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12.4.2013 Official
Journal
of
the
European
Union L
104/1
II
(Non-legislative acts)
REGULATIONS
COMMISSION REGULATION (EU) No 321/2013
of 13 March 2013
concerning the technical specification for interoperability relating to the subsystem ‘rolling stock —
freight wagons’ of the rail system in the European Union and repealing Decision 2006/861/EC
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
(4) The
TSI
on
‘rolling
stock
—
freight
wagons’
should
not
impose the use of specific technologies or technical
solutions except where this is strictly necessary for the
Having regard to the Treaty on the Functioning of the European
interoperability of the European Union’s rail system.
Union,
(5) The
TSI
on
rolling
stock
which
is
to
be
established
by
this Regulation does not cover all the essential
Having regard to Directive 2008/57/EC of the European
requirements set out in Annex III to Directive
Parliament and of the Council of 17 June 2008 on the inter
2008/57/EC. In accordance with Article 5(6) of
operability of the rail system within the Community, ( 1 ) and in
Directive 2008/57/EC, the technical aspects that are not
particular Article 6(1) second subparagraph thereof,
covered should be identified as open points.
Whereas:
(6) In
accordance with Article 17(3) of Directive
2008/57/EC, Member States are to notify to the
Commission and other Member States the technical
(1) Article 12 of Regulation (EC) No 881/2004 of the
rules, the conformity assessment and verification
European Parliament and of the Council of 29 April
procedures to be used in specific cases, and the bodies
2004 establishing a European Railway Agency
( 2 )
responsible for carrying out these procedures.
requires the European Railway Agency (the Agency) to
ensure that the technical specifications for interoper
ability (TSIs) are adapted to technical progress, market
(7) The
TSI
on
‘rolling
stock
—
freight
wagons’
should
refer
trends and social requirements and to propose to the
to Commission Decision 2010/713/EU of 9 November
Commission the amendments to the TSIs which it
2010 on modules for the procedures for assessment of
considers necessary.
conformity, suitability for use and EC verification to be
used in the technical specifications for interoperability
adopted under Directive 2008/57/EC of the European
Parliament and of the Council (
(2) With
Decision
C(2010)
2576
of
29
April
2010,
the

3 ).
Commission gave the Agency a mandate to develop
and review the technical specifications for interoperability
(8) In
accordance with Article 11(5) of Directive
with a view to extending their scope to the European
2008/57/EC, the TSI on ‘rolling stock — freight
Union’s entire rail system. Under the terms of that
wagons’ should allow, for a limited period of time, inter
mandate, the Agency was asked to extend the scope of
operability constituents to be incorporated into
the Technical Specification for Interoperability relating to
subsystems without certification, provided that certain
the subsystem ‘rolling stock — freight wagons’ to the
conditions are met.
European Union’s entire rail system.
(9) Commission
Decision
2006/861/EC
of
28
July
2006
(3) On
1
February
2012
the
European
Railway
Agency
concerning the technical specification of interoperability
submitted a recommendation on the revised Technical
relating to the subsystem ‘rolling stock — freight wagons’
Specification for Interoperability (TSI) relating to the
of the trans-European conventional rail system ( 4 ) should
subsystem ‘rolling stock — freight wagons’.
therefore be repealed.
( 1 ) OJ L 191, 18.7.2008, p. 1.
( 3 ) OJ L 319, 4.12.2010, p. 1.
( 2 ) OJ L 164, 30.4.2004, p. 1.
( 4 ) OJ L 344, 8.12.2006, p. 1.

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Official Journal of the European Union
12.4.2013
(10) The
measures
provided
for
in
this
Regulation
are
in
(b) the conformity assessment and verification procedures to be
accordance with the opinion of the Committee estab
carried out to apply those rules;
lished in accordance with Article 29(1) of Directive
2008/57/EC,
(c) the bodies appointed to carry out those conformity-
assessment and verification procedures.
HAS ADOPTED THIS REGULATION:
Article 1
Article 5
The technical specification for interoperability (TSI) relating to
1. With
regard
to
specific
cases
set
out
in
Chapter
7
of
the
the ‘rolling stock — freight wagons’ subsystem of the entire
TSI, the conditions to be met for the verification of interoper
European Union’s rail system, as set out in the Annex, is
ability pursuant to Article 17(2) of Directive 2008/57/EC shall
hereby adopted.
be the applicable technical rules in use in the Member State
which authorise the placing in service of the subsystems covered
by this Regulation.
Article 2
1. The
TSI
shall
apply
to
the
‘rolling
stock
—
freight
wagons’ 2. Within six months of the entry into force of this Regu
subsystem as described in point 2.7 of Annex II to Directive
lation, each Member State shall notify to the other Member
2008/57/EC.
States and to the Commission:
2. The TSI shall apply to freight wagons with a maximum
operating speed lower than or equal to 160 km/h and a
(a) the applicable technical rules referred to in paragraph 1;
maximum axle load lower than or equal to 25 t.
(b) the conformity assessment and verification procedures to be
3. The
TSI
shall
apply
to
freight
wagons
which
are
intended
carried out to apply the technical rules referred to in
to be operated on one or more of the following nominal track
paragraph 1;
gauges: 1 435 mm, 1 524 mm, 1 600 mm, and 1 668 mm. The
TSI shall not apply to freight wagons operating mainly on the
(c) the bodies appointed to carry out the conformity
1 520 mm track gauge, which may occasionally be operated on
assessment and verification procedures of the specific
1 524 mm track gauge.
cases referred to in paragraph 1.
Article 3
Article 6
The TSI shall apply to all new freight wagon rolling stock of the
European Union’s rail system, taking into account Section 7 of
1. Without
prejudice
to
the
agreements
which
have
already
the Annex.
been notified under Decision 2006/861/EC and shall not be
notified again, Member States shall notify the Commission,
The TSI set out in the Annex shall also apply to existing freight
within six months of the entry into force of this Regulation,
wagon rolling stock:
any national, bilateral, multilateral or international agreements
under which freight wagons, falling under the scope of this
Regulation, are operated.
(a) when it is renewed or upgraded in accordance with
Article 20 of Directive 2008/57/EC; or
2. Member
States
shall
forthwith
notify
the
Commission
any
(b) with regard to specific provisions, such as the traceability of
future agreements or modifications of existing agreements.
axles in point 4.2.3.6.4 and the maintenance plan in
point 4.5.3.
Article 7
The detailed technical scope of this Regulation is set out in
In accordance with Article 9(3) of Directive 2008/57/EC, within
Chapter 2 of the Annex.
one year of the entry into force of this Regulation, each
Member State shall communicate to the Commission a list of
projects being implemented within its territory and that are at
Article 4
an advanced stage of development.
1. With regard to ‘open points’ set out in Appendix A of the
TSI, the conditions to be complied with for the verification of
Article 8
interoperability pursuant to Article 17(2) of Directive
2008/57/EC shall be the applicable technical rules in use in
1. An
EC
certificate
of
verification
for
a
subsystem
that
the Member State which authorise the placing in service of
contains interoperability constituents which do not have an
the subsystem covered by this Regulation.
EC declaration of conformity or suitability for use may be
issued during a transition period of ten years after the entry
2. Within six months of the entry into force of this Regu
into force of this Regulation, provided the provisions set out in
lation, each Member State shall send the other Member States
Section 6.3 of the Annex are met.
and the Commission the following information, provided it has
not already been sent to them under Decision 2006/861/EC:
2. The
production
or
upgrade/renewal
of
the
subsystem
using non-certified interoperability constituents shall be
(a) the list of the applicable technical rules referred to in
completed within the transition period set out in paragraph 1,
paragraph 1;
including placing in service.

