concerning the return of experience on this issue, it is to be noted that under the RIV/RIC regime, wagons

and coaches, which are validated only once concerning running dynamics, are operated on the European

railway network with a safety level considered as acceptable.

Track loading limit value: quasi static guiding force

The TSI defines a criteria based on the latest outcome from experts (UIC working group), who have

performed an extensive work on this issue; this criteria is expressed in a more accurate and adequate way

than in previous normative documents.

The Infrastructure WP has confirmed that this criteria is necessary with regards to the track resistance; the

current state of the art is to check the quasi static guiding force on rolling stock during dynamic behaviour

tests.

Anyway, UNIFE has reported that recent locomotives which are currently operated in EU without any

problem reported exceed this criteria; therefore, investigations are still needed on this issue.




In the meantime, ERA suggests including the improved criteria in the TSI, together with a methodology to

be followed in case this criteria is exceeded.

Regarding high axle load tracks and RST, it has to be mentionned that the track loading limit values

specified in EN 14363:2005 and in the TSI are applicable for axle loads in the range of those mentioned in

the clause 4.2.2 of the CR INF TSI; for track designed for higher axle loads, harmonized track loading

limits values are not defined; therefore, the track loading limit values have to be agreed locally.

Should there be a need for future harmonisation this will have to be considered in the revision of both CR

INF TSI and CR LOC&PAS TSI.

Equivalent conicity

The wheel rail interface is fundamental for the running safety of a rail vehicle. The dynamic behaviour,

especially the stability and the wheel rail forces, are driven by the equivalent conicity which depends on

wheel and rail profiles as well as on the track gauge, the distance between the flange datum points and the

rail inclination.

Border crossing interoperable trains will have to deal with a greater variety of wheel-rail contact conditions

than nationally operated rolling stock.

Design values are specified for the interface equivalent conicity of both wheel profile and track parameters,

but the behaviour of this interface changes during the lifetime due to wear of wheel and rail profiles. So it

has to be controlled by adequate maintenance measures on both infrastructure and rolling stock.

The experts have outlined a methodology to enable the assessment of in-service conicity for the rail and

wheelset independently, but this requires that the networks are mapped in a research project.

ERA view is that due to the great variety of wheel-rail contact conditions, it is not possible and even not

necessary to specify separately target in-service values of the wheelset conicity and of the track conicity

applicable on the whole TEN network; therefore they are open points in both INF and RST TSIs and

maintenance criteria for rolling stock and track has to be defined for each particular operation of a rolling

stock on a given path.

An economic evaluation questionnaire has been launched to support the closure of the open points defined

in CR INF and RST TSIs.

The following guidelines are given on one possible way to handle the open point “in-service values”:

The maintenance plan shall set out the railway undertaking‟s procedures for maintaining wheelsets and

wheel profiles. The procedures shall take account of the conicity ranges for which the vehicle is certified

(see § 4.2.3.4.3 of the draft TSI).

Wheelsets shall be maintained to ensure (directly or indirectly) that the wheelset conicity remains within

the approved limits for the vehicle when the wheelset is modelled passing over the representative sample

of track test conditions (simulated by calculation) specified in table 3 of the TSI and table 1 below.

Maximum vehicle operating

speed (km/h)

Test conditions

(see Table 3)

Equivalent conicity limit

values

<50 N/A N/A




Maximum vehicle operating

speed (km/h)

Test conditions

(see Table 3)

Equivalent conicity limit

values

>50 and ≤100 All Open point



≥190 See High Speed TSI See High Speed TSI

Table 3 Simulated track test conditions for in service values of wheelset conicity

For a novel bogie / vehicle design, or for operation of a known vehicle on a route with relevant different

characteristics, then the development of wear of a wheel profile, and therefore the change in wheelset

conicity, is usually not known. For this situation a provisional maintenance plan shall be proposed. The

validity of the plan shall be confirmed following monitoring of the wheel profile and equivalent conicity in

service. The monitoring shall consider a representative number of wheelsets and shall take into account

the variation between wheelsets in different positions in the vehicle and between different vehicle types in

the trainset.

If ride instability is reported, the railway undertaking shall model the measured wheel profiles and distances

between active faces of the wheels (Dimension SR in Annex M) over the representative sample of track

test conditions specified in Table qqq and Table yyy to check for compliance with the maximum equivalent

conicity at which the vehicle is designed and certified to be stable.

If the wheelsets comply with the maximum equivalent conicity at which the vehicle is designed and certified

to be stable, the Conventional Rail Infrastructure TSI 200x requires the infrastructure manager to check the

track for compliance with the requirements set out in the Conventional Rail Infrastructure TSI 200x.

If both vehicle and track comply with the requirements of the relevant TSIs, a joint investigation by the

railway undertaking and the infrastructure manager shall be undertaken to determine the reason for the

instability.

Running gear

The mechanical strength of bogie frames has been considered of safety relevance. It is requested to

demonstrate that no catastrophic rupture, permanent deformation or fatigue cracks occur under the loads

and assumptions as given by EN 13749:2005 occur. The methods to be used for this demonstration shall

be based on any combination of calculations, static, fatigue and/or on-track tests depending on if is a new

design or further developed, slightly changed bogie frame that is being investigated. It must be possible to,

for a slightly modified bogie frame, provide less proof.

There exists a set of CEN developed standard defining the running gear in a consistent way: EN 13260

and EN 13261 for wheelsets, EN 13262 and EN 13715 for wheels, EN 13103 and EN 13104 for axles, EN

12080, EN 12081 and EN 12082 axle bearings and axle boxes.

For compatibility with infrastructure geometric characteristics of wheelsets and wheels are specified. Some

in-service values are specified in the TSI in order to contain dynamic forces exerted on the track by out-of

shape wheels.




The wheel has been identified as an interoperability constituent. Compliancy to the TSI requirements is

deemed to be met by compliancy with the referred clauses of EN 13797-1. The standard defines the load,

the load cases, the methods for calculation and assessment of the stress. In addition to the mechanical

aspects, the thermo mechanical aspects for wheels intended for block brake applications are defined; a

test methodology including a specification of defining brake power together with pass/fail criteria for the

evaluation of the test. The IC wheel is defined by its size (wheel diameter), maximum force, maximum

design speed and maximum braking energy (if block braked). These criteria most be considered when

choosing the proper wheel for the intended service of the rolling stock. Especially braking energy capability

of block braked wheels has to be considered when choosing the proper wheel as it must be designed to

withstand a minimum of two consecutive emergency brake applications.

Hardness of wheels are not specified due to the fact that the CR INF TSI does not consider it relevant for

interoperability and a value only for rolling stock does not bring any added value.

It has been pointed out by UNIFE (and ERWA) that wheels, being safety critical components, shall be

checked according to the product standard EN13262; after a common review of this standard, it has been

identified that this standards is a means for manufacturers to ensure that the produced wheels meet

mechanical characteristics evaluated at the design phase by application of EN1379-1. This aspect is

covered by the assessment modules and by the quality management system of the manufacturer.

Nevertheless, ERA has included the following requirement: “At the production phase, it shall be verified

that there is no defects that may compromise the mechanic characteristics of the wheels”; the application

guide will mention that the application of EN 13262 gives presumption of conformity to the requirement

above.

The same approach has been followed for axles and the product standard EN 13261.

The link to CCS TSI is covered by two aspects: detectability of the train by train detection systems and axle

bearing condition monitoring. The annex A appendix 1 (AAA1) of the CCS TSI will remain in the CCS TSI,

but it will be written as a specification of target system(s) for train detection system(s) (track circuits, axle

counters, loop equipment). Not all characteristics are necessary to be met for the safe operation of a rolling

stock on a line equipped with a particular train detection system. Therefore it is only requested to record

the rolling stock characteristics that are relevant for compatibility with train detection systems in the RST

register.

All references to CCS TSI are found in a collective reference which includes not only the above mentioned

aspects but also issues like sanding for example.

Regarding variable gauge wheelsets, they are coved by the TSI only for safety aspects related to the

locking system of the axle in the relevant position; the objective is to have these wheelsets accepted in all

MSs. The assessment methodology used in Spain is based on a safety analysis; it has been decided to

issue a request for standard to CEN, in order to have available an harmonised assessment methodology;

in the meantime, this is an open point in the CR LOC&PAS TSI.

The issue of limiting wheel load with wheel diameter, Q/D, in order to control (or limit) punctual stress of the

rails has been raised in the working party.

ERA answers that there is no direct link to a requirement in the CR INF TSI and no direct link to essential

requirement / safety; therefore, ERA prefers not to include such requirements.




Sanding

The TSI does not impose sanding equipment for conventional rail rolling stock as it depends on design

choices (adhesion solicitation).

Some member state(s) (Austria) claim that the specific slippery track conditions would make it impossible

to accelerate a train from standstill on the ramps of Alpine lines; they report that all locomotives and

traction units used on their network are equipped with sanding devices today; the only alternative would be

a reduction of train load with a strong negative cost benefit to be expected (according to NSA Austria); as it

is a link to operation in difficult environmental conditions Austria has asked a specific case to equip certain

rolling stock with sanding equipment..

Flange lubrication

Flange lubrication equipment for conventional rail rolling stock is not considered as a mandatory feature of

rolling stock as it may be considered that RST can be operated without rail or flange lubrication; it is not

obvious to find a link to any of the essential requirements of the interoperability directive.

However, benefits are expected from the rail or flange lubrication (wear, noise...).

In case of lubrication required, 2 systems are in use: track side system, located on relevant parts of the

track (curves...), or on-board system, that are subject to requirement and limitations concerning the

amount of lubricant (could depend on the number of trains operated...); the choice of one of these systems

depends today on a combination of economic factors (topology of the network, number of trains ...) and is

let at the decision of Infrastructure Managers. IMs may wish to control when and where to lubricate,

avoiding to lubricate in environmentally sensitive areas, avoiding excessive lubrication etc.

Considering this situation, EIM has suggested to add a RST TSI requirement concerning provision to

accommodate a flange lubrication system. Considering that such a requirement would be difficult to define,

specify and assess, ERA position is that this issue should be regulated in future by the economic benefits

of both IMs and RUs and not by a TSI requirement.

France has agreed to the long term view presented by ERA, but has nevertheless required a specific case

(not included in the CR LOC&PAS TSI rev 4.0), that allows the Infrastructure Manager to require that RST

effectively lubricate the rail, as a transition measure from the current situation to the long term view

described above.

6.4 Braking Main functional requirements:

Requirements ensuring a safe functioning of the brake system are defined, such as automaticity,

continuity, emergency control mode. They are of common practice today within EU.

Safety requirements:

Braking is a safety relevant function, and it is judged necessary to define safety requirements at RST level

concerning the braking performance, as many components contribute to it; these requirements cover only

design aspects of the RST, and are the contribution of the RST to the global safety level of the Railway




system concerning the braking function.

In addition to the characteristics of the components themselves, the demonstration of compliance to a

certain safety level has to take into account their integration in the rolling stock, the possibility of on-board

test and diagnostic (in order to detect possible failures), and the maintenance requirements (in order to

detect and/or to remedy against possible failures); the two last aspects have to be described in the

documentation required by the TSI in clause 4.2.12. All these aspects have to be dealt with by the

Applicant (together with the manufacturer) in order to ensure the required safety level.

This approach should also be of interest to clarify the issue of “safety margins” on braking performance at

operational level, as it gives the level of confidence of the RST braking performance.

Proposals were made by CER for the preliminary draft TSI, corresponding to the current “state of the art” for braking systems; therefore, they ensure at least to keep the current safety level. The Tolerable Hazard Rate specified for absence of deceleration when activating the emergency brake (10 -9 per operating hour) is consistent with conclusions from the WP in charge of drafting the Common Safety

Methods (hazard having the potential to lead to a catastrophic situation). They have been accepted by the WP, except by UNIFE who informed the Agency about their reserves in October 2008; later on, CER also informed the Agency about their reserves on the conformity assessment and on the role of the NoBo in case of use of “code of practice” or “reference system”. They consider that safety requirements expressed as “Tolerable Hazard Rate” should not be specified in TSIs before the revision of the standard EN 50126:1999 is completed. In order to progress on this issue, 2 meetings with braking and safety experts from CER and UNIFE have been organised. Further to these meetings, the requirements have been slightly modifies, and the Agency has suggested that the process described in the recommendation from the Agency on “common safety methods” is mentioned for the conformity assessment. The following text is suggested to be included in the application guide: The safety requirements specified in the CR LOC&PAS TSI are recognised as reflecting the state of the art of braking systems for railways; the complete and permanent loss of the bake force is a risk to be considered with the highest severity, as already practiced. The work which has been done in the standardisation groups in the last years is based on a risk approach, which is the only possible methodology for new systems. Several NSAs have already included the corresponding requirements in their national rules for several years, and the standard EN 50126 published 10 years ago provide a methodology for safety studies. Other NSAs relay on a judgment from experts. Therefore, a return of experience is available; some elements of the braking system which are widely used may be considered as „reference system‟, and some standards as „code of practice‟ within the limit of their scope. The current national rules may be considered as code of practice (provided that they satisfy the requirements of the CSM). note: as example, the French national rules describe codes of practice deemed to be compliant with safety requirements (as expressed in the TSI). The methodology to be used in order to demonstrate the compliance to the safety requirements expressed in the TSI shall be the following: - perform a safety analysis at the highest level of the system, with the use of adequate tools such as fault tree analysis, FMECA, in order to identify critical parts or components of the system. - identify the parts or components of the system for which the notion of „reference system‟ or „code of practice‟ is adequate to justify their reliability and safety performance. - demonstrate for other parts or components of the system (if any) that their reliability and safety performance allows the fulfillment of the TSI requirement: these parts or components shall not constitute “weak points” in the system.




It is likely that most of the new rolling stock will continue to be fitted with braking systems based on the UIC technology; nevertheless, the integration of these brake systems may require some changes in the way they are controlled and commanded; this aspect has to be evaluated carefully not to hinder the safety performance of the complete brake system. The standard EN 50126 will be mentioned in the application guide, so that its new revision may be used as soon as published. Concerns from Germany were also mentionned (EBA/ERA meeting of the 30/10/2009) on the need to have

clarified the role, the competency and responsibilities of the assessment bodies (and more particularly the

Notified Body) when assessing the THR allocated to the functional failure mode “total loss of emergency

brakes”.

The development of the role and responsibilities of assessment bodies is currently addressed by the safety

unit of the ERA. This development will define, among others, the necessary criteria (e.g. competencies) to

perform independent safety assessments and will also define a recognition/accreditation scheme for

Independent Safety Assessor (ISA).

NoBo and ISA are already required either by the Interoperability Directive or by EN standards (EN5012x

family) and are already performing similar independent safety assessments (refer to THR of the CCS TSI);

regarding Nobos, they are notified and recognized at the EU level according to the Interoperability

Directive.

Therefore, ERA view is that the current arrangements allow the assessment of safety requirements; the

ongoing development on role and responsibilities of assessment bodies will improve and ease the

processes, but is not seen as a prerequisite to the entry into application of TSIs. This entry into application

will bring a valuable return of experience that is anyway needed to monitor, develop and improve the

processes.Type of brake system:

The type of brake system is not specified, except for units assessed without reference to any specific

formation (general operation).

For these units, the brake system shall be compatible with the UIC brake system, to facilitate the train

composition at operational level; this corresponds to a common practice today within EU. The conformity

assessment will be made on the basis of voluntary standards specifying this braking system.

Brake command:

Requirement on the design of brake commands for the emergency, service and parking brake command

are specified.

Concerning the emergency brake command, the specified requirements contribute to the safe functioning

of the brake system.

Braking performance:

The TSI specifies the method to evaluate the braking performance by calculation, and to verify it by a test,

in order to have them recognised within EU. To that end, EN standards are referred to as mandatory; these

standards and under development by CEN.

The braking performance is then recorded in the technical documentation and in the RST register.

Concerning the interface with other sub-systems: Infrastructure, CCS and operation, it seems not possible

to specify a minimum braking performance level relevant for the whole CR TEN network and for all RST;

this approach is consistent with the CCS TSI § 4.3.2.3, which refers to national rules for class B CCS




systems, and with the OPE TSI § 4.2.2.6.

It means that it has to be checked when a RST is to be operated on a given line that its braking

performance is adequate; this is a common practice today.

EN standards are available defining vehicle and train categories, and specifying a minimum braking

performance for each category. The main interest identified is to facilitate the train composition at

operational level; therefore, this subject has also been addressed in the WP in charge of revising the OPE

TSI; it has been agreed that these standards should remain of voluntary application.

Parking braking performance:

The TSI specifies the method to evaluate the parking braking performance by calculation in order to have

them recognised within EU. To that end, EN standards are referred to as mandatory; these standards and

under development by CEN.

The braking performance is then recorded in the technical documentation and in the RST register.

Concerning the interface with other sub-systems: Infrastructure and operation, a gradient is specified,

which is the maximum one specified in the CR INF TSI, but further means (than the parking brake) of

securing the train (scotches) are allowed.

Brake energy capacity:

Verification necessary to ensure that the brake energy capacity is adequate is specified.

Concerning the interface with other sub-systems: Infrastructure and operation, it is not justified for

economic reasons to specify a unique performance level relevant for the whole CR TEN network and for all

RST. A reference case is indicated for speed control in a slope (line gradient and length) corresponding to

worst conditions (i.e. Alpine conditions); if a RST is not compatible with this reference case, the actual RST

performance has to be recorded in the RST register.

Wheel-rail adhesion:

The wheel- rail adhesion coefficient shall not be assumed higher than the specified ones in the TSI, to

ensure that the RST can be operated properly without unexpected risks in relation to the wheel-rail contact,

which is an interface characteristic inherent to the Railway system.

Wheel slide protection system:

It is specified conditions for which the RST shall be equipped with a wheel slide protection system, in

relation with the level of wheel-rail adhesion solicitation.

When a WSP is used, the WSP system has to be designed according to EN standards, and its efficiency

has to be checked by a test of the braking performance of the RST in low adhesion condition.

Braking system linked to traction, and braking system independent of adhesion conditions:

If the braking systems linked to traction are considered in the emergency braking performance, they shall

comply with the safety requirements specified for the emergency brake.

Magnetic track brake:

The requirements to be specified concern the interface to the track (infrastructure).

A CEN working group is currently drafting a standard.




Conditions for use of magnetic track brake to be specified, in accordance with the CR INF WP, are the

mechanical dimensions shape of the end magnet.

Eddy current track brake:

Requirements to be met by Eddy current track brakes are an open point, due to the fact that the interface

requirements with the CCS sub-system and the Infrastructure sub-systems are not defined. See also draft

CR INF TSI, clause 4.2.7.2 (conditions for use of braking systems which dissipate kinetic energy through

heating the rail).

A wider return of experience is needed in order to specify these requirements.

Brake system state and fault indication:

Necessary information for operation, including those necessary to identify degraded modes of the braking

system, shall be made available to the driver; it shall be possible to verify the state of the brake system

during operation.

Where a centralised control system allowing the train staff to perform all checks from one location (i.e.

inside the driver‟s cab) is provided, the safety level required for this control system is an open point. The

closure of this open point will need a global safety analysis, including brake tests.

Brake requirement for rescue purpose:

The main requirement expressed is that It shall be possible to release all brakes whatever is the train

status in order to tow it.

Additionally, it is suggested that the brake system of the rescued train shall be partly functional when

rescued by a locomotive or train equipped with a UIC type (or compatible) brake system, at least for trains

with a weight higher than a certain limit. This requirement aims at making easier rescue operation.

6.5 Passenger related items General

As mentioned in § 3.4 of this report, requirements concerning passengers which are already defined in the

PRM and SRT TSIs apply to the RST in the scope of the CR LOC&PAS TSI subject of this report; they are

not repeated in the latter TSI except as an information for the convenience of the user where it is deemed

appropriate.

Sanitary system

It is not mandatory to provide sanitary equipment in trains. The provisions in this section apply to sanitary

systems provided for use by passengers and to those provided for use by staff, incl. onboard locomotives,

if they are fitted into the rolling stock.

PRM TSI contains requirements regarding the layout and functionalities of sanitary systems.

Unlike what is specified in the HS RST TSI, for CR RST it is not mandatory for the toilet systems to be of a

retention type. It is deemed suitable by the WP to allow the use of innovative techniques, such as

bioreactor systems, which ensure the effluent to be of a certain quality which is not detrimental to health or




environment. These systems are in use with different RUs and require less servicing than retention type

toilets (e.g. one service every 2 to 3 months instead of every 2 to 3 days).

The TSI specifies requirements to ensure that effluents from sanitary systems are harmless to the

environment and do not induce risk for the health of trackside workers and passengers waiting on

platforms.

The following sources of release are identified: toilets, washing, and restaurant/bar facilities.

The toilets shall either:

1/ be sealed and equipped with a retention system or

2/ include filtration systems that only permit the release of treated water.

The maximum concentrations of certain gases (mainly methane) emitted from bioreactors is not

considered as an issue by the experts.

The bacterial content of water discharged from sanitary systems shall not at any time exceed the bacterial

content level specified In the TSI. Also the treatment system itself shall not add dangerous substances to

the ejected liquids.

When authorised in a first Member state, measures taken to ensure conformity to 4.2.5.1 requirements

and, are deemed to be recognised for the authorisation process of this vehicle in other Member states.

These requirements are deemed to be fulfilled by toilet systems for which the conformity with above

requirements has been demonstrated during the conformity assessment (type test) and for which

measures are implemented to prevent the discharge of water in case of malfunction of the treatment

system.

If a water tap is provided inside the train for use by passengers or staff, this does not have to supply water

of drinking quality. In this case it is mandatory to indicate by clear marking, that the water is not drinkable.

The water that is supplied from the infrastructure side equipment to the train (when refilling the water

tanks) shall however be of drinking quality. The latter is required by the CR INF TSI.

Public address system

The requirements in the TSI are based on those in the HS RST TSI. The requirements for the autonomy

on battery power has been modified compared to the HS RST TSI, in order to reflect the state of the art

and to prevent over dimensioning of batteries.

Communication devices for passengers

There are two distinct communication facilities for passengers to contact train staff.

The first device is described in PRM TSI, is referred to there as the “Alarm device” and is a mandatory

“call for aid device” to be installed in places where wheelchair users are likely to be located, e.g. wheelchair

spaces and wheelchair accessible toilets. All provisions related to this device are in the PRM TSI.

The LOC&PAS TSI additionally imposes the fitting of a call for aid device in units or parts of units designed

to operate without onboard staff (e.g. driver-only operation).




The second device is the “passenger alarm” which is to be used in case of an emergency (see below).

Passenger alarm

This device is a replacement for the traditional emergency brake handle. In SRT TSI (by reference to HS

RTS TSI clause 4.2.5.3) the location of passenger alarm and the immediate initiation of braking are

specified.

To take into account recent developments which occurred in this respect, and in particular the work done

by UIC, the WP felt the need for an alternative, equally allowed, solution to the one specified in SRT/HS

RST TSI. The alternative solution, in which triggering the passenger alarm by a passenger does not initiate

braking, is specified according to the developments of UIC code leaflet 541-6 revision. Accordingly, the

SRT TSI will have to be amended to allow for this solution, or a technical opinion should be issued to allow

the alternative solution.

Given the input from the WP and the standardisation work carried out recently, it is clear that in most

situations it is not appropriate for passengers to take direct control over the braking of the train. One of the

major reasons is the clear awareness that a train in an emergency situation should only be stopped at a

place which is appropriate to the situation. The worst case scenario in this respect is a burning train being

stopped in a tunnel. One of the main philosophies behind the SRT TSI is to prevent this scenario.

However, in some particular cases, it is appropriate for passengers to be able to stop the train. The most

obvious scenario is during the station departure process, when a person outside the train is put in direct

danger due to the movement of the train (trapped in a door or thrown into the gap between the train and

the platform, etc.). In this case, triggering the alarm shall directly apply the brake and bring the train to a

stop. This scenario is covered by the TSI.

Safety aspects are described in the TSI; in particular, a control system shall permanently monitor the ability of the passenger alarm system to convey the signal. In case this control system is not implemented, the safety level of the function shall be demonstrated to be compliant with the required safety level; the value of the required safety level is an open point.

Forming a train with TSI compliant and non-TSI compliant coaches:

The minimum level of the current RIC (being a significant fleet of non-TSI compliant coaches) requires, at

its minimum level, the opening of the brake valve on the vehicle where the emergency brake is operated.

The SRT TSI requires the alarm signal to be conveyed to the driver who shall be allowed to override the

initiation of braking which means to trigger the application of the brake from the driver‟s cab brake control.

Therefore RIC coaches compliant to the minimum level of requirements and TSI compliant coaches

integrated in a train together with RIC coaches in accordance with the minimum requirements, may not

have all functions available.

It is not mandatory for TSI compliant coaches to be compatible with RIC coaches. Additional features to

operate a train composed of TSI compliant coaches and non-TSI compliant coaches may be needed.

Exterior doors

Requirements regarding doors have been thoroughly discussed in the WP. It needs to be taken into

account that different requirements regarding doors are laid down in the PRM TSI (which defines

ergonomic aspects of the use of doors and door controls) and the SRT TSI (which defines emergency

opening of doors).




The departure process, of which door closing is a crucial component, is considered to be one of the most

safety critical passenger involved processes in train operations.

The basis of the requirements in this TSI for passenger doors is that the train will not depart before all

doors are closed and the doors do not open before the train is at a standstill, except in emergency

situations.

In this instance, a train at standstill is defined by: speed decreasing to 3km/h or less, (which is different

from the 5 km/h indicated in the EN14752 as the threshold under which doors are enabled for use by

passengers). This value has been chosen by the WP as embracing most of the current national

requirements for all types of operation, incl. suburban traffic.

As a technical solution to meet the requirement above, a door/traction interlock is a state-of-the-art system,

and is referred to in the OPE TSI. It minimizes the risk that Rolling Stock can depart when not all the doors

are closed. Most newly built Rolling Stock is equipped with traction interlock and some Member States

already require it as a mandatory feature for all new RST.

It was decided to include the degraded mode „door locked out of service‟ in the TSI. It is shown in practice

that the reason for locking a door out of service is often a failure in the doors-closed proving system. In this

case, the status of a certain door cannot be detected and thus the traction interlock does not allow the train

to depart. Locking this door out of service isolates the door from the doors-closed proving system and the

train can continue its operation.

Door locked “out of service”: Once a door is locked out of service it cannot be opened in an emergency.

The reason for this is that the door is by-passed from the doors-closed proving system. Should the door be

capable of being opened in an emergency, this would not be indicated to the driver anymore, which is

considered to induce a greater risk. The rolling stock register shall indicate maximum number of doors that

may be out of service simultaneously, taking into account the minimum emergency escape requirements.

CER: questions the necessity for all doors to be equipped with exterior emergency opening devices.

NSA UK questioned whether requirements for the minimum height of exterior passenger doors on rolling

stock should be introduced into the TSI. ERA considers this parameter to be covered by the PRM TSI,

where it is stated that from the vehicle entrance the minimum clearway width through the vehicle shall be

450 mm from floor level to a height of 1 000 mm and 550 mm from a height of 1 000 mm to 1 950 mm.