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3. During
the
transition
period
set
out
in
paragraph
1:
2. The
Agency
shall
keep
the
list
referred
to
in
paragraph
1
up to date and inform the Commission of any changes to it.
(a) the reasons for non-certification of any interoperability
The Commission shall inform the Member States of any
constituents shall be properly identified in the verification
changes to the list through the Committee established in
procedure referred to in paragraph 1;
accordance with Article 29 of Directive 2008/57/EC.
(b) the national safety authorities shall report on the use of
non-certified interoperability constituents in the context of
Article 11
authorisation procedures in their annual report referred to
Decision 2006/861/EC is repealed with effect from 1 January
in Article 18 of Directive 2004/49/EC of the European
2014.
Parliament and of the Council ( 1 ).
4. After
a
transition
period
of
one
year
after
the
entry
into
It shall continue to apply, however, to the maintenance of
force of this Regulation, newly produced interoperability consti
projects authorised in accordance with that Decision and,
tuents, which are not covered by the exceptions set out in
unless the applicant requests to apply this Regulation, to
Section 6.5 of the Annex, shall be covered by the required
projects for new, renewed or upgraded subsystems which are
EC declaration of conformity and/or suitability for use.
at an advanced stage of development or are the subject of a
contract which is being carried out on the date this Regulation
Article 9
is published.
The declaration of verification and/or conformity to type of a
new vehicle established in accordance with Decision
Article 12
2006/861/EC shall be considered valid until the end of a tran
sition period of three years after the entry into force of this
This Regulation shall enter into force on the day following that
Regulation.
of its publication in the Official Journal of the European Union.
Article 10
It shall apply from 1 January 2014. However, an authorisation
1. The
Agency
shall
publish
on
its
website
the
list
of
fully for placing into service may be granted in application of the TSI
approved composite brake blocks for international transport
as set out in the Annex to this Regulation, except its Section
referred to in Appendix G.
7.1.2, before 1 January 2014.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 13 March 2013.
For the Commission
The President
José Manuel BARROSO
( 1 ) OJ L 164, 30.4.2004, p. 44.

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Official Journal of the European Union
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ANNEX
Technical specification for interoperability for the ‘rolling stock — wagons’ subsystem
TABLE OF CONTENTS
1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
1.1.
Technical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
1.2.
Geographical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
1.3.
Content of this TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
2.
Scope and definition of subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8
3.
Essential requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
4.
Characterisation of the subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.2.
Functional and technical specifications of the subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.2.1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.2.2.
Structures and mechanical part . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.2.2.1.
Mechanical interface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.2.2.1.1. End coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.2.2.1.2. Inner coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.2.2.2.
Strength of unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.2.2.3.
Integrity of the unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.2.3.
Gauging and track interaction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.2.3.1.
Gauging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.2.3.2.
Compatibility with load carrying capacity of lines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.2.3.3.
Compatibility with train detection systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.2.3.4.
Axle bearing condition monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
4.2.3.5.
Running safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.3.5.1. Safety against derailment running on twisted track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.3.5.2. Running dynamic behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.3.6.
Running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.3.6.1. Structural design of bogie frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.3.6.2. Characteristics of wheelsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
4.2.3.6.3. Characteristics of wheels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.2.3.6.4. Characteristics of axles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.2.3.6.5. Axle boxes/bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.2.3.6.6. Variable gauge wheelsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.2.3.6.7. Running gear for manual change of wheelsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.2.4.
Brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.4.1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

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4.2.4.2.
Safety requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.4.3.
Functional and technical requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.4.3.1. General functional requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.4.3.2. Brake performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.4.3.2.1. Service brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.4.3.2.2. Parking brake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.2.4.3.3. Thermal capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.2.4.3.4. Wheel slide protection (WSP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.2.5.
Environmental conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.2.6.
System protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2.6.1.
Fire safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2.6.1.1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2.6.1.2. Functional and technical specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2.6.1.2.1. Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2.6.1.2.2. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2.6.1.2.3. Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.6.1.2.4. Flammable liquids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.6.2.
Protection against electrical hazards . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.6.2.1. Protective measures against indirect contact (protective bonding) . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.6.2.2 Protective measures against direct contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.6.3.
Attachment devices for rear-end signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.3.
Functional and technical specification of the interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.3.1.
Interface with the subsystem ‘infrastructure’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.3.2.
Interface with the subsystem ‘operation and traffic management’ . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.3.3.
Interface with the subsystem ‘control, command and signalling’ . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.4.
Operating rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.5.
Maintenance rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.5.1.
General documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.5.2.
Maintenance design justification file . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.5.3.
Maintenance description file . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.6.
Professional competencies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.7.
Health and safety conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.8.
Parameters to be recorded in the technical file . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.
Interoperability constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.1.
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
5.2.
Innovative solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.3.
Interoperability constituent specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.3.1.
Running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

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5.3.2.
Wheelset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
5.3.3.
Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5.3.4.
Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
5.3.5.
Rear-end signal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.
Conformity assessment and EC verification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.1.
Interoperability constituent . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.1.1.
Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
6.1.2.
Conformity assessment procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.1.2.1.
Running gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.1.2.2.
Wheelset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
6.1.2.3.
Wheel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.1.2.4.
Axle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.1.3.
Innovative solutions for interoperability constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.2.
Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.2.1.
Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
6.2.2.
EC verification procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6.2.2.1.
Strength of unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6.2.2.2.
Safety against derailment running on twisted track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6.2.2.3.
Running dynamic behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
6.2.2.4.
Axle box/bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2.2.5.
Running gear for manual change of wheelsets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2.2.6.
Thermal capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2.2.7.
Environmental conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2.2.8.
Fire safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2.2.8.1. Barriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2.2.8.2. Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
6.2.2.8.3 Cables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.2.2.8.4 Flammable liquids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.2.3.
Innovative solutions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.3. Subsystem
containing
components
corresponding
to
interoperability
constituents
not
holding
an
EC
declaration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.4.
Project phases where assessment is required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
6.5.
Constituents holding an EC declaration of conformity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
7.
Implementation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
7.1.
Authorisation for placing in service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
7.1.1.
Authorisation for placing into service of a new vehicle in conformity with previous WAG TSIs . . . 32
7.1.2.
Mutual recognition of the first authorisation of placing in service . . . . . . . . . . . . . . . . . . . . . . . . . . 32
7.2.
Substitution, renewal and upgrading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
7.3.
Specific cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
7.3.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

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7.3.2.
List of specific cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
7.3.2.1.
General specific cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
7.3.2.2.
Axle bearing condition monitoring (point 4.2.3.4) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
7.3.2.3.
Safety against derailment running on twisted track (point 4.2.3.5.1) . . . . . . . . . . . . . . . . . . . . . . . . 35
7.3.2.4.
Running dynamic behaviour (point 4.2.3.5.2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
7.3.2.5.
Characteristics of wheelsets (point 4.2.3.6.2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
7.3.2.6.
Characteristics of wheels (point 4.2.3.6.3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
7.3.2.7.
Attachment devices for rear-end signals (point 4.2.6.3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
7.4.
Specific environmental conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
7.5.
Freight wagons operating under national, bilateral, multilateral or international agreements . . . . . . . 35
Appendices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

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1. INTRODUCTION
A Technical Specification for Interoperability (TSI) is a specification that covers a subsystem (or part of it) as
described in Article 2(i) of Directive 2008/57/EC in order:
— to ensure the interoperability of the rail system, and
— to meet the essential requirements.
1.1. Technical
scope
See Article 2 of this Regulation.
1.2. Geographical
scope
The geographical scope of this TSI is the entire European Union’s rail system as set out in Article 1 of
Directive 2008/57/EC, taking into account the limitations concerning the track gauge set out in Article 2.
1.3. Content
of
this
TSI
In accordance with Article 5(3) of Directive 2008/57/EC, this TSI:
(a) indicates its intended scope (Chapter 2);
(b) lays down essential requirements for the part of the rolling stock subsystem concerned and for its
interfaces vis-à-vis other subsystems (Chapter 3);
(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-
vis other subsystems (Chapter 4).
(d) determines the interoperability constituents and interfaces which must be covered by European specifi
cations, including European standards, which are necessary to achieve interoperability within the rail
system (Chapter 5);
(e) states, in each case under consideration, which procedures are to be used in order to assess the
conformity or the suitability for use of the interoperability constituents and the ‘EC’ verification of the
subsystems (Chapter 6);
(f) indicates the strategy for implementing the TSIs (Chapter 7);
(g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work
that are required for the operation and maintenance of the above subsystem, as well as for the imple
mentation of this TSI (Chapter 4).
2. SCOPE
AND
DEFINITION
OF
SUBSYSTEM
This TSI is applicable to ‘freight wagons including vehicles designed to carry lorries’ as referred to in Annex I
Section 1.2 to Directive 2008/57/EC taking into account the limitations as set out in Article 2. In the
following this part of the subsystem rolling stock is called ‘freight wagon’ and belongs to the subsystem
‘rolling stock’ as set out in Annex II to Directive 2008/57/EC.
The other vehicles listed in point 1.2 of Annex I to Directive 2008/57/EC are excluded from the scope of this
TSI; this is especially the case for mobile railway infrastructure construction and maintenance equipment and
vehicles designed to carry
— motor vehicles with their passengers on board, or
— motor vehicles without passengers on board but intended to be integrated in passenger trains (car
carriers).
In the present TSI the following definitions are used:
(a) A ‘unit’ is the generic term used to name the rolling stock. It is subject to the application of this TSI, and
therefore subject to the EC verification procedure.
A unit can consist of:
— a ‘wagon’ that can be operated separately, featuring an individual frame mounted on its own set of
wheels, or
— a rake of permanently connected ‘elements’, those elements cannot be operated separately, or
— ‘separate rail bogies connected to compatible road vehicle(s)’ the combination of which forms a rake
of a rail compatible system.