Door system construction: The strength requirements to doors and handrails are deemed to be fulfilled by

conformity to the mechanical strength provisions in EN 14752.

The control of external passenger access doors is a safety related function; the functional requirements expressed in the TSI are necessary to ensure the safety level required; the safety level required for the information “all doors not locked” and for the “door release” control system is an open point.

Inter-unit doors

Functional and technical requirements regarding inter-unit doors are also included in PRM TSI.

Internal air quality

It is not mandatory from a TSI perspective to meet specific temperature requirements in the passenger

accessible areas. The only HVAC related subject that is considered to be safety relevant is the carbon




dioxide (CO2) level in order not to jeopardize the health of passengers and staff. The CO2 level is set to

5000ppm for normal operating conditions, which is established as a suitable value by experts, supported by

literature. This allows the (future) use of systems with active carbon dioxide concentration control. Such

systems can reduce the volume of fresh air in periods of low passenger occupation and will increase the

fresh air intake at times of high occupation. These systems can be made much more energy efficient than

traditional systems, especially for rolling stock which has large deviations in occupation during the day.

In order to facilitate the assessment of conformity for systems with a set air flow volume, the TSI includes

assumable levels of CO2 for outside air and emission of CO2 per passenger. In this approach the

assessment is independent from operating conditions and assessment can be performed on subsystem

level, taking into account a presumed passenger number. By taking the number of passengers, derived

from the loading condition „design mass under normal payload‟ and multiplying it by the CO2 emission per

passenger, the CO2 load can be calculated. Form these values, the maximum fresh air volume can be

calculated. This results in a minimum fresh air intake in the range of 3,5m3/hr per passenger.

NSA Greece explained that currently there are problems with diesel powered units in which part of the

exhaust gasses are introduced into the passenger area. NSA Greece suggested to include limits for the

concentration of CO, NO, NO2, UHC(Unburned Hydrocarbons) as well as soot. It is recognised that there

are more parameters than only CO2 to specify air quality; however it is not deemed appropriate by the

Agency to include these in the TSI since these concentrations depend mainly on the environment in which

the rolling stock is operating. It is not an interoperability issue.

The relative locations of exhaust of diesel engine and air intakes for renewal of air in the passenger areas

shall be considered at the design stage to ovoid the issue mentioned, but when the train composition is not

known, it may be not possible for a NoBO to assess this point; in any case, the railway undertaking should

consider this issue at operational level for the comfort of its customers.

The requirements will also be assessable for a conventional system with a set fresh air volume intake. If

the values as specified in EN 13129-1 are respected, these are deemed to fulfil the requirements on

minimum fresh air flow. For information; the fresh air flow volumes required by EN 13129-1 are between 10

and 20 m3/h/seat, depending on the outside temperature (20m3/h/seat for all temperatures between -5°C

and +26°C).

The requirement on emergency ventilation can be met by providing ventilation power through the vehicle

batteries. Alternatively it can be met by provision of passive facilities such as openable windows or flaps

(providing external air into the train). Since the airflow though such passive devices will vary with ambient

conditions, and therefore cannot be directly assessed, operational rules must be specified for the effective

use of such facilities.

Body side windows

When windows are designed to be opened by passengers, the size of the aperture shall not allow the

ingress of dangerous objects thrown from the trackside.

6.6 Environmental conditions and aerodynamic effects Environmental conditions

Environmental conditions specified in the TSI are limited to physical, chemical or biological conditions

external to the rolling stock to which it is subject to at a certain time. These conditions shall be taken into




account in the design of the rolling stock, and the TSI define a nominal range for these conditions covering

most parts of Europe.

However, a few MSs have concerns because they meet more severe conditions in some periods of the

year; to cover that, severe ranges are specified for the parameters temperature (both low and high

temperatures) and snow, ice and hail. The severe ranges of temperature, T2 (-40°C to +35°C) and T3 (-

25°C to +45°C), reflect the differing climate found throughout Europe.

The design and the assessment of a rolling stock can consider one of the severe conditions or

combinations of several severe conditions. If this choice is made by the applicant, all requirements of the

TSI shall be met for that severe condition; in that case, provisions in design and/or in testing are to be

identified (in the technical documentation) and demonstrated by the applicant.

In order to give guidelines to manufacturers and RUs, a request for standard supporting the TSI on the

verification of functions subject to severe conditions has been submitted to the standardisation bodies. A

CEN organised workshop “Brainstorming workshop – Environmental conditions for the technical

specification for rail interoperability” confirmed the need of the stakeholders of such a standard which

would have a larger scope than what is requested from an interoperability point of view.

It is a well known fact that the environmental conditions change with the seasons; therefore, it is not

mandatory for rolling stock to be designed according to severe conditions to be allowed to operate. Rolling

stock not designed for the severe conditions should be allowed for operation under restrictions and under

particular operating rules as determined by the concerned RU, IM and NSA when placing the rolling stock

into service in a specific member state and by the process of SMS (safety management systems) for RUs

and IMs.

Aerodynamic effects

The passing of a train causes an unsteady flow field with varying pressures and flow velocities. These

pressure and flow velocity transients have an effect on persons, objects and buildings at the track side and

trains on adjacent track.

So for the safety of passengers dwelling on platforms and for workers trackside the TSI specifies certain

limit values to be met by the rolling stock. It shall be reminded however that there are many measures

implemented throughout the different networks to limit the effects:

a line on the platform indicating a “safe” distance to be kept from the edge of the platform,

announcements over the public address system when trains are passing next to the platform,

speed restrictions through stations and at work areas etc.

The limit value for rolling stock is basically implemented as a mean for risk aversion in order not to

introduce new risk to the system, i.e. new operational concepts such as new train compositions, lighter

rolling stock with higher centre of gravity etc.

There is an effect on passing rolling stock as well, the buffeting of loose doors and windows. This

aerodynamic load imposed on the crossing train shall be limited as these loads needs to be known for

rolling stock design, i.e. no rolling stock may cause a higher value than the specified one and in addition

the value itself is an input in the design of rolling stock and shall be taken as the aerodynamic loading

component of the total load to be taken into account in the design of the carbody structure. For this effect




the interface to infrastructure is the track centre distance. This distance is not specified in the CR INF TSI

and has been assumed in the CR RST TSI to be at least 4.0 m. Due to the fact that the track centre

distance is not specified in the CR INF TSI, infrastructure managers have to give certain restrictions to the

rolling stock if the tracks are closer together at specific locations when the interoperable rolling stock will be

granted track access to a certain line.

The standard EN 14067-4 is referred to for the assessment of slipstream effects and the head pressure

pulse tests.

Open points defined in the TSI for aerodynamic effects are:

Assessment of a single unit for the slipstream effects

Maximum allowed pressure variations in tunnels

Cross wind

The assessment of a single unit for use in general operation, i.e. the train formation is not defined, could

not be agreed among the experts of aerodynamics. First of all train length is one of the key drivers for the

slipstream effects and thus the testing and assessment of e.g. a single coach will not give any reliable test

values and secondly, the effect on the single unit of a possible reference train formation could not be

known. The experts suggested that further studies were undertaken in order to solve this open point,

preferably within the Aerotrain project.

When it comes to the maximum allowed pressure variations in tunnels a reference case could not be

agreed for the conventional rail network. The CR INF TSI does not specify any target value of the main

influencing parameter for these effects, the tunnel diameter. Thus a specification governing the compliance

of rolling stock for TSI compliant subsystems is not possible to establish. The wide variety of solutions

present for the existing network (tunnel diameters, allowed speed, track centre distances in tunnels etc)

makes it a difficult task to specify a reference case. It was found better that national rules would apply as

the local conditions are not known across the complete border today.

An economic questionnaire was launched in order to support and justify some of the choices made in the

TSI.

Especially the open point on crosswind needs justification in order to be kept as an open point in the TSI,

which is not obvious for the time being. ERA view is that harmonised rules shall be defined for the design

of the RST (i.e. wind speed to be considered); in case more severe conditions are met in certain area

operational measures or measures on the infrastructure may be implemented.

Electromagnetic compatibility

The EMC directive is based on the new approach principle to technical harmonization, i.e. the design and

the manufacture of equipment is subject to regulative mandatory essential requirements interpreted by

harmonised European standards; standards which are voluntary to utilise.

The main objective of the directive is to regulate the compatibility of equipment regarding EMC in order to

achieve free movement of electrical and electronic apparatus. However, the directive does not deal with

safety aspects.

The standards developed under this directive are not explicitly mentioned in the law, thus when new

standards are developed or are revised there are provisions on how to phase out old versions and phase in

the new version of the standard.




The Interoperability directive has as objective the free circulation of rolling stock in all Member States

taking into account safety, reliability and availability, health, environmental protection and technical

compatibility. The scope is split into subsystems, which can be functional or structural. Technical

Specifications for Interoperability (TSI) are developed for each subsystem, interpreting the directive into

technical requirements.

Interaction of the two directives

The EMC directive has laid down the fundamental requirements of emissions of EMC. Other directives may

add more restrictive measures for their own internal purposes, most notably where very specific safety

issues may exist.

The fact that all community legislation has to be followed makes it unnecessary, in the TSI, to refer to the

EN standard series EN 50121 which was developed under the EMC directive. These standards give the

presumption of conformity to the objectives of the EMC directive if chosen to be applied.

The objective of environmental protection in the Interoperability directive shall be met by following the EMC

directive for the compatibility with radio and telecommunication equipment. Compatibility is ensured by the

levels as laid out in the EMC directive.

Internal railway compatibility must, however, for safety reasons, be ensured by requirements in the

respective TSIs of CCS and RST. The specific issues of compatibility between e.g. rolling stock and train

detection systems need to be specified in these TSIs.

The requirements for compatibility between rolling stock and control, command and signalling system are

in the scope of the CCS TSI; track detection system are not specified in the CCS TSI.

Environmental protection

Environmental Directives in the field of Pollution / Natural Resources (waste management and clean

technology) apply to each Member State. There are currently over 200 legal acts to track covering all

environmental sectors, including water, air, nature, waste, and chemicals.

As the WP has not identified other particular aspects specific to railways, there will be no requirements in

the TSI.




6.7 System protection

Visibility for train driver, and presence of train detected by visual indication:

These functions are requested in the Operation TSI, and are fulfilled by means of lights; a standard

specifying requirements and assessment methods has been developed for HS RST by CEN, and has been

requested to be extended to CR RST.

The level of luminous intensity of headlights is specified to be at least as specified in the standard (half-

beam and full beam). Several Members States require also a higher level; this is allowed according to the

draft TSI, but not mandatory, as the need for this higher level can only be justified for a RST operated in

particular conditions (see the draft TSI, clause 4.2.6.1).

The WP has also addressed the use of lights in specific ways in case of emergency (blinking,...), and has

concluded that this cannot be justified as an interoperability requirement; several sets of national rules

have a requirement for operational reasons (give a train status by means of lights), but this is not

harmonized in the Operation TSI, and the train status is given by other means (such as radio

communication).

Finally, the WP has noted that specific colours are in use in several countries to make the train front end

more visible, but it seems that most of these rules will be released, because lights are now used to make

the train visible.

Presence of train detected by audible indication:

These functions are requested in the Operation TSI; in addition, in order to recognise the emitted sound as

being from a RST, at least one of the frequencies used is required to be one of the most commonly used

today.

A standard specifying requirements and assessment methods has been developed for HS RST by CEN,

and should be extended to CR RST, as the basic requirement is the same for both networks.

Nevertheless, it has appeared that the type of horn widely used within EU (as defined in the UIC leaflet

644) is not considered in the standard; the WP has confirmed that this exclusion is not justified. Therefore,

it has been requested that CEN revises this standard.

Train and vehicle identification - External marking:

Requirements for RST are defined from requirements expressed in the Operation TSI; the LOC&PAS TSI

does not include any particular requirement.

6.8 Traction and electrical equipment Traction performance:

There is no minimum traction performance level specified in the TSI; the design maximum speed shall be

determined and recorded in the RST register; the traction force profile shall be part of the technical

documentation.




Power supply:

Requirements on power supply are in interface with the Energy sub-system, and have been dealt with in an

interface meeting. Rules have been standardised since several years, and TSI requirements are consistent

with the standard EN 50163:2004 and EN 50388:2005.

Energy consumption measuring function for billing purpose:

ERA has launched a working group to deal with this issue at railway system level, and a report has been

issued, including a specification for the on-board part of this function.

After agreement with DG-TREN on the report above, the specification of the on-board part of the function

has been included in the RST TSI (Annex D).

For RST, the main concern is to have a single on-board device allowing operation on the TEN network.

The specification applies only if the RST is equipped with such a device; this device is not mandatory.

Requirements linked to pantograph:

These requirements are in the scope of the Energy sub-system, but ERA has to consider their inclusion in

the RST TSI, according to the Mandate for drafting CR TSIs. Therefore, the 2 WPs (Energy and RST)

have worked in close cooperation on this subject. The decision to include requirements on pantograph in

the Energy or RTS TSI will be taken before issuing the final drafts.

In addition to the EN pantograph head geometry, a wider one is specified, considering the current situation

of fixed installation, and the possibility for a RST to be equipped with 2 pantographs.

The following technical issues are subject to an economic evaluation covering both Energy and RST

subsystems, as no consensus has been reached between the Energy and RST WPs: the material of

contact strips for use on both AC and DC network, and the automatic dropping device for pantographs; no

conclusion has been agreed, therefore, they are considered as open points in the RST TSI.

Diesel and other thermal traction system:

These traction systems have no direct interface with other sub-systems, so that there is no requirement

concerning their technical compatibility with the Railway system.

General requirements already defined in other regulations concerning noise (TSI), safety in railway tunnels

(TSI), exhaust emission (directive) apply. .

Protection against electrical hazards

Design rules have been standardised since several years; proposed TSI requirements are consistent with

the standard EN 50153:2002.

6.9 Cab and operation Access and egress:

Requirements have been defined to ensure that access to the cab will allow operation on the TEN network,

and that emergency exits will be provided.

General requirements have also been put on the design of the access, to allow a safe use; presumption of

conformity will be given by compliance to a standard to be developed from the existing UIC leaflet

651(Request for standard issued to Standardisation Bodies).




External visibility:

Front visibility requirements have been defined to ensure visibility of signs, and are consistent with the HS

RST TSI requirements. The current recognised normative document is the UIC leaflet 651. An EN standard

has been requested to defined conditions to be considered to evaluate the external visibility.

Concerning the rear view by means of mirrors or cameras, it has been addressed in the WP further to a

request from NSA Austria and NSA Sweden; it has not been judged justified to make mandatory the use of

such equipment.

Driving position:

It is specified that the cab shall be designed to cater for operation by a single driver, as it is the most

common practice today within EU.

In addition to the normal seated position, it is required for locomotives to be designed to allow the driving in

standing position, which is considered necessary for shunting operation, and during long travels.

Driver´s cab layout:

It is required to ensure freedom of movement for the driver in the cab.

Driver’s seat:

Functional requirements in relation with ergonomic aspects are defined.

Ergonomic aspects (driver’s desk):

It has been judged not necessary by the WP to impose a unified driver‟s desk; this should remain in the

voluntary domain through a standard. The TSI specifies functional requirements in relation with operational

needs.

The way a traction/braking lever is used is harmonised, to limit the risk of bad handling in emergency

situation.

Cab climate control and air quality:

The main requirement will be on air quality.

Concerning the internal temperature, it has been concluded that the TSI should not specify a level of

temperature, since it was considered not essential for interoperability and therefore not a basic parameter.

To a certain extend it can be considered as a comfort parameter. From the other hand it can be considered

as relevant to define working conditions for the driver. The Directive explicitly mentions that: “... it is not the

aim of this Directive, directly or indirectly, to harmonise working conditions in the rail sector”. Nevertheless,

it is agreed that the standard EN 14813 can be used for velocity conformity assessment on a voluntary

basis.

Cab internal lighting:

A minimum luminosity level is specified, consistent with the standard EN 13272.

Windscreen:

Mechanical and optical characteristics are specified, by reference to the standard EN 15252.

The resistance to spalling as defined in this standard, clause 4.2.9 has been discussed in the WP, because




this requirement lead to problem during the life time of the RST with the current available technical

solution(film on the windscreen); anyway, the requirement in itself is judged relevant (protection of the

driver), and the assessment specified in the standard takes into account the maximum speed of the train.

Cleaning devices are requested.

Driver's activity control:

A mean to control the driver‟s vigilance is requested in the Operation TSI.

A general functional requirement has been specified in the HS RTS TSI, requiring a response time of 30 to

60 s; the same requirement has been included in the preliminary draft of the CR LOC&PAS TSI.

Nevertheless, comments have been made by the NSA France and CER, requiring aligning the TSI

requirement on the UIC 641(response time of 5 s) in order to maintain the current safety level.

ERA has considered that it is not justified to set up the TSI requirement from the more demanding

technical solution available in EU; not all MS in EU apply the UIC 641 in the current situation.

In addition, it is not demonstrated that this requirement corresponds to an optimal level of technical

harmonization, considering new developments of driver‟s cabs and TCMS systems, considering human

factors, and considering the possible different operating conditions.

Further discussions have shown that the exact scope of this requirement has to be clarified; in particular:

- the function “driver‟s activity control” is specified with the assumption that the functionalities of the CCS

TSI are fulfilled (target system).

- the function “roll away protection” is in the scope of the CCS TSI (see SRS Part 3 Sub 26), and should

not be mixed with the function “driver‟s activity control” specified in the RST TSI.

- where the driver‟s activity control is ensured by a national class B CCS system, this shall be considered

as satisfactory in the concerned Member State.

After an enquiry to the NSAs, showing that most of them would be ready to mandate the requirement from

the UIC 641, and considering that new systems allow for adjustments (software based), the draft TSI has

been modified to required an adjustable “response time” in the range of 5 seconds to 60 seconds.

Therefore, it is allowed to use the requirement from the UIC 641, but the TSI does not make it mandatory.

The exact response time in the specified range to be used may be imposed by the Member State, or may

be let in the field of responsibility of the Railway Undertaking.

Driver display unit and screens; controls and indicators:

A global functional requirement is expressed, aiming at ensuring proper use and reaction from the driver.

Standards have been required for the conformity assessment, considering the 2 following aspects:

rules concerning the design of display units (for functions in the scope of the RST TSI; for the ETCS

functions, these rules are part of the ETCS specifications).

rules concerning the installation in the driver‟s cab of display units, indicator and controls (visibility,

luminosity, contrast...).

The concerned requests for standard have been issued to Standardisation bodies.

Labelling:




Harmonized pictograms shall be used to mark controls or indicators in the cab, and have to be defined in a

standard.

Remote control function:

In case of use of this function, the safe movement of the train shall be ensured.

Conformity assessment can be made on the basis of the standard EN 50239.

On board tools and equipment:

Mandatory on board tools and necessary storage facility for staff are defined.

6.10 Fire safety and evacuation General

TSI SRT defines a package of measures to provide a sufficient level of safety for tunnel operation with

conventional rolling stock. For most aspects the tunnel operation sets the most restrictive requirements

with regard to safety. If a train is safe enough to operate in a tunnel it is basically safe enough to travel

outside tunnels.

In case of hazards (e.g. collision, derailment, fire on-board, etc.) the level of danger to which passengers

and on-board staff are exposed depends often on the time needed by them to reach a place of safety. The

specifications related to emergency management ensure that similar measures may be applied to all RST

to optimize the evacuation of passengers and staff and provide access to rescue services. In this respect,

passenger and driver‟s cab emergency exits are considered as basic parameters, as well as the lighting

system to enable passengers to reach the emergency exits with an acceptable level of safety even in low

visibility conditions. In the same respect, it is important that safety instructions may be given by the crew

even in the absence of main power supply.

Safety in case of fire is very much dependant on the track environment where the train operates. Sections

of track where detraining of passengers entails a particular danger are more and more often found on the

CR TEN and therefore it is not economically viable to define a category for trains that never operate in

such an environment. Two categories have therefore been defined, consistent with HS RST TSI and SRT

TSI and the basic parameters aim at ensuring that the same level of safety with respect to fire protection is

applied when putting into service a vehicle on any part of the TEN. The lowest category A applies to all

rolling stock within the scope of the TSI, category B applies only to rolling stock intended to operate in

tunnels of more than 5km length.

Additional to this categorization of passenger trains, there are separate requirements to freight locomotives

and OTMs. Once they have proven conformity to the TSI, they are suitable for use on all compatible

infrastructures, including tunnels of all lengths.

The TSI does not consider special categories for electric and thermal (e.g. diesel) traction in relation to

tunnel operation. Except when specific rules for a tunnel have been notified to the Commission, there

should be no distinction for tunnel operation related to the type of traction equipment.

There are no additional requirements for rolling stock relating to tunnels longer than 20 km, because, in

accordance with the SRT TSI, these tunnels are specially equipped to be safe for trains compliant with this

TSI.




Compatibility with the SRT TSI

The WP compared the requirements in the SRT TSI to the requirements identified as appropriate for CR

RST. As a result, the final draft of the CR LOC&PAS TSI includes requirements which differ from the

Safety in Railway Tunnels (SRT) TSI on certain aspects. In order to prevent inconsistency, the SRT TSI

should be amended simultaneously with the adoption of CR LOC&PAS TSI.

The reasons for the inconsistencies are the further development of technical possibilities and evolving

safety philosophies during the time which has elapsed between the drafting of the SRT TSI and today.

The amendments of the SRT TSI are proposed only to impact the conventional rolling stock subsystem

and leave the high speed subsystem unaltered. This way some potential problems are prevented:

• If the HS RST TSI would be amended, the SRT TSI would still refer to the version which

was valid on the date of adoption of the SRT TSI. To solve this it would require an

additional amendment of the SRT TSI.

• The HS RST TSI has been the basis for existing contracts, changing the contents could

disturb the market and potentially give (dis)advantages depending on the moment of

contracting.

Draft CR LOC&PAS TSI clauses 4.2.5 and 4.2.10 have an impact on the SRT TSI, DG-TREN will examine

the possibility to include an amendment of the SRT TSI in the legal part of the Commission Decision

related to the adoption of the concerned CR LOC&PAS TSI.

Material requirements

The material requirements are stipulated in the SRT TSI, which refers to clause 7.1.7 of HS RST TSI. The

CR RST TSI will contain an additional conformity assessment method which allows assessment in

accordance with TS 45545-2, using the appropriate operation category as specified in TS 45545-1

(consistent with those of the HS RST TSI).

After the publication of EN 45545 series, the TSIs should be revised to withdraw the references to national

standards.

Constructive measures

Apart from applying the appropriate type of material, possible design measures to prevent fire are

described in TS45545-4. The document describes design guidelines which can be used during the

development of rolling stock. A mandatory reference to EN45545-4 once it is published is not considered to

be feasible, because the requirements cannot be assessed in a pass/fail manner.

Fire detection

The provisions in the SRT TSI are sufficient to cover this topic. No additional specifications are necessary

for the operation outside tunnels.

Fire extinguishers

The standard EN 3 series for portable fire extinguishers is today the Standard reference in TSI‟s as well as

in the TS 45545-6. The required type is: water plus additives.




The SRT TSI (§ 4.2.5.2) states that the fire extinguishing equipment shall be located at appropriate

locations, without defining “appropriate locations”.

This requirement is deemed to be satisfied by voluntary application of the requirements regarding

placement of fire extinguishers in TS 45545-6 paragraph 6.3.3 “Placement of extinguishers” and paragraph

6.3.4 “Specific locations of extinguishers”. It is recognized that for certain types of operation, the abuse of

fire extinguishers is a problems that needs to be tackled. For this, there will be no mandatory application of

this standard required in the TSI.

Fire barriers

The SRT TSI, by reference to the HS RST TSI requires interior rigid fire barriers at defined locations for

category B rolling stock. This is in fact a prescription to use a technical solution.

There is a wide support for the assumption that e.g. water mist dispensers can provide equivalent, if not

superior levels of safety as rigid fire barriers. They are at the moment homologated for use in long-tunnel

trains in some Member States. Since the SRT TSI entered into force on July 1st 2008, fire barriers are

mandatory for use on category B trains. Since fire barriers are not an option, but a mandatory feature for

category B trains, the LOC&PAS TSI cannot allow other solutions.

On request of the WP, the TSI includes a clause which amends the SRT TSI on this particular issue. This

will allow the use of other solutions than rigid fire barriers, as long as they provide equal or superior levels

of safety. Amongst other possible solutions, the sector pointed at high pressure water mist systems as

valid alternative to rigid fire barriers.

At the time of drafting the TSI, there was no harmonised way of assessing the safety level of alternatives to

rigid fire barriers. With regard to water mist systems, studies show that CFD models are not so far

developed today that they can simulate fire and fire fighting together in a serious way. One of the results of

a comparison in 43 fire tests was that in the most cases the simulation is up to 40 % away from the reality

(in temperature and gas concentrations). As far only fires are simulated the systems, which are available

today work in a really proper way, but if you start the fire fighting process the simulation becomes

undependable.

It is believed that modelling of fire scenarios, including mitigation measures with high pressure

extinguishing systems will be possible in a dependable manner. The TSI allows for this under the condition

that the CFD model is validated by representative 1:1 tests.

Since active systems, like water mist systems, need to be activated in case of a fire, the reliability of the

activation systems is a factor in the total safety level. Since no harmonised approach to determine the

safety level is available, the safety level remains an open point.

Specific measures for flammable liquids

This topic is not addressed in the SRT TSI and therefore there is no specific legislation existing for

conventional rail rolling stock. The preliminary draft CR LOC&PAS TSI contains a high level basic

parameter. The basic parameter is taken from HS RST TSI. The conformity assessment is deemed to be

satisfied by complying with the requirements and design guidelines as described in TS 45545-7, pending

publication of EN 45545-7. Since the application of the Standard is voluntary, alternative technical solutions

with equal or superior levels of safety are allowed.

Running capability




The provisions in SRT TSI are sufficient to cover this topic. CENELEC is working on a standard to proof

conformity with the requirements. No additional specification is deemed necessary.

Passenger evacuation

Emergency exits must be provided and indicated by signage. The requirements as they are used in the HS

RST and SRT TSI are sometime a bit ambiguous. For this, the LOC&PAS TSI redefines the requirements

to this basic parameter.

The WP has drafted comprehensive wording that will be compatible with the mentioned TSIs and will be

clearer to be used in train design and conformity assessment. The basis is for each person to have a

possibility to evacuate in 2 directions. For through routes, it is sufficient to have an exterior door at a

distance of not more than 16m. For a compartment, the route to a door may be blocked by the fire, in this

case it will be necessary to evacuate through a dedicated emergency exit. If this exit is more than 1,8m

above the top of the rail, additional provisions, e.g. ladders, shall enable persons to have a swift and safe

evacuation. This requirement is in line with the TS 45545.

CER position is that the TSI should allow the use of other solutions for emergency exit instead of access

doors. ERA considers that this is going against the philosophy of the HS and SRT TSIs and of the TS

45545.

Doors are the primary exits in case of emergency, this is made explicit in the TSI.