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(b) A ‘train’ is an operational formation consisting of several units.
(c) The ‘design operating state’ covers all conditions under which the unit is intended to operate and its
technical boundaries. This design operating state may go beyond the specifications of this TSI in order
that units may be used together in a train on the network under the safety management system of a
railway undertaking.
3. ESSENTIAL
REQUIREMENTS
Article 4(1) of Directive 2008/57/EC states, that the rail system its subsystems and their interoperability
constituents shall meet the relevant essential requirements. The essential requirements are set out in general
terms in Annex III to Directive 2008/57/EC. Table 1 indicates the basic parameters specified in this TSI and
their correspondence to the essential requirements as explained in Annex III to Directive 2008/57/EC.
Table 1
Basic parameters and their correspondence to the essential requirements
Essential requirements
Point Basic
parameter
Safety
Reliability and
Technical
availability
Health
Environment
protection
compatibility
4.2.2.1.1 End
coupling 1.1.1,
1.1.3,
1.1.5,
2.4.1
4.2.2.1.2 Inner
coupling 1.1.1,
1.1.3,
2.4.1
4.2.2.2 Strength
of
unit 1.1.1,
1.1.3,
2.4.1
4.2.2.3 Integrity
of
the
unit 1.1.1
4.2.3.1 Gauging 1.1.1 2.4.3
4.2.3.2 Compatibility
with
load
1.1.1 2.4.3
carrying capacity of lines
4.2.3.3 Compatibility
with
train
1.1.1 2.4.3
detection systems
4.2.3.4 Axle
bearing
condition
moni
1.1.1 1.2 2.4.3
toring
4.2.3.5.1 Safety
against
derailment 1.1.1,
2.4.3
running on twisted track
1.1.2,
2.4.1
4.2.3.5.2 Running
dynamic
behaviour 1.1.1
2.4.3
1.1.2
4.2.3.6.1 Structural
design
of
bogie 1.1.1,
frame
1.1.2,
1.1.3
4.2.3.6.2 Characteristics
of
wheelsets 1.1.1,
2.4.3
1.1.2,
1.1.3

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Essential requirements
Point Basic
parameter
Safety
Reliability and
Technical
availability
Health
Environment
protection
compatibility
4.2.3.6.3 Characteristics
of
wheels 1.1.1,
2.4.3
1.1.2,
1.1.3
4.2.3.6.4 Characteristics
of
axles 1.1.1,
1.1.2,
1.1.3
4.2.3.6.5 Axle
box/bearings 1.1.1,
1.1.2,
1.1.3
4.2.3.6.6 Variable
gauge
wheelsets 1.1.1,
1.1.2,
1.1.3
4.2.3.6.7 Running
gear
for
manual 1.1.1,
change of wheelsets
1.1.2,
1.1.3
4.2.4.2 Brake
—
Safety
requirements 1.1.1,
1.2
1.1.3
2.4.2
4.2.4.3.1 Brake
—
General
functional 1.1.1
2.4.2
requirements
2.4.1
4.2.4.3.2.1 Brake performance — In- 1.1.1,
2.4.2 1.5
service brake
1.1.2
2.4.1
4.2.4.3.2.2 Brake
performance
—
Parking 2.4.1 2.4.3
brake
4.2.4.3.3 Brake
—
Thermal
capacity 1.1.1,
2.4.3
1.1.3
2.4.1
4.2.4.3.4 Brake — Wheel slide 2.4.1 2.4.2
protection (WSP)
4.2.5 Environmental
conditions 1.1.1
2.4.3
1.1.2
4.2.6.1 Fire
safety 1.1.1
1.1.4
4.2.6.1.2.1 Fire
safety
Barriers 1.1.4 1.3.2 1.4.2
4.2.6.1.2.2 Fire
safety
Materials 1.1.4 1.3.2 1.4.2
4.2.6.1.2.3 Fire
safety
Cables 1.1.4 1.3.2 1.4.2
1.1.5
4.2.6.1.2.4 Fire safety — Flammable 1.1.4 1.3.2 1.4.2
liquids
4.2.6.2 Protection
against
electric
1.1.5
hazard
2.4.1

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Essential requirements
Point Basic
parameter
Safety
Reliability and
Technical
availability
Health
Environment
protection
compatibility
4.2.6.3 Attachment
device
for
rear-
1.1.1
end signal
The essential requirements 1.3.1, 1.4.1, 1.4.3, 1.4.4 and 1.4.5 of Annex III to Directive 2008/57/EC fall
under the scope of other Union legislation.
4. CHARACTERISATION
OF
THE
SUBSYSTEM
4.1. Introduction
The rail system, to which Directive 2008/57/EC applies and of which freight wagons form a part, is an
integrated system whose consistency shall be verified. This consistency shall be checked in particular with
regard to the specifications of the rolling stock subsystem and the compatibility with the network (Section
4.2), its interfaces in relation to the other subsystems of the rail system in which it is integrated (Sections 4.2
and 4.3), as well as the initial operating and maintenance rules (Sections 4.4 and 4.5) as requested by
Article 18(3) of Directive 2008/57/EC.
The technical file, as set out in Article 18(3) and Annex VI to Directive 2008/57/EC (Section 4.8), shall
contain in particular design related values concerning the compatibility with the network.
4.2. Functional
and
technical
specifications
of
the
subsystem
4.2.1. General
In light of the essential requirements in Chapter 3, the functional and technical specifications of the
subsystem ‘rolling stock — freight wagons’ are grouped and sorted out in the following points of this
Chapter:
— Structures and mechanical parts
— Gauging and vehicle track interaction
— Brake
— Environmental conditions
— System protection.
Except where this is strictly necessary for the interoperability of the rail system and to meet the relevant
essential requirements, the functional and technical specifications of the freight wagon and its interfaces do
not impose the use of any particular technical solutions.
Innovative solutions, which do not fulfil the requirements specified in this TSI and/or which are not
assessable as stated in this TSI, require new specifications and/or new assessment methods. In order to
allow technological innovation, these specifications and assessment methods shall be developed by the
process ‘innovative solution’ described in Chapter 6.
When the functional and technical specifications that are necessary in order to achieve interoperability and to
meet the essential requirements, have not been developed concerning a particular technical aspect, this aspect
is identified as an open point in the relevant point. As required in Article 5(6) of Directive 2008/57/EC all
open points are listed in Appendix A.
In Appendix C a set of conditions is specified. The conformity with this set of conditions is optional. If this
option is selected, the conformity shall be assessed by a notified body within the EC verification procedure.
In accordance with Article 5(5) of Directive 2008/57/EC, provision may be made for specific cases for each
TSI. Such provisions are indicated in Chapter 7.
As far as possible the assessment procedure for the requirements in Section 4.2 is defined in Chapter 6. In
these cases the text of Section 4.2 makes a reference to the corresponding points and sub points clauses of
Chapter 6. If for a particular basic parameter the separation of requirements and assessment procedures is not
feasible, no reference is given.
4.2.2. Structures
and
mechanical
parts
4.2.2.1.
M e c h a n i c a l i n t e r f a c e
4.2.2.1.1. E n d c o u p l i n g
The end coupling is the mechanical interface between units forming a train.

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The coupling system shall be designed in a way that no human presence between the units to be coupled/
uncoupled shall be required whilst either one unit is moving.
End couplings shall be resilient and capable of withstanding the forces in accordance with the defined design
operating state of the unit.
4.2.2.1.2. I n n e r c o u p l i n g
The inner coupling is the mechanical interface between elements forming a unit.
The inner coupling shall be resilient and capable of withstanding the forces in accordance with the defined
design operating state of the unit. The joint between two elements sharing the same running gear, is covered
by point 4.2.2.2.
The longitudinal strength of the inner coupling(s) shall be equal to or higher than the one of the end
coupling(s) of the unit.
4.2.2.2.
S t r e n g t h o f u n i t
The structure of a unit body, any equipment attachments and lifting and jacking points shall be designed
such that no cracks, no significant permanent deformation or ruptures occur under the load cases defined in
Chapter 5 of EN 12663-2:2010. Joining techniques shall be deemed to be covered by the demonstration of
conformity in accordance to point 6.2.2.1.
The demonstration of conformity is described in point 6.2.2.1.
The jacking positions shall be marked on the unit. The marking shall comply with point 4.5.13 of EN
15877-1:2012.
4.2.2.3.
I n t e g r i t y o f t h e u n i t
The unit shall be designed so that all movable parts intended to close an aperture (access doors, tarpaulin,
lids, hatches, etc.) are prevented against an unintentional movement of these parts.
Locking devices shall indicate their status (open/closed) and shall be visible outside the unit.
4.2.3. Gauging
and
track
interaction
4.2.3.1. G
a
u
g
i
n
g
This point concerns the rules for calculation intended for sizing the rolling stock to run on one or several
networks without interference risk.
The compliance of a unit with the intended reference profile including the reference profile for the lower part
shall be established by one of the methods set out in EN 15273-2:2009.
The kinematic method, as described in EN 15273-2:2009 shall be used to establish conformity, if any,
between the reference profile established for the unit and the respective target reference profiles G1, GA, GB
and GC including those used for the lower part GIC1 and GIC2.
4.2.3.2.
C o m p a t i b i l i t y w i t h l o a d c a r r y i n g c a p a c i t y o f l i n e s
The vertical loading characteristics of the unit shall be determined in order to check compatibility with the
load carrying capacity of lines.
The permissible payload a unit may carry, for axle loads up to and including 25 t, shall be determined by
application of clauses 6.1 and 6.2 of EN 15528:2008.
4.2.3.3.
C o m p a t i b i l i t y w i t h t r a i n d e t e c t i o n s y s t e m s
If the unit is intended to be compatible with one or more of the following train detection systems, this
compatibility shall be established according to the provisions of the Commission Decision 2012/88/EU ( 1 ):
(a) train detection systems based on track circuits;
(b) train detection systems based on axle counters;
(c) train detection systems based on loop equipment.
4.2.3.4.
A x l e b e a r i n g c o n d i t i o n m o n i t o r i n g
It shall be possible to monitor the axle bearing condition either by:
— line side detection equipment, or
— on-board equipment.
( 1 ) OJ L 51, 23.2.2012, p. 1.

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European
Union L
104/13
If the unit is intended to be capable of being monitored by line side equipment on the 1 435 mm track
gauge network the unit shall be compliant with clauses 5.1 and 5.2 of EN 15437-1:2009 in order to ensure
sufficient visibility.
For units intended to be operated on the networks with track gauges of 1 524 mm, 1 600 mm, 1 668 mm,
the corresponding values in Table 2 referring to the parameters of the standard EN 15437-1:2009 shall be
applied.
Table 2
Target and prohibitive zone for units intended to be operated on particular networks
Y TA
W TA
L TA
Y PZ
W PZ
L PZ
[mm]
[mm]
[mm]
[mm]
[mm]
[mm]
1 524 mm
1 080 ± 35
≥ 50
≥ 200 1
080
±
5
≥ 140
≥ 500
(both areas are
relevant)
894 ± 2
≥ 14
≥ 200 894
±
2
≥ 28
≥ 500
1 600 mm 1
110
±
2
≥ 70
≥ 180 1
110
±
2
≥ 125
≥ 500
1 668 mm 1
176
±
10
≥ 55
≥ 100 1
176
±
10
≥ 110
≥ 500
The specifications of the design and the conformity assessment of on-board equipment is an open point in
this TSI.
4.2.3.5.
R u n n i n g s a f e t y
The dynamic behaviour of a vehicle has a strong influence on safety against derailment, running safety and
track loading.
4.2.3.5.1. S a f e t y a g a i n s t d e r a i l m e n t r u n n i n g o n t w i s t e d t r a c k
The unit shall be designed to ensure safe running on twisted track, taking into account specifically the
transition phase between canted and level track and cross level deviations.
The demonstration of conformity is described in point 6.2.2.2.
4.2.3.5.2. R u n n i n g d y n a m i c b e h a v i o u r
The unit shall be designed to provide safe movement up to the maximum design speed.
The running dynamic behaviour of a unit shall be proven either by:
— following the procedures set out in Chapter 5 of EN 14363:2005, or
— performing simulations using a validated model.
The demonstration of conformity is described in point 6.2.2.3.
For units equipped with running gear assessed on interoperability constituent level in accordance with point
6.1.2.1, a specific test or simulation on subsystem level is not required.
4.2.3.6.
R u n n i n g g e a r
The running gear guarantees to carry and guide the unit safely as well as to transmit braking forces where so
required.
4.2.3.6.1. S t r u c t u r a l d e s i g n o f b o g i e f r a m e
The integrity of the structure of a bogie frame, all attached equipment and body to bogie connection shall be
demonstrated based on methods as set out in point 6.2 of EN 13749:2011.
The demonstration of conformity is described in point 6.1.2.1.
4.2.3.6.2. C h a r a c t e r i s t i c s o f w h e e l s e t s
The wheelset assembly shall be able to transmit forces and torque between the fitted parts in accordance with
the area of use.
The geometric dimensions of the wheelsets, as defined in Figure 1, shall be compliant with limit values
specified in Table 3. These limit values shall be taken as design values and shall be stated as in-service limit
values in the maintenance file described in Section 4.5.
The demonstration of conformity is described in point 6.1.2.2.

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Official Journal of the European Union
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Figure 1
Symbols for wheelsets used in Table 3
Table 3
Limits of use of the geometric dimensions of wheelsets
Designation
Wheel diam.
Minimum value
Maximum value
D [mm]
[mm]
[mm]
Front-to-front dimension (S R )
330 ≤ D ≤ 760 1
415 1
426
S R = A R + S d,left + S d, right
760 < D ≤ 840 1
412 1
426

D > 840 1
410 1
426
Back to back distance (A
1 435 mm

R ) 330
≤ D ≤ 760 1
359 1
363
760 < D ≤ 840 1
358 1
363
D > 840 1
357 1
363
Front-to-front dimension (S
400 ≤ D < 840 1
492 1
514

R )
S R = A R + S d,left + S d, right
D ≥ 840 1
487 1
514
1 524 mm
Back to back distance (A R ) 400
≤ D < 840 1
444 1
448
D ≥ 840 1
442 1
448
Front-to-front dimension (S
690 ≤ D ≤ 1 016 1
573 1
592

R )
S R = A R + S d,left + S d, right
1 600 mm
Back to back distance (A R ) 690
≤ D ≤ 1 016 1
521 1
526
Front-to-front dimension (S
330 ≤ D < 840 1
648
( 1 ) 1
659

R )
S R = A R + S d,left + S d, right
mm
840 ≤ D ≤ 1 250 1
643
( 1 ) 1
659
1 668
Back to back distance (A R ) 330
≤ D < 840 1
592 1
596
840 ≤ D ≤ 1 250 1
590 1
596
( 1 ) Two-axle wagons with axle load up to 22,5 t the value shall be taken as 1 651 mm.

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European
Union L
104/15
4.2.3.6.3. C h a r a c t e r i s t i c s o f w h e e l s
The geometrical dimensions of the wheels as defined in Figure 2 shall be compliant with limit values
specified in Table 4.
Table 4
Limits of use of the geometric dimensions of wheels
Designation
Wheel diam.
Minimum value
Maximum value
D [mm]
[mm]
[mm]
Width of the rim (B R ) (with
D ≥ 330 133 140
maximum BURR of 5 mm)
Thickness of the flange (S d ) 330
≤ D ≤ 760 27,5 33
760 < D ≤ 840 25 33

D > 840 22 33
Height of the flange (S
1 435 mm

h ) 330
≤ D ≤ 630 31,5 36
630 < D ≤ 760 29,5 36
D > 760 27,5 36
Face of the flange (q R ) D
≥ 330 6,5
—
Width of the rim (B R ) (with
D ≥ 400 134 140
maximum BURR of 5 mm)
Thickness of the flange (S d ) 400
≤ D < 760 27,5 33
760 ≤ D < 840 25 33

mm
D ≥ 840 22 33
1 524
Height of the flange (S h ) 400
≤ D < 630 31,5 36
630 ≤ D < 760 29,5 36
D ≥ 760 27,5 36
Face of the flange (q R ) D
≥ 400 6,5
—
Width of the rim (B R ) (with 690 ≤ D ≤ 1 016 137 139

maximum BURR of 5 mm)
Thickness of the flange (S d ) 690
≤ D ≤ 1 016 26 33
1 600 mm
Height of the flange (S h ) 690
≤ D ≤ 1 016 28 38
Face of the flange (q R ) 690
≤ D ≤ 1 016 6,5
—
Width of the rim (B R ) (with
D ≥ 330 133 140
maximum BURR of 5 mm)
Thickness of the flange (S d ) 330
≤ D ≤ 840 27,5 33