Emergency lighting system

The provisions in clause 4.2.7.12 “Emergency lighting” of the HS RST TSI apply also to CR passenger

rolling stock, except that the required period of autonomous operation is reduced from 180min for HS RST

to 90 minutes for the CR RST after the main energy supply has failed (as specified in the SRT TSI).

Public address system

The provisions in the SRT TSI are sufficient to cover this topic. No additional specification is necessary for

the operation on any other infrastructure.

Particular specification for sections of track where detraining passenger is deemed particularly dangerous

The provisions in the SRT TSI are sufficient to cover this topic on all types of infrastructure.

Switching off air conditioning in the train

In the SRT TSI presentation report it is written:

“The SRT group would have preferred to prescribe an automatic, centrally controlled switching off of air

conditioning, triggered by smoke detectors. In trains with a small number of staff, or with no accompanying

staff at all, switching off at the level of a single vehicle is not efficient. SRT nevertheless accepted the

specification as quoted above in the HS RST TSI, but suggested to ERA to reconsider it for conventional

rolling stock when drafting the corresponding TSI.”

The WP has not amended the SRT TSI requirements; it is not envisaged to have an automatic switching

off system for CR RST.

Access of rescue services




The provisions in TSI SRT are sufficient to cover this topic on all types of infrastructure.

Rescue service‟s information and access

This is covered in the operational paragraphs of the SRT TSI.

Protection against high voltage in emergencies

Provisions relating to this subject are covered in clause 4.2.7 “System protection” of the CR LOC&PAS

TSI.

6.11 Servicing Servicing and minor repairs necessary to ensure safe operation between maintenance interventions shall

be able to be carried out on parts of the network distant from the vehicles‟ home base, including whilst the

train is stabled on a foreign network.

Train cleaning:

Due to the diversity of vehicles and equipment used for servicing across the CR TEN, it is left up to the RU

to provide the necessary measures relating to train cleaning.

The only exception is the compatibility with external washing plants

It is not mandatory to provide for the cleaning of a unit in a washing plant. However, if the unit is designed

to be cleaned in a washing plant, the speed of the train shall be controlled at a value as specified in the TSI

to pass through the plant as specified in the INF TSI.

Sanitary system:

The requirements of the sanitary system are as follows:

a) The interface with sanitary discharge systems is specified only for units equipped with sealed and/or

retention type toilets:

There is no requirement for other devices which need to be discharged at regular intervals, because of the

diversity of this equipment. It is the responsibility of the RU to ensure that the amenities offered to

passengers are accessible and in working condition during the entire duration of the journey.

b) Traditionally, sanitary water is provided to the passengers as “non drinking” quality on-board trains. To

protect the health of passengers, water be provided to the train is considered to be qualified as “drinking”

quality at the inlet connection of the train borne equipment as per Directive 98/83. The onboard storage

and dispensing equipment shall not deteriorate the quality of sanitary water by the properties of its

materials and/or manufacturing process. Comment: it would be uneconomical to require the

implementations of means to avoid the deterioration inherent to the storage itself. Therefore, the risk

associated to such deterioration for the health of passengers is deemed acceptable.

Stabling of trains:

Trains shall be capable of being stabled, with no crew onboard, with a power supply provided from a shore

supply or an auxiliary power supply system for the purpose of maintaining lighting, air conditioning,

refrigerated cabinets, etc. (HS TSI 4.2.9.1) There is no difference here between the CR and HS TSIs, with

the exception that several connection types exist and these shall be allowed.

The units are to be stabled under the responsibility of the RU who will ensure that the right supply is

available.




Refuelling:

The refuelling equipment is only addressed for Diesel fuel in a way compatible with the requirements of the

HS RST TSI. However, in the future, it may be necessary to address in a similar way equipments to handle

a wider diversity of fuels (e.g. CNG, LPG, bio fuels etc.) with fool proof nozzles that will avoid the

inadvertent mixing of fuels.

A Standard has been requested to CEN in this respect.

6.12 Technical file: documentation for operation and maintenance Requirements concerning technical documentation are described in the Directive 2001/16/EC, as amended

by 2004/50/EC, Annex VI clause 4 “technical file” alinea 2.

They cover:

- General documentation:

The documentation that is useful to RUs and IMs in case of putting into service on a given line or network

is included; it covers technical characteristics of the RST that can‟t be easily recorded in the RST register.

- Maintenance documentation:

The maintenance documentation and the maintenance design justification file map out the maintenance to

be performed on the rolling stock and the justification of the design of the maintenance, i.e. the principles

and methods, limiting values taken into account and the data used. It represents the input data to be used

at later stage by the entity in charge of maintenance to elaborate the detailed maintenance plan,

instructions and procedures.

- Operating documentation

This is the technical documentation necessary to operate the rolling stock, i.e. operation in normal and

degraded modes. It represents the input data to be used at later stage by the railway undertaking to

elaborate the driver‟s manuals.

- Diagrams and instructions for lifting:

The lifting diagrams and instructions aim at giving information related to the location, geometry, resistance

etc. of lifting points.

- Description of rescue provisions and equipments on the Rolling stock.

The requested documentation is related to the basic parameters identified in this TSI; it means that this

documentation does not cover all aspects of the rolling stock.

Some WP members have expressed that they would not be willing to submit documents which may be

characterized as the intellectual property of the manufacturer. ERA has answered that according to the

Directive, the technical file is not a public document, and is kept by the applicant. It shall be provided to

Member States upon their request.

6.13 Mobile railway infrastructure construction and maintenance

equipment




The scope of the TSI includes the special infrastructure maintenance machines (called, mobile railway

infrastructure construction and maintenance equipment in the interoperability directive) but only in their

transport mode, whether it be self-propelled or when they are being hauled. The scope is also restricted to

machines which run only on its own rail wheels and are designed to have characteristics necessary for the

operation of track based train detection systems.

Working mode is thus not covered by the requirements in the TSI. This mode is mainly regulated by the

directive 98/37/EC on the approximation of the laws of the Member States relating to machinery.

Examples of the machines in the scope of the TSI are tamping machines, cleaning machines, electronic

measuring cars, overhead wire maintenance and building machines. Material and conveyor handling

machines, switch transporting and laying machines, welding machines, formation and rehabilitation

machines etc.

Special provisions have been highlighted throughout the TSI where required to accommodate the

machines within the TSI; most notably for the vehicle strength and the running dynamic requirements.

The machines are for their structural strength categorised as freight stock in EN 12663:2005.

Regarding running dynamics, simulations may be used for validating machine dynamic behaviour. The

machines shall otherwise be treated, in the EN 14363:2005, as special vehicles. If no specific mention is

given in the standard to special vehicle the closest vehicle definition depending on the machine application

shall be used. For example, if the machine is an inspection vehicle it is classified as a passenger carriage

as per definition in EN 14363 for the purposes of the process to verify the running dynamic characteristics

of rolling stock.

The dynamic performance of the vehicle shall normally be validated by tests (static tests and track tests),

but validation by simulation is permitted under controlled conditions. The objective when using simulation

is to achieve the same level of confidence in the results as would be achieved by testing.

The WP has checked that provisions of this TSI are not in contradiction with the standard EN 14033-1,

which covers the specification of railbound construction and maintenance machines. This has been

validated together with experts, and when necessary, special provisions for OTMs have been included in

the TSI.

6.14 Passenger coaches assessed for general operation

For passenger coaches assessed for general operation, this section aims at giving a solution to the NSAs

in order to cover the remaining open points.

This may apply in particular to coaches operated in international trains under the RIC agreement (see

section 3.6 of this report).

This would allow the NSAs to apply Article 23 “Additional authorisation for placing in service of TSI conform

vehicles” of the Directive (precisely point (4) of this article) in the following way:

technical compatibility between the vehicle and the network concerned: this aspect may be managed

as of today in the framework of the RIC agreement; the study on the extension of the scope of the

TSIs may also bring information.

open points: they may be coved according to the present section of this report. The TSI may include

the table below, provided that it is confirmed that the requirement coving the open point can be




assessed by the Notified Body. A particular condition to be fulfilled by the rolling stock may be

added (i.e. particular type of design,...).

specific cases: they may be covered as of today in the framework of the RIC agreement.

Note: it is to be noted that this approach has been developed for this particular type of RST further to a

request from CER; it is of course applicable to all types of RST in the scope of the CR LOC&PAS TSI.

The analysis is presented in 3 parts:

Passenger coaches without cab and of maximum design speed <= 160 km/h.

Additional points if the coach is equipped with a driver‟s cab.

Additional points if the coach is of maximum design speed > 160 km/h.

The table above lists the remaining open points in the CR LOC&PAS TSI, and gives a solution to cover

them.

Element of the Rolling

Stock sub-system

Clause Technical aspect not

covered by this TSI

How NSAs can reach mutual

recognition?

Safety related functions 4.2.1 Safety level not specified in clause 4.2.4.9 “Brake status”.

The open point is related to the transmission of the information of brake status to the cab. There is no open point if only a local visual information is used (brake test not possible from the cab). The visual information shall be given by indicators according to EN 15220-1 and EN 15220-2.

Safety related functions 4.2.1 Safety level not specified in clause 4.2.5.6 “door control”.

The open point is related to the local control of information received from or transmitted to the centralised door control system; it may concern control circuit, control electronics, software.

Clauses 4.7 and 4.8 of EN 14752 cover control electronics and RAMS.

Jacking and lifting equipment interfaces

4.2.2.6 Annex B

Location and geometry of the interfaces

Define procedures according to the experience gained on RIC coaches.




Axle bearing condition monitoring

4.2.3.4.2 Range of working temperature for trackside equipment.

Compare maximum temperature on the axle bearing (to be declared) to the range of temperature for track side equipment. (CER proposal: maximum temperature of axle bearing does not exceed 100° C).

Running dynamic behaviour

4.2.3.4.2 Reference track for tests (track geometric quality).

Check record of track quality on which tests for first authorisation were performed.


4.2.3.4.2 The combination of speed, curvature and cant deficiency according to EN 14363.

Check test report.

Wheelsets - equivalent conicity

4 .2.3.4.3.2

In service value of wheelset equivalent conicity

Maintenance aspect. Define maintenance rules according to the experience gained on RIC coaches.

Maximum pressure variation in tunnels

4.2.6.2.4

Pressure variation in tunnels for all CR rolling stock

Depends on local conditions (tunnels); to be managed by operating measures (speed limitation...).

Cross wind

4.2.6.2.5 Cross wind effect for all CR rolling stock: characteristics of wind to be considered and assessment method.

Depends on local conditions (wind); to be managed by operating measures (speed limitation...). ERA has still the view that a wind speed (30 m/s?) should be specified in the TSI for design purpose.

Additional point for

driver’s cab

Driver‟s activity control 4.2.9.3.1 Safety level required Same function and equipment as for the locomotive(s).

Additional points for

speed > 160 km/h.

Slipstream effect on passengers at trackside

4.2.6.2.1 Assessment Experience of existing RIC coaches?

Slipstream effects on workers at trackside

4.2.6.2.2 Assessment Experience of existing RIC coaches?




7. Interoperability constituents The following principles have been followed:

An IC can be defined when a TSI requirement can be assessed at constituent level, independently

from the sub-system.

The TSI contains only requirements in relation to interoperability; therefore, the specification of an IC

in the TSI does not describe a complete product.

As a consequence, two constituents compliant to the IC specification are not necessarily

interchangeable.

The characteristics of the IC that have to be consistent with the characteristics of the sub-system

define the area of use of the IC.

The use of an IC holding an EC declaration is mandatory for a RST sub-system to get an EC

declaration of verification. When a feature is declared as an IC, the use of such an IC is the only way

allowed to meet the concerned requirement.

The TSI allows a transition period during which is allowed to use constituents not holding an EC

declaration; it that case, the TSI requirement has to be verified at subsystem level.

Concerning the “placing on the market”, it will still be needed, e.g. for maintenance (spare parts) of

existing RST, to have available on the market components, for which it will not be possible to get an

EC declaration (e.g. in case their design is not compatible with the TSI requirements).

Using this approach, the list of ICs defined in the CR LOC&PAS TSI is comparable to the list of ICs defined

in the HS RST TSI.

There is a need identified in the Railway sector to have a product based approach to develop an open

market of constituents, for new RST but also for maintenance and renewal needs, including replacement in

case of obsolescence; in this approach, interchangeability is a key element. ERA considers that such an

approach cannot be imposed by the TSI (i.e. by law), but should be facilitated by regulations or standards

applied on a voluntary basis. A reflection on this issue is made in the framework of the revision of the

“freight wagons” TSI.




8. Conformity assessment

8.1 General

The conformity assessment procedures are set out in the Directive. With respect to the description of the

modules to be used for the EC verification of subsystems and for the EC certification of conformity of ICs,

there has been an analysis in conducted by the Conformity Survey Group. The conformity assessment

modules are described separately and are generic in their application to the different subsystems. A

Commission Decision will put the modules in force.

The range of modules which may be applied for conformity assessment against the TSI is described in

chapter 6.

The “Intermediate Statement of Verification” (ISV) allows the contracting entity ,or the manufacturer to

apply for a separate assessment covering the design phase (including the type tests) of the sub-system.

This process allows them to get or a “type or design examination” certificate of EC verification, which

marks the start of the Phase B period as explained in the TSI.

The type certification process (e.g. module SB) may be conducted by another notified body than the

production certification process (e.g. SD or SF)

The verification procedure whereby a notified body daws up a certificate of verification includes a check

and confirmation that the rolling stock complies with the TSI but also with other regulations deriving from

the Treaty (Annex VI of 2008/57/EC). It is the responsibility of the applicant, i.e. the contracting entity or the

manufacturer, to provide the necessary evidence of conformity or certificates of conformity to the other

regulations, as part of the technical file. E.g. the applicant shall include in the technical file a certificate of

conformity to Directive 2004/108/EC on the approximation of laws relating to electromagnetic compatibility

(see also section 6.6 “Electromagnetic compatibility”).