D > 840
22 (PT); 25 (ES) 33
mm
Height of the flange (S h ) 330
≤ D ≤ 630 31,5 36
1 668
630 ≤ D ≤ 760 29,5 36
D > 760 27,5 36
Face of the flange (q R ) D
≥ 330 6,5
—

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These limit values shall be taken as design values and shall be stated as in-service limit values in the
maintenance file described in Section 4.5.
Figure 2
Symbols for wheels used in Table 4
The mechanical characteristics of the wheels shall ensure the transmission of forces and torque as well as the
resistance against thermal load where so required in accordance with the area of use.
The demonstration of conformity is described in point 6.1.2.3.
4.2.3.6.4. C h a r a c t e r i s t i c s o f a x l e s
The characteristics of the axle shall ensure the transmission of forces and torque in accordance with the area
of use.
The demonstration of conformity is described in point 6.1.2.4.
The traceability of axles shall take into accounts the findings of the ERA Task force on Freight Maintenance
(see ‘Final report on the activities of the Task Force Freight Wagon Maintenance’ published on the ERA website
http://www.era.europa.eu).
4.2.3.6.5. A x l e b o x e s / b e a r i n g s
The axle box and the rolling bearing shall be designed with consideration of mechanical resistance and
fatigue characteristics. Temperature limits reached in service relevant for the hot box detection shall be
defined.
The demonstration of conformity is described in point 6.2.2.4.
4.2.3.6.6. V a r i a b l e g a u g e w h e e l s e t s
This requirement is applicable to units equipped with variable gauge wheelsets with changeover between two
track gauges.
The changeover mechanism of the wheelset shall ensure the safe locking:
— of the wheels, and
— of the corresponding brake equipment,
in the correct intended axial position considering the dynamic effects in accordance with the design operating
state of the unit.
The conformity assessment of the requirements specified in this point is an open point.
4.2.3.6.7. R u n n i n g g e a r f o r m a n u a l c h a n g e o f w h e e l s e t s
The requirement is applicable to units prepared to run on different track gauges, by means of a physical
change of wheelset.

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European
Union L
104/17
The unit shall be equipped with a locking mechanism in order to ensure the correct position of its brake
equipment in the different configurations considering the dynamic effects in accordance with the design
operating state of the unit.
The demonstration of conformity is described in point 6.2.2.5.
4.2.4. Brake
4.2.4.1.
G e n e r a l
The purpose of the train brake system is to ensure that:
— the train’s speed can be reduced,
— the train’s speed can be maintained on a slope,
— the train can be stopped within the maximum allowable braking distance, and that
— the train can be immobilised.
Primary factors that influence the braking performance and the braking process are:
— the braking power,
— the train mass,
— the speed,
— the allowable braking distance,
— the available adhesion, and
— the track gradient.
The brake performance of a train is derived from the individual brake performance of each unit in the train.
4.2.4.2.
S a f e t y r e q u i r e m e n t s
The braking system contributes to the safety level of the railway system. Therefore the design of the braking
system of a unit has to undergo a risk assessment in accordance with Commission Regulation (EC) No
352/2009 ( 1 ) considering the hazard of complete loss of the brake capability of the unit. The severity level
shall be deemed as catastrophic when:
— it affects the unit alone (combination of failures), or
— it affects the brake capability of more than the unit (single fault).
The fulfilment of the conditions of C.9 and C.14 of Appendix C is presumed to be in conformity with this
requirement.
4.2.4.3.
F u n c t i o n a l a n d t e c h n i c a l r e q u i r e m e n t s
4.2.4.3.1. G e n e r a l f u n c t i o n a l r e q u i r e m e n t s
The brake equipment of the unit shall provide the functions of braking such as the application and the
release of the brake, upon a transmitted signal. The brake shall be:
— continuous (the brake application or release signal is transmitted from a central command to the whole
train by a control line),
— automatic (an inadvertent disruption of the control line shall lead to brake activation on all units of the
train bringing each part to stand still),
— disengageable, which enables its release and isolation.
4.2.4.3.2. B r a k e p e r f o r m a n c e
4.2.4.3.2.1. Service brake
The brake performance of a train or a unit is its ability to decelerate. It is the result of the braking power
available to decelerate the train or unit within defined limits and all factors involved in the conversion and
dissipation of energy including train resistance.
( 1 ) OJ L 108, 29.4.2009, p. 4.

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The brake performance of a unit shall be calculated in accordance with one of the following documents:
— EN 14531-6:2009, or
— UIC 544-1:2012.
The calculation shall be validated by tests. Brake performance calculation in accordance with UIC 544-1 shall
be validated as set out in UIC 544-1:2012.
4.2.4.3.2.2. Parking brake
A Parking Brake is a brake used to prevent parked rolling stock moving under the specified conditions taking
into account the place, wind, gradient and rolling stock loading state, until intentionally released.
If the unit is equipped with a parking brake, the following requirements shall be met:
— the immobilisation shall remain until intentionally released,
— where it is not possible to identify the state of the parking brake directly, an indicator showing the state
shall be provided on both sides on the outside of the vehicle,
— the minimum parking brake performance, considering no wind, shall be determined by calculations as
defined in the standard clause 6 of EN 14531-6:2009,
— the minimum performance of the parking brake shall be marked on the unit. The marking shall comply
with clause 4.5.25 of EN 15877-1:2012. The parking brake of a unit shall be designed considering a
wheel/rail (steel/steel) adhesion factor not higher than 0,12.
4.2.4.3.3. T h e r m a l c a p a c i t y
The brake equipment shall be able to withstand one emergency brake application without any loss of brake
performance due to thermal or mechanical effects.
The braking power, the unit is capable to withstand without any adverse loss of brake performance due to
thermal or mechanical effects, shall be defined and expressed in terms of speed and brake application time.
The demonstration of conformity is described in point 6.2.2.6.
A slope of 21 ‰ at 70 km/h during 40 km may be considered as the reference case for the thermal capacity
which results in a braking power of 45 kW per wheel during 34 minutes for a nominal wheel diameter of
920 mm and an axle load of 22,5 t.
4.2.4.3.4. W h e e l s l i d e p r o t e c t i o n ( W S P )
Wheel slide protection (WSP) is a system designed to use the maximum available adhesion by decreasing,
holding or increasing the brake force to prevent wheel sets from locking and uncontrolled sliding. Thereby
the stopping distance shall be optimised.
If an electronic WSP-control is used negative effects caused by malfunctions of WSP shall be reduced by
suitable system design processes and technical configuration.
The WSP shall not alter the functional characteristics of the brakes. The vehicle’s air equipment shall be
dimensioned such that the air consumption of the WSP does not impair the performance of the pneumatic
brake. The design process of the WSP shall take into account that the WSP has no detrimental effect on the
constituent parts of the vehicle (brake gear, wheel tread, axle boxes, etc.).
The following types of units shall be fitted with WSP:
— Equipped with all types of brake block, for which the maximum mean utilisation of adhesion is greater
than 0,12.
— Equipped with disc brakes only and/or with composite brake blocks, for which the maximum mean
utilisation of adhesion is greater than 0,11.
4.2.5. Environmental
conditions
The design of the unit, as well as its constituents shall take into account the environmental conditions to
which this rolling stock will be subjected to.

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European
Union L
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The environmental parameters are described in the clauses below. For each environmental parameter, a
nominal range is defined, which is the most commonly encountered in Europe, and is the basis for the
interoperable unit.
For certain environmental parameters ranges other than the nominal one are defined. In that case, a range
shall be selected for the design of the unit.
For the functions identified in the clauses below, design and/or testing provisions taken to ensure that the
rolling stock is meeting the TSI requirements in this range shall be described in the technical file.
Depending on the ranges selected and on provisions taken (described in the technical file), appropriate
operating rules could be necessary when the unit designed for the nominal range is operated on a particular
line where the nominal range is exceeded at certain periods of the year.
The ranges, if different from the nominal one, to be selected to avoid any restrictive operating rule(s) linked
to environmental conditions, are specified by the Member States and are listed in Section 7.4.
The unit and its constituents shall be designed under consideration of one or several of the following external
air temperature ranges:
— T1: – 25 °C to + 40 °C (nominal),
— T2: – 40 °C to + 35 °C, and
— T3: – 25 °C to + 45 °C.
The unit shall meet the requirements of this TSI without degradation for snow, ice and hail conditions as
defined in clause 4.7 of EN 50125-1:1999, which correspond to the nominal range.
Where more severe ‘snow, ice and hail’ conditions than considered in the standard are selected, the unit and
its constituents shall then be designed to meet TSI requirements considering the combined effect with low
temperature according to the temperature range chosen.
In relation with the temperature range T2 and with the severe conditions for snow, ice and hail, the
provisions taken to meet TSI requirements in these severe conditions shall be identified and verified, in
particular design and/or testing provisions considering the following functions:
— Coupling function restricted to the resiliency of couplings.
— Brake function, including brake equipment.
The demonstration of conformity is described in point 6.2.2.7.
4.2.6. System
protection
4.2.6.1. F
i
r
e
s
a
f
e
t
y
4.2.6.1.1. G
e
n
e
r
a
l
All significant potential fire sources (high risk components) on the unit shall be identified. The fire safety
aspects of the unit design shall be aimed at:
— preventing a fire from occurring,
— limiting the effects if a fire occurs.
The goods carried on the unit are not part of the unit and do not have to be taken into account in the
conformity assessment.
4.2.6.1.2. F u n c t i o n a l a n d t e c h n i c a l s p e c i f i c a t i o n
4.2.6.1.2.1. Barriers
In order to limit the effects of fire, fire barriers with integrity of at least 15 minutes shall be installed between
the identified potential fire sources (high risk components) and the carried load.
The demonstration of conformity is described in point 6.2.2.8.1.
4.2.6.1.2.2. Materials
All permanent materials used on the unit shall have limited ignitability and flame spread properties, unless:

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L 104/20
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Official Journal of the European Union
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— the material is separated from all potential fire risks on the unit by a fire barrier and the safe application
is supported by a risk assessment, or
— the component has a mass < 400 g, and is located within a horizontal distance of ≥ 40 mm and a
vertical distance of ≥ 400 mm to other non-tested components.
The demonstration of conformity is described in point 6.2.2.8.2.
4.2.6.1.2.3. Cables
The selection and installation of electrical cables shall take into account their fire behaviour properties.
The demonstration of conformity is described in point 6.2.2.8.3.
4.2.6.1.2.4. Flammable liquids
The unit shall be provided with measures preventing a fire from occurring and spreading due to leakage of
flammable liquids or gases.
The demonstration of conformity is described in point 6.2.2.8.4.
4.2.6.2.
P r o t e c t i o n a g a i n s t e l e c t r i c a l h a z a r d s
4.2.6.2.1. P r o t e c t i v e m e a s u r e s a g a i n s t i n d i r e c t c o n t a c t ( p r o t e c t i v e b o n d i n g )
The impedance between vehicle body and the running rail shall be low enough to prevent hazardous voltages
between them.
Units shall be bonded in accordance with the provisions as described in clause 6.4 of EN 50153:2002.
4.2.6.2.2. P r o t e c t i v e m e a s u r e s a g a i n s t d i r e c t c o n t a c t
The electrical installations and equipment of a unit shall be designed so as to protect persons from electric
shock.
The unit shall be designed so that direct contact is prevented following the provisions set out in clause 5 of
EN 50153:2002.
4.2.6.3.
A t t a c h m e n t d e v i c e s f o r r e a r - e n d s i g n a l
On all units designed to receive a rear-end signal, two devices at the end of the unit shall provide for the
installation of two lamps or two reflective plates as set out in Appendix E on the same height above rail not
higher than 2 000 mm. The dimensions and clearance of these attachment devices shall be as described in
Chapter 1 of ERA technical document ERA/TD/2012-04/INT version 1.0 of 4.6.2012 published on the ERA
website (http://www.era.europa.eu).
4.3. Functional
and
technical
specification
of
the
interfaces
4.3.1. Interface
with
the
subsystem
‘infrastructure’
Table 5
Interface with infrastructure subsystem
Reference in this TSI Reference
Commission
Decision
2011/275/EU
(*)
4.2.3.1 Gauging 4.2.4.1
Minimum
structure
gauge
4.2.4.2 Distance between track centres
4.2.4.5 Minimum radius of vertical curve
4.2.3.2 Compatibility
with
load
carrying
capacity 4.2.7.1 Track resistance to vertical loads
of lines
4.2.7.3 Lateral track resistance
4.2.8.1 Resistance of bridges to traffic loads
4.2.8.2 Equivalent vertical loading for earthworks
and earth pressure effects
4.2.8.4 Resistance of existing bridges and
earthworks to traffic loads

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Reference in this TSI Reference
Commission
Decision
2011/275/EU
(*)
4.2.3.5.2 Running dynamic behaviour 4.2.9
Track
geometrical
quality
4.2.3.6.2 Characteristics of wheelsets
4.2.5.1 Nominal track gauge
4.2.3.6.3 Characteristics of wheels
4.2.5.6 Rail head profile for plain line
4.2.6.2 In service geometry of switches and
crossings
(*) OJ L 126, 14.5.2011, p. 53.
4.3.2. Interface
with
the
subsystem
‘operation
and
traffic
management’
Table 6
Interface with operation and traffic management subsystem
Reference in this TSI Reference
Commission
Decision
2011/314/EU
(*)
4.2.2.2 Strength of unit — Lifting and jacking 4.2.3.6.3
Contingency
arrangements
4.2.3.1 Gauging 4.2.2.5
Train
composition
4.2.3.2 Compatibility with load carrying capacity of 4.2.2.5 Train
composition
lines
4.2.4 Brake 4.2.2.6
Train
braking
4.2.6.3 Attachment devices for rear-end signal.
4.2.2.1.3.2 Rear-end
Appendix E Rear-end signal
(*) OJ L 144, 31.5.2011, p. 1.
4.3.3. Interface
with
the
subsystem
‘control,
command
and
signalling’
Table 7
Interface with control, command and signalling subsystem
Reference in this TSI
Reference Decision 2012/88/EU
Annex A, Table A2, index 77
4.2.3.3(a) Rolling stock characteristics compatible — axle distances (3.1.2.1, 3.1.2.4, 3.1.2.5 and
with train detection system based on
3.1.2.6)
track circuits
— axle loads (3.1.7.1 and 3.1.7.2)
— electrical resistance (3.1.8)
4.2.3.3(b) Rolling stock characteristics compatible — axle distances (3.1.2.1, 3.1.2.3, 3.1.2.5 and
with train detection system based on
3.1.2.6)
axle counters
— wheel geometry (3.1.3.1-3.1.3.4)
— metal/inductive components-free space between
wheels (3.1.3.5)
— wheel material (3.1.3.6)
4.2.3.3(c) Rolling stock characteristics compatible — vehicle metal mass (3.1.7.2)
with train detection system based on
loop equipment
4.4. Operating
rules
Operating rules are developed within the procedures described in the railway undertaking safety management
system. These rules take into account the documentation related to operation which forms a part of the
technical file as required in Article 18(3) of and as set out in Annex VI to Directive 2008/57/EC.