8.2 Conformity assessment against the HS RST TSI and this TSI

For running on the HS network, RST needs certification according to the HS RST TSI.

Before the CR LOC&PAS TSI enters into force, national rules apply for the conventional network. When

the CR LOC&PAS TSI will be in force, certification according to this TSI will be necessary for running on

the CR TEN lines. As defined in clause 7.1 of the draft CR LOC&PAS TSI, this will not apply to RST

already authorised on a (part of a) network.

In order to harmonize the work of the NoBos, make it easier, and to limit the cost of the EC certificates, it

has been judged necessary to define how the certificate delivered against the HS RST TSI may be used to

assess basic parameters of the CR LOC&PAS. To that end, the clause 6.2.5 of the CR LOC&PAS TSI

identifies the clauses of this TSI for which an assessment against the corresponding clause of the HS RST

TSI is accepted..

The HS RST TSI is already in force; the EC certificate against the HS RST TSI has to be drawn up as

specified in the HS RST TSI; the EC certificate against the CR LOC&PAS TSI may refer to the certificate

for HS where allowed according to clause 6.2.5.




The requirements applicable to conventional rolling stock in the scope of this TSI, to travel on high speed

TEN lines is an open point. For this reason national rules apply.

9. Standards

9.1 General

Concerning TSIs and EN standards, the approach is that TSI specifies mandatory functional requirements

needed to cover essential requirements from the Directive, and EN standards define detailed requirements

or technical solutions which give presumption of conformity and are used on a voluntary basis; the relevant

standards are listed in the application guide of the TSI (see preliminary list in Annex A of this report)..

It is of importance to ensure consistency between these different documents.

During the drafting process of the TSI, the two following tasks have been done:

EN standards already published or in final phase of elaboration are considered. In case a TSI requirement

discussed in the WPs corresponds to a precise clause of an EN standard, this is identified in order to

ensure the traceability between the TSI and standards.

The requirement is then expressed in the TSI in full, or by reference to the precise clause of the standard

(therefore this clause becomes mandatory); the draft CR “LOC&PAS” TSI has given preference to the

second solution, which ensures a clear traceability between the TSIs and the standards.

In case of discrepancy identified, this has to be reported to Standardisation Bodies.

For each basic parameter, it is defined if the conformity assessment can use existing standards, or if there

is a need for a new standard. In the latter case, a request for standard has to be addressed to the

Standardisation Bodies.

The list of new standards requested to Sandardisation Bodies in included in Annex A (last column).

9.2 List of standards used

Standards which are of interest in the frame work of the CR LOC&PAS TSI are listed in Annex A, with the

following information:

Mandatory reference in the TSI.

Voluntary reference to be made in the application guide, with its purpose.

Status of development: request for standard launched, development in progress, or revision in

progress.

This Annex will be used to draft the application guide.

It has to be noted that the requirements regarding few basic parameters have been drafted with the

assumption that few revised standards will be available; this is the case for “strength of vehicle structure”

and “gauging”; the corresponding revised standards are planned to be published in the beginning of 2010;

the Agency has therefore asked to the Standardisation Bodies to be informed about any delay that may

occur.

9.3 Status of requests for Standards




The Annex A (last column) mentions the requests for standards issued by the Agency to the

Standardisation Bodies; several technical annexes have been attached to the draft TSI in order to give the

necessary information in the meantime the relevant standards are available. This is the case for annexes

B, C, D, E and F; these annexes should therefore be deleted in the next revision of the TSI, and replaced

when necessary by reference to an EN standard.




10. Economic evaluation

The Conventional Rail Locomotives and Passenger rolling stock TSI (CR LOC&PAS TSI) has to specify

the minimum requirements for new and renewed/upgraded rolling stock in relation with the essential

requirements for interoperability and the current level of standardisation achievable technically and in a

cost effective manner.

There are already several TSIs in force that affect rolling stock: HS RST TSI, Wagon TSI, SRT TSI, PRM

TSI, Noise TSI). Also, rolling stock interfaces with control command & signalling and energy subsystems

are specified in the related TSIs. They have been, or are currently being analysed, including their economic

impact. Therefore the present economic report focuses only on the remaining Basic Parameters (BPs) that

have not yet been analysed in the previous activities.

Based on the proportionality principle, the discussion on economic impacts concerned mainly one BP: the

minimum requirements for RST passive safety. The other requirements discussed were “door traction

interlock”, “external visibility: rear and side view”, “environmental conditions for RST”, “automatic dropping

device for pantographs”, “contact strips for pantographs”, “aerodynamic effects” and “equivalent conicity”.

The analysis has been conducted by splitting the economic impacts on new rolling stock of a new design,

new rolling stock of an existing design, and renewed/upgraded existing rolling stock.

New rolling stock of an existing design

Compared to previous TSIs affecting rolling stock, a major difference in the implementation strategy of the

CR LOC&PAS TSI is the authorisation for existing design of rolling stock to be placed on the market for a

period of 7 years after the entry into force of this TSI. Due to the high diversity of conventional rail rolling

stock (in terms of technical requirements, number of series and size of series), this transition period will

allow a smooth implementation of the TSI on new RST design for which suppliers will have 7 years to

realise new TSI compliant design.

New rolling stock of a new design

Based on the CR LOC&PAS TSI version 2.6, the conclusions for new rolling stock of a new design are:

Passive safety requirements in the EN15227 standard are mandatory, with few exceptions for some

rolling stock types. The impact assessment made a clear separation between the impact of EN15227

per se, and the impact of the TSI when it enforces EN15227. The overall net cost impact of the

EN15227 is valuated between 0.1 and 13.71 M€ per avoided fatality, and in some cases the reduction

in repair costs after collisions may tilt the cost balance in favour of the standard. This wide impact

range is due to the different costs quoted by the different suppliers. The overall socio-economic impact

of EN15227 varies accordingly between - 603M€ and + 128 M€ net present value, at 4% discount rate

over 40 years.

However, the economic impact of the TSI is neutral due to:

1 This value is similar to other safety-related investments, such as ATP systems.




o the current, high number of existing RST designs already compliant with requirements

similar to EN15227;

o the 7 year transition period to adapt the remaining existing RST designs that are not

compliant today;

o the exceptions foreseen in the TSI for some specific types of RST.

an automatic door traction interlocking is mandatory:

o unit costs per trainset are on the low side (approx. 7k€ / trainset) and can most probably be

compensated by safety benefits;

o no negative feedback was provided about availability issues: this function is already applied

in commuting traffic which requires a high availability, especially at peak hours;

o the benefits could not be quantified due to lack of information on accidents circumstances

that are necessary to determine the potential effectiveness of the interlocking. Also, we

encountered few interest from WP members to perform a study comparable to the passive

safety requirement.

“External visibility: rear and side view”: several means are allowed to fulfil the functional requirement

of providing a rear and side view. All RST today is equipped with at least one of these means. The

presence of the BP is fully justified by an essential requirement, and does not entail any additional

cost or benefit.

“Environmental conditions for RST”: the issues for the compliance of RST with temperature outside

the nominal range has resulted in specific cases for Spain and the Nordic Countries (Finland,

Norway, Sweden). Harmonizing climatic conditions is not in the power of the Agency, and the

unavoidable consequences have been mitigated by breaking down the requirements according to

the operating season (least cost approach).

“Automatic Dropping Device” and “contact strips” for pantograph: the low answer rate to ERA

questionnaire and the preliminary justifications received have resulted in a “minimum agreement”

reflecting the current consensus, and open points to be investigated (technically and economically)

until next TSI revision;

“Aerodynamic effects”: the requirements apply to rolling stock operating at a speed higher than

160km/h, i.e. 10% of the existing locomotives and 4% of the existing passenger trainsets. There are

also several open points. Due to the extremely low number of related accidents, care shall be taken

in the future TSI revision not to extend the scope of this basic parameter (or even, maybe, reduce

it) when closing the open points;

“Equivalent conicity”: design values are easily complied with, but in service values are an open point.

Due to the extremely low number of related accidents, care shall be taken in the future TSI revision

not to increase the requirements when closing this open point. The current balance between track

and running gear maintenance is considered adequate and should not be shifted without convincing

reasons.

Safety-related functions

Safety-related functions should be set according to a safety level, when a specification appears necessary

and cannot be validly formulated in another way. Safety levels have been defined for two braking functions;

they are an open point for other functions. Economic consequences arising from the conformity




assessment process have not been investigated. A close monitoring of assessment procedures to come is

highly recommended here.

Open points

Generally speaking, open points are a threat to mutual recognition of rolling stock, affecting in various

ways railway undertakings, rolling stock leasing companies and suppliers. Their closure in the future TSI

revision shall be prioritised in order to get economies of scales with future rolling stock design.

Upgraded rolling stock

From an economic point of view, it should be avoided that TSI requirements are mandatorily applied in the

case of an upgrade of existing rolling stock when they are not economically viable. The RU will have to

follow the process described in TSI section 7.1.3.3. to check with the NSA in charge the extent of the

authorization work to be carried out following an upgrade. The outcome of this process will be evaluated

during the future TSI revision.

Global impact of the TSI

Thanks to the precautions taken during the drafting of the CR LOC&PAS TSI, the TSI impact is globally

neutral. The benefits will come in a first step when the national requirements overlapping this TSI will be

replaced by the coming into force of this TSI: TSI conformity assessment costs will be reduced with the

conformity assessment in one Member State valid in all other Member States (except MS with specific

cases). These cost reductions are being investigated in the context of cross acceptance studies, through

case studies of real acceptance processes. Further benefits will be achieved with the closure of open

points during a future TSI revision.




11. Implementation strategy

11.1 General

The implementation strategy developed for this TSI is partly based on the strategies developed for other

TSIs relating to Rolling Stock and partly from the philosophy which is depicted in the Interoperability

Directive 2008/57/EC.

The clause 7.1 of the CR LOC&PAS TSI describes:

The general applicability of this TSI and the interface between the implementation paragraphs of this

and other TSIs.

Explanation on which Rolling Stock is exempted from application of this TSI, e.g. Rolling Stock out of

scope of this TSI and existing Rolling Stock.

Rules for EC verification and periods of validity of assessment framework and certificates.

Rules and exceptions related to upgrade and renewal of existing Rolling Stock.

For all time related requirements, the reference date is the date of entry into force of the TSI.

11.2 Projects at advanced stage of development and contracts in course of performance

For projects in an advanced stage and for contracts in course of performance at the date of entry into force

of the TSI, it is the responsibility of member states to verify their status and for those at advanced stage to

declare them to the Commission in accordance with the Directive.

For these projects, MS shall not to impose the application of the TSI during a transition period of seven

years.

The seven year period is chosen for the following reasons:

- it is necessary to fix a limit in time on the exemption of application of the TSI.

- this period covers a complete cycle “design, validation, placing into service and production” for RST.

- it corresponds to the “phase B” period defined in the TSI for the validity of a type examination certificate.

A derogation should not be required during this period, in order to avoid a heavy and useless

administrative work, considering the high number of on-going contracts for CR RST when the TSI will enter

into force.

After this transition period, all RST placed into service shall be TSI compliant, or shall be subject to a

derogation according to the Directive, Article (9).

DG-TREN will ensure when notifying the TSI that there is no conflict between the TSI and the application of

the Directive, Article (9).

There has been an extensive discussion with WP organisations on how to deal with options under a

contract. It is common practice when ordering Rolling Stock to contract a base order and include one or

more options for the extension of the delivery. The question was whether the options should fall under the

same implementation rules as the base order, or should be considered as new contracts. Especially CER

advised not to treat options as a new contract, but in the same way as the initial contract. This position was




also underlined by EIM. This issue is covered by the application of the transition period and the derogation

process mentioned above. It may also be covered by the clause below related to existing design.

11.3 Rolling stock of an existing design

In consistency with the dispositions described in the clause 11.2 above, it appears justified not to impose

during the same transition period of 7 years the application of the TSI to rolling stock manufactured

according to a design which already exists at the date of will entry into force of the TSI.

This disposition will allow manufacturers to adapt their design, and will allow them to continue to produce

rolling stock; It will also allow railway undertakings to continue to order rolling stock without disruption.

Considering the wide range of different CR RST on the market, this has been judged necessary.

In addition, UNIFE has stressed that the trend in modern Rolling Stock supply industry is often to

commence projects without a contractor, especially in the field of locomotives. Therefore, it would not be

correct to link the implementation solely to project which are initiated under a contract. The industry wishes

to be able to develop standard types of Rolling Stock for which customers will be found during or after the

development process. For this, it was believed to be necessary to include some tangible requirements to

define whether the project may be considered to be of an existing design.

It is also necessary during the same period to allow certain modifications to existing designs, when they

aim at ensuring the technical compatibility with the infrastructure. As example, a locomotive of an existing

design may need modifications regarding the CCS system in order to be allowed to run on a different

network than those this locomotive was primarily designed for.

These changes may be assessed against national rules, according to Articles 24 or 25 of the Directive.

11.4 Type examination certificate

For Rolling Stock of a new design which is ordered after entry into force of the TSI, it is necessary to give

to the Applicant and the Notified Body a visibility regarding the validity of their work in the near future.

When a Notified Body is appointed, phase A period starts. During this period, the assessment framework

to which the Notified Body has to verify the Rolling Stock will remain the same. The phase A ends at the

moment when the Notified Body issues a certificate of EC verification and is limited to seven years at

maximum. This certificate covers the design verification stage and may be an ISV.

When the certificate is issued, the phase B period starts. During phase B, Rolling Stock of the same design

may be placed into service on the basis of the design examination certificate, complemented with the

necessary routine verifications to prove that the Rolling Stock conforms to the type.

It is allowed to cover different versions of a type under one design certificate. This is allowed as long as the

changes between the versions do not affect parameters which are included in the TSI.

If the design of a series of units is changed in a way that a new type is constituted, a reassessment of the

type is necessary. The assessment may be based on the related type and concentrate on the

modifications. This is elaborated in the TSI.

11.5 Upgrade and renewal




For upgrade and renewal of existing Rolling Stock, the MSs have an important role in deciding whether or

not to apply the TSI to specific projects. There are guidelines below which the MSs are advised to follow.

It may be not justified for economic or compatibility reasons to require that all basic parameters/functions be integrated in rolling stock of an existing design when a unit is being upgraded. The following list gives guidance of which parameters/functions might be omitted:

Door/traction interlock systems;

Door system construction;

Fire alarm systems (see SRT TSI § 7.2.3.3)

Passenger alarm 2-way communication;

Sanitary systems

Passive Safety

CER fears inequality in the judgement of different MSs, which could lead to competitive (dis)advantages of

certain operators. According to CER, “upgrade and renewal could be seriously suppressed and deeply

obstructed by the TSI”. CER sees a risk that investments in upgrading existing Rolling Stock will be

hampered by the requirement to fulfil parts of the TSI.

Two measures have been included to mitigate the effects feared for by CER. First there is a clause which

advises MSs to accept upgrade works when they move into the direction specified in the TSI, even when

not complying fully to the TSI required level. The second mitigation is the list of parameters above, which is

to be used as guidance to MSs on what should not be mandatory to change during upgrade works.

11.6 Particular case of OTMs

The Directive 2008/57/EC Annex I mentions:

”Mobile railway infrastructure construction and maintenance equipment may be included”

The preliminary draft CR LOC&PAS TSI includes OTMs only for transport mode (working mode is not an

interoperability issue).

The possibility to have an “EC” declaration of verification appreciated by the main stakeholders, as this will

facilitate the “Authorisation for placing in service” for transport on the TEN.

TSI requirements have been set up, taking into account the particular constraints, and EN standards

currently developed for OTMs.

Nevertheless, it has not been possible to evaluate the effect of the TSI due to the following difficulties:

- OTMS include a large number of different machines, with for some of them particular design.

- some stakeholders (track work companies) are not familiar with Interoperability.

- how existing CR TSIs apply to OTMs needs clarification.

Therefore, it is recommended to have OTMs in the scope of the CR LOC&PAS TSI, but to permit the

application of the TSI and the “EC” declaration of verification process by Applicants on a voluntary basis

(no derogation required in case the process is not applied).




12. Specific cases

12.1 Requests for specific cases

NSAs have been required to address their preliminary requests for specific cases in January 2008 with

respect to the draft TSI revision 0.3; the requests received have been answered by ERA in May 2008. ERA

has answered these requests and subsequently NSAs have been requested to up-date their requests on

the release of the draft TSI revision 0.6 with the deadline set at the end of July 2008. During October and

November 2008, all NSAs have been requested to submit their final request for specific cases, and include

them in the economic evaluation template. Between this request and the deadline of 15 December 2008

ERA project officers have met with several NSAs to discuss their requests.

During the entire process ERA has kept the NSAs informed on the progress during the network of NSA

meetings. Apart from 4 NSAs, all NSAs have established contact with ERA with regard to this TSI.

The draft TSI has been completed concerning specific cases in March 2009.

12.2 Summary of specific cases

The specific cases which have been included in the TSI may be categorised as follows:

Specific cases related to the interface with fixed installations on the concerned network(s)

(infrastructure, energy). These specific cases are declared also in the CR LOC&PAS TSI as a

consequence of a specific case in other TSIs (CR INF TSI, CR ENE TSI or PRM TSI).

As examples:

- general specific cases related to network constraints. These cases apply only to certain networks

which are separated (EL 1000mm gauge network) or need to maintain their compatibility with 3rd

country (1520mm gauge) networks.

- the specific case of track gauge distance in the CR INF TSI. All the track gauges outside the

nominal one are specific cases and thus also specific cases in the CR LOC&PAS TSI.

- in the CR ENE TSI France has outlined a specific case dealing with voltages and frequencies on

two particular lines of the 1.5 kV DC network. As a consequence of this specific case there is a

corresponding specific case in the CR LOC&PAS TSI.

In this category there are two types of specific cases; the more and less restrictive ones.

The more restrictive ones consist in an additional requirement that allow the RST to still be

compliant (e.g. the smaller- than-TSI existing network gauge does not accommodate the

bigger TSI gauge). These cases are mandatory to be applied on the concerned networks.

The less restrictive ones, which do allow TSI compliant RST, but may also allow non TSI

compliant RST, in order to use the existing network to the full extent (e.g. RST may be built

to a bigger-than-TSI gauge to make use of the full potential of the existing network). It is

voluntary to apply these specific cases and the application is to the discretion of the

applicant. In this case, the RST will be for national use only.




Specific cases corresponding to additional requirements to the TSI that do not prevent the RST to be

TSI compliant.

As examples:

- magnetic track brakes to be fitted according to specific rules whereas the TSI is silent, does not

make it mandatory to equip rolling stock with magnetic track brakes.

- environmental conditions, in order to guarantee unrestricted access and operation of the rolling

stock in all climatic conditions. It is allowed to travel on the TEN lines of the network concerned,

under all climatic circumstances. RST not complying to this specific cases may not be allowed to

these lines under extreme conditions (e.g. Nordic conditions).

Specific cases which do not prevent the access to the national network to TSI compliant RST.

As examples:

- bigger loading gauge (NL, SE).

- use of the method 3 for assessment of the dynamic behaviour (UK).

- wheel rim dimension (UK).

- standard for fire safety (ES)

12.3 Case of Norway

The specific cases identified and discussed with representatives of the Norwegian Safety Authority, were

removed from the final draft of the TSI, in order to avoid any misinterpretation of this TSI when it will enter

into force in the EU Member States after its vote in the Interoperability Committee and its adoption by the

Commission. Nevertheless, it is necessary to identify and document the inconsistencies between the TSI

and the Norwegian network. Therefore, the possible specific cases identified by Norwegian authorities, are

included below for information purposes only.

Track interaction and gauging (4.2.3)

(“P”) Units designed to operate on the Norwegian network shall remain within the

kinematic gauge NO1 in accordance with the Norwegian National Rail Administration‟s

Network Statement.

Environmental conditions general (4.2.6)

(“P”) For unrestricted operation of rolling stock on the Norwegian network it shall be

demonstrated that the rolling stock meets the following requirements:

Temperature zone T2 as specified in clause 4.2.6.1.2 shall be selected. The real ambient

temperature and irradiance impact on the lines and during the seasons shall however be taken into

consideration.

Snow, ice and hail severe conditions as specified in clause 4.2.6.1.5 shall be selected, and the

following additional requirements shall apply:

o The expected densities and consistencies of snow shall be taken into consideration.

o The expected heights and shapes of unploughed snow shall be taken into consideration,

and the obstacle deflector shall be designed to effectively remove the snow without dazzling

the driver‟s forward sight and without creating a resulting lifting force. Necessary operational

limitations shall be determined.

For humidity (also including i.a. condensation, draining and compressed air drying) the requirements

as specified in clause 4.2.6.1.3 shall be met with the exception of maximum temperature variation




taken into consideration shall be 60 ºK. Necessary draining possibilities from the water system shall

be provided, and any closed or open cavity that may collect condense shall have draining holes.

(“T”) Composite brake friction materials (4.2.6)

Snow, ice and hail conditions as specified in clause 4.2.6.1.5 shall apply. The use of

composite brake friction materials in brake pads and brake blocks approved based on

UIC specifications and test methods are however not generally valid for Norway.

Composite brake pads and brake blocks shall be assessed on a national basis and

shall take into consideration difficult environment and severe winter conditions.

This specific case is valid until the assessment methods have been further developed

and proven to be sufficient for difficult environment and severe winter conditions.

Operation within range of voltages and frequencies (4.2.8.8.2)

(“T”) High crest factors occur in the Norwegian traction power supply voltage due to a vast amount of

angle controlled vehicles (thyristor controlled units), which cause a high harmonic content in the voltage.

Repeated peak voltages above 33kV may occur. Vehicles operating in Norway must be designed to

withstand these voltages without lowering the performance in other respects.

Regenerative brake with energy to the overhead contact line (4.2.8.2.3)

(“P”) Capacitive power factor below 0.95 is not allowed at voltages over 16,5kV in Norway, due to the risk

of making it hard or impossible for other vehicles to use regenerative braking because of high voltage on

the overhead contact line

In regeneration mode (electrical braking) the train shall not behave like a capacitor greater than 60kVAr at

any regenerated power, i.e. capacitive power factor is prohibited during regeneration. The exception of

60kVAr capacitive reactive power is to allow the possibility to have filters on the high voltage side of the

train/traction unit. These filters shall not exceed 60kVAr capacitive reactive power at the fundamental

frequency.

Inductive power factor below 0.95 is not allowed when the voltage is below 16,5kV in regenerative mode

(electrical braking).

High crest factors occur in the Norwegian traction power supply voltage due to a vast amount of angle

controlled vehicles (thyristor vehicles), which cause a high harmonic content in the voltage. Repeated peak

voltages above 33kV may occur. Vehicles operating in Norway must be designed to withstand these

voltages without lowering the performance in other respects.

System energy disturbances (4.2.8.2.7)

RST shall automatically disconnect the main switch if current in any frequency band with 1 Hz bandwidth in

the interval 92-98 Hz and 102-108 Hz equals or exceeds 2 Arms for 1 s or longer.

Comment: Acceptance of these SC will also be examined in the frame work of the CR CCS TSI revision

(Annex A, App 1), as they relate to compatibility with train detection systems. This issue shall be covered in

a consistent way in one TSI.

Pantograph head geometry (4.2.8.2.9.2)

(“P”) For rolling stock required to operate on lines where the energy sub-system has not

been upgraded in accordance with the CR ENE TSI, the pantograph head geometry

width shall be 1800 mm.




Exceptions are made for lines modified to accept also 1950 mm pantograph head width,

see the Norwegian National Railway‟s “Network Statement”.

Pantograph contact force and dynamic behaviour (4.2.8.2.9.6.)

(“T” or “P”?) This specific case is applicable for units operated on lines with non-upgraded catenary

system.

The mean contact force of the pantograph on these lines shall be limited according to

Norwegian technical specifications referred to in the Norwegian National Railway

Administration‟s yearly “Network Statement”.

13. Consultation of Social partners and Associations Release 2.0 of the draft TSI has been translated into French and German. The translations and the English

original have been sent to the official Social Partners and to associations. The draft TSIs were sent at the

end of March 2009 and the comments were to be received by ERA by June 30. Details of the content and

the associations involved in the consultation may be found in annex C to this report.

The official social partners consist out of CER, EIM and ETF. The list of 132 associations and bodies to be

consulted has been finalised on 12 June 2007 by the Committee referred to in the article 21 of Directive

2001/16/EC. They include 78 passenger bodies, 44 freight bodies and 10 general bodies.

From social partners ERA received in return only remarks from ETF with regard to working conditions for

drivers.

From 132 associations and bodies, only 3 replied. Remarks include one request to include TSI parameters

for accessibility, one request to modify requirements for wheel dimensions and minimum curve radii and

one request for information regarding speed signals related to doors.

All input is answered individually. Where remarks have not been taken into account in the TSI, explanation

is provided in return.

14. Conclusion The final draft TSI presented has been drafted according to the mandate of the Commission dated 09

February 2006, and according to the Agency working methods. It reflects the current state of the art for

conventional rail rolling stock.

This final draft refers to a few documents which are not yet published:

- Commission decision related to the description of the modules for conformity assessment.

- EN standards to be published in 2010.

- Other TSIs to be adopted and/or to be revised.

Notwithstanding the need to verify the corresponding final references before its notification, the final draft

TSI “Locomotives and Passenger rolling stock” revision 4.0 is suitable for vote by the Member States in the

Interoperability Committee.

Regarding the assessment of safety requirements for the braking function, concerns were expressed by

the sector (CER and UNIFE) and by Germany, mentioning the development of EN standards, and the work

from the ERA Safety Unit on role and responsibilities of assessment bodies. ERA view is that the current




arrangements (as set up in the Interoperability Directive for NoBos) allow the assessment of safety

requirements; the ongoing development on role and responsibilities of assessment bodies will improve and

ease the processes, but is not seen as a prerequisite to the entry into application of TSIs including safety

requirements.

Regarding the implementation of this TSI, it is proposed to allow for a transition period, proposed to be of 7

years, during which the application of the TSI would not be mandatory in case of contact in course of

performance or project at advanced stage, or in case of use of existing design at the date of publication of

the TSI. Derogations should not be required in these cases. The legal part of the decision from the

Commission will define the corresponding dates of application of the TSI.

Regarding the remaining open points, it is to be noted that most of them are linked to interface issues with

the infrastructure, or to safety aspects (safety target for particular functions); therefore, further

investigations and studies are necessary on these subjects, in order to be in a position to close the open

points when this TSI will be revised. This report gives possible orientations that will need to be confirmed.

The work already launched regarding the extension of scope of the TSI (from the TEN network to the

whole of the rail network in the scope of the Directive) will have also to be considered, and may lead to

adjustments or complements of the TSI, at the occasion of a future revision.