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Official Journal of the European Union
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The documentation related to operation describes the characteristics of the unit in relation to the design
operating state to be considered in order to define the operating rules in normal and in various reasonably
foreseeable degraded modes.
The documentation related to operation is composed of:
— a description of operation in normal mode, including the operational characteristics and limitations of the
unit (e.g. vehicle gauge, maximum design speed, axle loads, brake performance, compatibility with train
detection systems),
— a description of operation in degraded mode (when equipment or functions described in this TSI suffer
safety failures) as far as can reasonably predicted, together with the related acceptable limits and operating
conditions of the unit that could be experienced.
The applicant shall provide the initial version of the documentation related to operating rules. This docu
mentation might be modified later in accordance with the corresponding Union legislation, taking into
account the existing operating and maintenance conditions of the unit. The notified body shall verify
only that the documentation on operation is provided.
4.5. Maintenance
rules
Maintenance is a set of activities intended to keep a functional unit in, or to restore it to a state in which it
can perform its required function.
The following documents being part of the technical file as required in Article 18(3) of and as set out in
Annex VI to Directive 2008/57/EC are necessary to undertake maintenance activities on the units:
— general documentation (point 4.5.1),
— the maintenance design justification file (point 4.5.2), and
— the maintenance description file (point 4.5.3).
The applicant shall provide the three documents described in 4.5.1, 4.5.2 and 4.5.3. This documentation
might be modified later in accordance with the corresponding EU legislation, taking into account the existing
operating and maintenance conditions of the unit. The notified body shall verify only that the documentation
on maintenance is provided.
4.5.1. General
documentation
The general documentation comprises of:
— Drawings and description of the unit and its components.
— Any legal requirement concerning the maintenance of the unit.
— Drawing of systems (electrical, pneumatic, hydraulic and control-circuit diagrams).
— Additional on-board systems (description of the systems including description of functionality, specifi
cation of interfaces and data processing and protocols).
— Configuration files for each vehicle (parts list and bill of material) to enable (in particular but not only)
traceability during maintenance activities.
4.5.2. Maintenance
design
justification
file
The maintenance design justification file explains how maintenance activities are defined and designed in
order to ensure that the rolling stock characteristics will be kept within permissible limits of use during its
lifetime. The file shall give input data in order to determine the criteria for inspection and the periodicity of
maintenance activities. The maintenance design justification file consists of:
— Precedents, principles and methods used to design the maintenance of the unit.
— Limits of the normal use of the unit (e.g. km/month, climatic limits, foreseen types of loads, etc.).
— Relevant data used to design the maintenance and origin of these data (return of experience).
— Tests, investigations and calculations carried out to design the maintenance.

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4.5.3. Maintenance
description
file
The maintenance description file describes how maintenance activities can be conducted. Maintenance
activities include, among others, inspections, monitoring, tests, measurements, replacements, adjustments
and repairs.
Maintenance activities are split into:
— preventive maintenance (scheduled and controlled), and
— corrective maintenance.
The maintenance description file includes the following:
— Component hierarchy and functional description which sets up the boundaries of the rolling stock by
listing all the items belonging to the product structure of that rolling stock and using an appropriate
number of discrete levels. The lowest item of the hierarchy shall be a replaceable component.
— Parts list which shall contain the technical and functional descriptions of the spare parts (replaceable
units). The list shall include all parts specified for changing based on condition, which may require a
replacement following electrical or mechanical malfunction or which will foreseeable require a
replacement after an accidental damage. Interoperability constituents shall be indicated and referenced
to their corresponding declaration of conformity.
— Limit values for components which are not to be exceeded in service. It is permitted to specify oper
ational restrictions in degraded mode (limit value reached).
— List of reference to the European legal obligations to which components or subsystems are subject.
— Maintenance plan ( 1 ) i.e. the structured set of tasks to perform the maintenance including the activities,
procedures and means. The description of this set of tasks includes:
(a) Disassembly/assembly instructions drawings necessary for correct assembly/disassembly of replaceable
parts.
(b) Maintenance criteria.
(c) Checks and tests in particular of safety relevant parts; these include visual inspection and non-
destructive tests (where appropriate, e.g. to detect deficiencies that may impair safety).
(d) Tools and materials required to undertake the task.
(e) Consumables required to undertake the task.
(f) Personal protective safety provision and equipment.
— Necessary tests and procedures to be undertaken after each maintenance operation before re-entry into
service of rolling stock.
4.6. Professional
competencies
The professional competencies of staff required for the operation and maintenance of units are not covered
by this TSI.
4.7. Health
and
safety
conditions
The provisions for health and safety of staff required for the operation and maintenance of units are covered
by the essential requirements 1.1.5, 1.3.2, 2.5.1, 2.6.1 set out in Annex III to Directive 2008/57/EC.
In particular, the following points of Section 4.2 specify provisions for health and safety of staff:
point 4.2.2.1.1: End coupling,
point 4.2.6.1: Fire safety,
point 4.2.6.2: Protection against electrical hazards.
( 1 ) The maintenance plan shall take into accounts the findings of the ERA Task force on Freight Maintenance (see ‘Final report on the
activities of the Task Force Freight Wagon Maintenance’ published on the ERA website http://www.era.europa.eu).

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If the unit is fitted with a manual coupling system, a free space for shunters during coupling and uncoupling
shall be provided.
All protruding parts deemed a hazard to operational staff shall be clearly indicated and/or fitted with
protective devices.
The unit shall be equipped with footsteps and handrails except in those cases it is not intended to be
operated with staff on-board, e.g. for shunting.
4.8. Parameters
to
be
recorded
in
the
technical
file
The technical file shall contain at least the following parameters:
— Type, position and resiliency of the end coupling
— Load due to dynamic traction forces and compressive forces
— Gauge reference profiles to which the unit complies
— Conformity, if any, to target gauge reference profile(s) G1, GA, GB and GC
— Compliance, if any, to gauge lower reference profile(s) GIC1 and GIC2
— Mass per axle (tare and fully laden)
— Position of the axles along the unit and number of axles
— Length of the unit
— Maximum design speed
— Track gauges(s) the unit can be operated on
— Compatibility with train detection systems (track circuits/axle counters/loop equipment)
— Compatibility with hot axle box detection systems
— In-service temperature range of the axle bearings
— Nature of the signal which controls the brake (example: pneumatic main brake pipe, electric brake type
XXX, etc.)
— Characteristics of the control line and of its coupling with other units (main brake pipe diameter, section
of the electric cable etc.)
— Individual nominal performance of the brake unit, depending on the brake mode, if any (response time,
brake force, level of adhesion required, etc.)
— Braking distance or brake weight depending on the brake mode, if any.
— thermal capacity of the brake components in relation to a braking power expressed in terms of speed and
brake application time
— Temperature range and severity level of snow/ice/hail conditions
— Brake weight and maximum gradient of the parking brake (if applicable)
— Ability/inability to be hump shunted
— Presence of footsteps and/or handrails.
5. INTEROPERABILITY
CONSTITUENTS
5.1. General
Interoperability constituents (ICs), as defined in Article 2(f) of Directive 2008/57/EC, are listed in Section 5.3
together with:
— their area of use covering parameters of the subsystem, and
— the reference to corresponding requirements defined in Section 4.2.
When a requirement is identified in Section 5.3 as being assessed at IC level, an assessment for the same
requirement at subsystem level is not required.

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5.2. Innovative
solutions
As stated in Section 4.1, innovative solutions may require new specifications and/or new assessment
methods. Such specifications and assessment methods shall be developed by the process described in
point 6.1.3 whenever an innovative solution is envisaged for an interoperability constituent.
5.3. Interoperability
constituent
specifications
5.3.1. Running
gear
The running gear shall be designed for an application range, the area of use, as defined by the following
parameters:
— Maximum speed
— Maximum cant deficiency
— Minimum tare of the unit
— Maximum axle load
— Range of distances between bogie pivots or range of wheelbase of ‘two-axle units’
— Maximum height of centre of gravity of empty unit
— Coefficient of height of centre of gravity of loaded unit
— Minimum torsional stiffness coefficient of car body
— Maximum mass distribution coefficient for empty units with:
1 r
2a I zz m
Where:
I zz = moment of inertia of the car body relative to the vertical axis through the centre of gravity of the
car body
m = mass of the car body
2a* = wheelbase
— Minimum nominal wheel diameter
— Rail inclination.
The parameters speed and axle load may be considered in combination in order to define the appropriate
area of use (e.g. maximum speed and tare weight).
The running gear shall comply with the requirements expressed in points 4.2.3.5.2 and 4.2.3.6.1. These
requirements shall be assessed at IC level.
5.3.2. Wheelset
The wheelset shall be assessed and designed for the area of use as defined by
— nominal wheel tread diameter, and