Annex A: List of standards

TSI Standard

Characteristics to be assessed

Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Element of the Rolling Stock sub-system

Clause

Structure and mechanical

parts 4.2.2

Inner coupling 4.2.2.2.2

- EN15566:2009 EN15551:2009

Product definition and verification

End coupling

4.2.2.2.3

EN15566:2009 EN15551:2009 prEN 15807:2008

UIC 648 and UIC 541-1

Rescue coupling 4.2.2.2.4 EN15020:2006 Y

UIC 648

Staff access for coupling and uncoupling

4.2.2.2.5

Y RFS proposal “Headstock disposal”

Proposal in January 2009

Gangways 4.2.2.3 UIC 561 RFS 009

Strength of vehicle structure

4.2.2.4

EN12663-1:2010

EN15085-5:2007 For verification of metallic joints.

Passive safety 4.2.2.5 EN15227:2008

Lifting and jacking 4.2.2.6

EN12663-1:2010 RFS 010

Fixing of devices to carbody structure 4.2.2.7

EN12663-1:2010

Access doors for staff and freight 4.2.2.8

Mechanical characteristics of glass 4.2.2.9

E-ECE 324 Regulation 43

Loading conditions 4.2.2.10 EN15663:2009

EN14363:2005




TSI Standard


Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Track interaction and

gauging 4.2.3

Kinematic gauge 4.2.3.1 EN 15273-2:2010 -

Axle load parameter 4.2.3.2.1 EN15663:2009 - -

Wheel load 4.2.3.2.2 EN 14363:2005

Rolling Stock characteristics for the compatibility with train detection systems 4.2.3.3.1

CR CCS TSI - -

Axle bearing condition monitoring 4.2.3.3.2

EN 15437-1:2009 -

Safety against derailment running on twisted track 4.2.3.4.1

EN 14363:2005 - -


4.2.3.4.2

EN 14363:2005 EN 15686:2010 EN 13848-1:2003/A1:2008

- -

Equivalent conicity 4.2.3.4.3 EN 15302:2008 - -

Design values for new wheel profiles

4.2.3.4.3.1

EN13674-1:2003/A1:2006 EN 13715:2006

- -

In-service values of wheelset equivalent conicity 4.2.3.4.3.2

- - - Open point

Structural design of bogie frame 4.2.3.5.1

EN 13749:2005 - -

Mechanical and geometrical characteristics of wheelsets - axles - assembly 4.2.3.5.2.1

EN 13103:2009 EN 13104:2009

EN 13260:2009

EN 13261:2009

EN 12080:2007 EN 12081:2007 EN 12082:2007 prEN15313:2009

Product verification In service wheelset parameters

-




TSI Standard


Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Mechanical and geometrical characteristics of wheels 4.2.3.5.2.2

EN 13979-1:2003/A1:2009

EN 13262:2004/A1:2008

Product design verification

-

Variable gauge wheelset 4.2.3.5.2.3

Assessment (open point) RFS029

Minimum curve radius 4.2.3.6 - - - -

Life guards 4.2.3.7 - - - -

Braking 4.2.4

Functional requirements 4.2.4.2.1 -

Safety requirements 4.2.4.2.2

CSM EN 50126:1999 Demonstration of safety requirements

Type of brake system 4.2.4.3 EN 14198:2005 EN 15179:2007

For definition of UIC compatible brake system

EN 15355:2008

EN15611:2008

EN 15612:2008

EN 15625:2008

Definition and verification of brake component of UIC brake system

Emergency braking 4.2.4.4.1

Service braking 4.2.4.4.2

Direct braking command 4.2.4.4.3

Dynamic braking command 4.2.4.4.4

Parking braking command 4.2.4.4.5

Braking performance 4.2.4.5.1 EN 14531-1:2005

Calculation

EN 14531-6:2009 RFS 008

Braking test

UIC 544-01:Oct 2004

Test methodology RFS 002

Emergency braking 4.2.4.5.2 EN 14531-1:2005

Service braking 4.2.4.5.3 EN 14531-1:2005

Calculations related to thermal capacity 4.2.4.5.4

-




TSI Standard


Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Parking brake 4.2.4.5.5 EN 14531-1:2005

Limit of wheel rail adhesion profile 4.2.4.6.1

Wheel slide protection system 4.2.4.6.2 EN 15595:2009

Interface with traction - Braking systems linked to traction (electric, hydro-dynamic) 4.2.4.7

General 4.2.4.8.1.

Magnetic track brake 4.2.4.8.2. UIC 541-06

Eddy current track brake 4.2.4.8.3

Brake state and fault indication 4.2.4.9

EN 15220-1:2008 Product verification

Brake requirements for rescue purposes 4.2.4.10

prEN 15807:2008 Half coupling definition and verification

Passenger related items 4.2.5

Sanitary systems 4.2.5.1 -

Public address system: audible communication system 4.2.5.2

-

Passenger alarm: functional requirements 4.2.5.3

UIC 541-6 RFS 013

Safety instructions to passengers - Signs 4.2.5.4

-

Communication devices for passengers 4.2.5.5

-

Exterior doors: access to and egress from Rolling Stock 4.2.5.6

EN 14752 Design of doors

Exterior door system construction 4.2.5.7

- EN 14752 Design of doors

Inter-unit doors 4.2.5.8

- RFS 009




TSI Standard


Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Internal air quality

4.2.5.9

EN 13129-1 cl9.5 EN 13129-2 cl 5.1.2 and 9.5

Fresh air volume

Body side windows 4.2.5.10

Environmental conditions

and aerodynamic effects 4.2.6

Environmental conditions 4.2.6.1

RFS 007

Altitude 4.2.6.1.1

EN 50125-1:1999 - RFS 021

Temperature 4.2.6.1.2 EN 50125-1:1999 - -

Humidity 4.2.6.1.3 EN 50125-1:1999 - -

Rain 4.2.6.1.4 EN 50125-1:1999 - -

Snow, ice and hail 4.2.6.1.5 EN 50125-1:1999 - -

Solar radiation 4.2.6.1.6 EN 50125-1:1999 - -

Resistance to pollution 4.2.6.1.7

EN 60721-3-5:1997

- -

Aerodynamic effects 4.2.6.2 - - - -

Slipstream effects on passengers on platform 4.2.6.2.1

EN 14067-4:2005/A1:2009

- -

Slipstream effects on workers at the track side 4.2.6.2.2

EN 14067-4:2005/A1:2009

- -

Head pressure pulse 4.2.6.2.3

EN 14067-4:2005/A1:2009

- -

Maximum pressure variations in tunnels 4.2.6.2.4

- - - -

Cross wind 4.2.6.2.5

- Pr EN14067-6 - Open point-

External lights & visible and

audible warning devices 4.2.7

External front and rear lights 4.2.7.1

EN 15153-1:2007 RFS 004




TSI Standard


Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Horn 4.2.7.2

EN 15153-2:2007 RFS 005

Traction and electrical

equipment 4.2.8

Traction performance 4.2.8.1

General 4.2.8.1.1

Requirements on performance 4.2.8.1.2

Power supply 4.2.8.2

General 4.2.8.2.1

Operation within range of voltages and frequencies 4.2.8.2.2

Regenerative brake with energy to the overhead contact line 4.2.8.2.3

EN 50388:2005 Revision

EN50163:2004

Maximum power and current from the overhead contact line 4.2.8.2.4

EN 50388:2005

Maximum current at standstill for DC systems 4.2.8.2.5

-

Power factor 4.2.8.2.6 EN 50388:2005

System energy disturbances 4.2.8.2.7 EN 50388:2005

Energy consumption measuring function 4.2.8.2.8

-

Requirements linked to pantograph 4.2.8.2.9

Working range in height of pantograph

4.2.8.2.9.1

Height of interaction with contact wires

4.2.8.2.9.1.1

-




TSI Standard


Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Working range in height of pantograph

4.2.8.2.9.1.2

EN 50206-1:2010

pantograph head geometry 4.2.8.2.9.2


Pantograph head geometry type 1600 mm

4.2.8.2.9.2.1

Pantograph head geometry type 1950 mm

4.2.8.2.9.2.2

pantograph current capacity 4.2.8.2.9.3

EN 50206-1:2010

Contact strip material 4.2.8.2.9.4

EN50405:2006

Pantograph static contact force

4.2.8.2.9.5

EN 50206-1:2010

Pantograph contact force and dynamic behaviour

4.2.8.2.9.6

EN 50318:2002

EN 50317:2002

Arrangement of pantographs 4.2.8.2.9.7

-

Running through phase or system separation sections

4.2.8.2.9.8

-

Insulation of pantograph from the vehicle

4.2.8.2.9.9

EN 50163:2004

EN 50124-1:2001




TSI Standard


Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Pantograph lowering 4.2.8.2.9.10

EN 50206-1:2010

EN 50119:2009

Electrical protection of the train

4.2.8.2.10


Diesel and other thermal traction system 4.2.8.3

-

Protection against electrical hazards 4.2.8.4

EN 50153:2002

Cab and operation 4.2.9

Driver´s Cab 4.2.9.1

UIC 651: July 2002

General 4.2.9.1.1

Access and egress 4.2.9.1.2

RFS 006

Access and egress in operating conditions

4.2.9.1.2.1

Driver's cab emergency exit 4.2.9.1.2.2

EN15227:2008 TSI requirement verification

External visibility 4.2.9.1.3

Front visibility 4.2.9.1.3.1

RFS 006

Rear and side view 4.2.9.1.3.2

Interior layout 4.2.9.1.4

Assessment RFS 006

Driver's seat 4.2.9.1.5

Driver's desk- Ergonomics 4.2.9.1.6




TSI Standard


Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Climate control and air quality

4.2.9.1.7

EN 14813-1 cl9.5 EN 14813-2 cl6.2 UIC 651 cl 2.9.3

Air velocity (around head of driver)

Internal lighting 4.2.9.1.8 EN 13272 cl 6 Measurement

Windscreen-Mechanical characteristics 4.2.9.2.1

EN 15152:2007 RFS 003

Windscreen-Optical characteristics 4.2.9.2.2

EN 15152:2007 RFS 003

Front-end-Equipment 4.2.9.2.3

Driver machine interface 4.2.9.3

Driver´s activity control function 4.2.9.3.1

Speed indication 4.2.9.3.2

Driver display unit and screens 4.2.9.3.3

? RFS 022

Controls and indicators 4.2.9.3.4

RFS 023

Labelling 4.2.9.3.5

Remote control function 4.2.9.3.6 EN 50239 Design and assessment

Onboard tools and portable equipment 4.2.9.4

-

Storage facility for staff personal effects 4.2.9.5

Recording device 4.2.9.6

Fire safety and evacuation 4.2.10

Material requirements

4.2.10.2

CEN/TS 45545-2:2009 CEN/TS 45545-1:2009

Specific measures for flammable liquids 4.2.10.3

CEN/TS 45545-7

Passenger evacuation 4.2.10.4

CEN/TS 45545-4




TSI Standard


Mandatory ref

to clause(s) of

Standard N°

Voluntary ref

to clause(s) of

Standard N°

Voluntary ref

Purpose

To be

drafted

Fire barriers

4.2.10.5

EN1363-1:1999 CEN/TS455545-3

Servicing 4.2.11

Cleaning of driver's cab windscreen 4.2.11.2.1

-

Exterior cleaning through a washing plant 4.2.11.2.2

-

Toilet discharge system 4.2.11.3 -

Water refilling equipment 4.2.11.4

- RFS 014

Interface for water refilling 4.2.11.5

- RFS 014

Special requirements for stabling of trains 4.2.11.6

-

Refuelling equipment 4.2.11.7

UIC 627-2: July 1980

RFS 011

Documentation for

operation and maintenance 4.2.12

-

General 4.2.12.1

General documentation 4.2.12.2

Documentation related to maintenance 4.2.12.3

Operating documentation 4.2.12.4

Lifting diagram and instructions 4.2.12.5

Rescue related descriptions 4.2.12.6




Annex B: Position of sector organisations

This annex summarises the position of the sector organisations represented in the WPs, and

who contributed in the drafting process of the CR LOC&PAS TSI with their proposals and

comments.

Annex B-1-1: Minutes of meeting with CER

ERA_IU_RST_v1 _Minutes CER 11032009_Final.doc

Annex B-1-2: CER final table of comments

091020_CER appendix to ERA-Report_clean.pdf

Annex B-2-1: Position paper from EIM dated June 2008

EIM compiled Rolling Stock papers.pdf

Annex B-2-2: Minutes of meeting with EIM

ERA_IU_RST_v1 _Minutes EIM 171208.doc

Annex B-3-1: Minutes of meeting with UNIFE

ERA_IU_RST_v1 _Minutes UNIFE 161208.doc

Annex B-3-2: UNIFE final table of comments

090911_EF_Letter to ERA.pdf

090910_UNIFE_Final List.pdf




Annex C: Comments received from Social partners and Associations (formal consultation)

This annex gives the comments received from Social partners and Associations further to the

consultation launched by the Agency on the basis of the preliminary draft CR LOC&PAS TSI

(revision 2.0).

Social partners:

Annex C-1: CER opinion

CER answer consultation.doc

Annex C-2: EIM opinion

EIM_30 06 09_ERA TSI Rolling Stock Consulation.pdf

Annex C-3: ETF opinion

ETF opinion TSI LOC_RST_CR.pdf

Associations:

List of Associations :

DV02EN08 120609 list Associations and Bodies.doc

Annex C-4: UIRR opinion

UIRR consultation on LOC TSI.pdf

Annex C-5: EPF opinion

EPF TSI Rolling Stock.doc

Annex C-6: PO opinion




PO consultation on LOC PAS.pdf

Annex C-7: Polish chamber of land commerce opinion

Polish Ch Land Commerce TSI lok.pdf