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— maximum vertical static force.
A wheelset shall comply with the requirements on geometrical and mechanical parameters defined in point
4.2.3.6.2. These requirements shall be assessed at IC level.
5.3.3. Wheel
A wheel shall be designed and assessed for an area of use defined by:
— nominal tread diameter,
— maximum vertical static force,
— maximum speed and service life, and
— maximum braking energy.
A wheel shall comply with the requirements on geometrical, mechanical and thermo mechanical parameters
defined in point 4.2.3.6.3. These requirements shall be assessed at IC level.
5.3.4. Axle
An axle shall be designed and assessed for an area of use defined by:
— maximum vertical static force.
An axle shall comply with the requirements on mechanical parameters defined in point 4.2.3.6.4. These
requirements shall be assessed at IC level.
5.3.5. Rear-end
signal
The rear-end signal, as described in Appendix E, is an independent IC. There are no requirements in Section
4.2 dealing with the rear-end signal. Its assessment by the notified body is not part of the EC verification of
the subsystem.
6. CONFORMITY
ASSESSMENT
AND
EC
VERIFICATION
6.1. Interoperability
constituent
6.1.1. Modules
The conformity assessment of an interoperability constituent shall be performed in accordance with the
module(s) described in Table 8.
Table 8
Modules for conformity assessment of interoperability constituents
Module CA1 Internal
production
control
plus
product
verification
by
individual
examination
Module CA2 Internal
production
control
plus
product
verification
at
random
intervals
Module CB EC-Type
examination
Module CD Conformity
to
type
based
on
quality
management
system
of
the
production
process
Module CF Conformity
to
type
based
on
product
verification
Module CH Conformity
based
on
full
quality
management
system
Module CH1 Conformity
based
on
full
quality
management
system
plus
design
examination

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These modules are specified in detail in Decision 2010/713/EU.
6.1.2. Conformity
assessment
procedures
The manufacturer or his authorised representative established within the Union shall choose one of the
modules or module combinations indicated in Table 9 in accordance with the required constituent.
Table 9
Modules to be applied for interoperability constituents
Modules
Point Constituent
CA1 or CA2 CB
+
CD CB
+
CF CH CH1
4.2.3.6.1 Running
gear
X
X
X
Running gear — established
X
X
4.2.3.6.2 Wheelset X
(*)
X
X X
(*)
X
4.2.3.6.3 Wheel X
(*)
X
X X
(*)
X
4.2.3.6.4 Axle X
(*)
X
X X
(*)
X
5.3.5 Rear-end
signal
X
X
(*) Modules CA1, CA2 or CH may be used only in the case of products placed on the market, and therefore developed,
before the entry into force of this TSI, provided that the manufacturer demonstrates to the NoBo that design review and
type examination were performed for previous applications under comparable conditions, and are in conformity with the
requirements of this TSI; this demonstration shall be documented, and is considered as providing the same level of proof
as module CB or design examination according to module CH1.
Within the application of the chosen module or module combination the interoperability constituent shall be
assessed against the requirements mentioned in Section 4.2. If necessary, additional requirements concerning
the assessment of particular interoperability constituents are given in the following clauses.
6.1.2.1.
R u n n i n g g e a r
The demonstration of conformity for the running gear is set out in Appendix B, Section 2.
Units equipped with an established running gear as listed below are presumed to be in conformity with the
relevant requirement provided that the running gears are operated within their established area of use:
(a) Single axle running gear:
— Double link suspension.
— Niesky 2.
— Suspension S 2000.
(b) Two-axle bogie running gear:
— Y25 family.
— Two-axle steering axle bogie.
(c) Three-axle bogies:
— Three-axle bogie family with link suspension.
The assessment of the bogie frame strength shall be based on clause 6.2 of EN 13749:2011.
6.1.2.2.
W h e e l s e t
The demonstration of conformity for the mechanical behaviour of the wheelset assembly shall be carried out
according to clause 3.2.1 of EN 13260:2009+A1:2010, which defines limit values for the axial assembly
force and the associated verification test.

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A verification procedure shall exist to ensure at the assembly phase that no defects may detrimentally affect
safety due to any change in the mechanical characteristics of the fitted parts of the axle.
6.1.2.3. W
h
e
e
l
(a) Forged and rolled wheels: The mechanical characteristics shall be proven following the procedure as
specified in clause 7 of EN 13979-1:2003+A1:2009+A2:2011.
If the wheel is intended to be used with brake blocks acting on the wheel running surface, the wheel shall
be thermo mechanically proven by taking into account the maximum braking energy foreseen. A type
test, as described in clause 6.2 of EN 13979-1:2003+A1:2009+A2:2011 shall be performed in order to
check that the lateral displacement of the rim during braking and the residual stress are within the
specified tolerance limits.
The decision criteria of residual stresses for forged and rolled wheels are set out in EN 13979-
1:2003+A1:2009+A2:2011.
(b) Other types of wheels: Other types of wheels are permitted for units in national use. In that case the
decision criteria and the fatigue stress criteria shall be specified in national rules. Those national rules
shall be notified by Member States in accordance with Article 17(3) of Directive 2008/57/EC.
A verification procedure shall exist to ensure at the production phase that no defects may detrimentally affect
safety due to any change in the mechanical characteristics of the wheels. The tensile strength of the material
in the wheel, the hardness of the running surface, the fracture toughness (only for tread-braked wheels),
resistance to impact, the material characteristics and the material cleanliness shall be verified. The verification
procedure shall specify the batch sampling used for each characteristic to be verified.
6.1.2.4. A
x
l
e
In addition to the requirement on the assembly above, the demonstration of conformity of mechanical
resistance and fatigue characteristics of the axle shall be based on clauses 4, 5 and 6 of EN
13103:2009+A1:2010.
The decision criteria for the permissible stress are specified in clause 7 of EN 13103:2009+A1:2010. A
verification procedure shall exist to ensure at the production phase that no defects may detrimentally affect
safety due to any change in the mechanical characteristics of the axles. The tensile strength of the material in
the axle, the resistance to impact, the surface integrity, the material characteristics and the material cleanliness
shall be verified. The verification procedure shall specify the batch sampling used for each characteristic to be
verified.
6.1.3. Innovative
solutions
for
interoperability
constituents
If an innovative solution (as defined in point 4.2.1) is proposed for an interoperability constituent (as defined
in Section 5.2), the manufacturer or his authorised representative established within the Union shall state the
deviations from the relevant point of this TSI and submit them to the European Commission for analysis. In
case the analysis results in a favourable opinion, the appropriate functional and interface specifications as well
as the assessment method which are necessary to be included in the TSI in order to allow the use of this
constituent will be developed.
The appropriate functional and interface specifications and the assessment methods so produced shall be
incorporated in the TSI by the revision process.
By the notification of a decision of the Commission, taken in accordance with Article 29 of Directive
2008/57/EC, the innovative solution may be permitted to be used.
6.2. Subsystem
6.2.1. Modules
The EC verification of the subsystem ‘Rolling stock — freight wagons’ shall be performed in accordance with
the module(s) described in Table 10.
Table 10
Modules for EC verification of subsystems
SB EC-Type
Examination
SD EC
verification
based
on
quality
management
system
of
the
production
process

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SF EC
verification
based
on
product
verification
SH1 EC
verification
based
on
full
quality
management
system
plus
design
examination
These modules are specified in detail in Decision 2010/713/EU.
6.2.2. EC
verification
procedures
The applicant shall choose one of the following combinations of modules or module for the EC verification
of the subsystem:
— (SB+SD), or
— (SB+SF), or
— (SH1).
Within the application of the chosen module or module combination the subsystem shall be assessed against
the requirements mentioned in Section 4.2. If necessary, additional requirements concerning the assessment
of particular constituents are given in the following clauses.
6.2.2.1.
S t r e n g t h o f u n i t
The demonstration of conformity shall be in accordance with Chapters 6 and 7 of EN 12663-2:2010.
Regarding joints, a recognised verification procedure shall exist to ensure at the production phase that no
defect may decrease the intended mechanical characteristics of the structure.
6.2.2.2.
S a f e t y a g a i n s t d e r a i l m e n t r u n n i n g o n t w i s t e d t r a c k
The demonstration of conformity shall be carried out either in accordance with:
— the procedure defined in Section 4.1 of EN 14363:2005, or
— the method given in Section 4.2 of EN 15839:2012 by using the pre-calculation for standardised
solutions.
6.2.2.3.
R u n n i n g d y n a m i c b e h a v i o u r
O n - t r a c k t e s t s
The demonstration of conformity shall be carried out in accordance with Chapter 5 of EN 14363:2005.
As an alternative to perform on-track tests on two different rail inclinations, as set out in clause 5.4.4.4 in
EN 14363:2005, it is permitted to perform tests on only one rail inclination if it is demonstrated that the
tests cover the range of contact conditions as defined in Appendix B, Section 1.1.
When an on-track test with normal measuring method is required the unit shall be assessed against the limit
values set out in Appendix B.1.2 and B.1.3.
The combination of the highest equivalent conicity and speed for which the unit meets the stability criterion
in clause 5 of EN 14363:2005 shall be recorded in the report.
The required test conditions for on-track tests, as set out in EN 14363:2005, are not always fully achievable
concerning
— track geometric quality, and
— combinations of speed, curvature, cant deficiency.
In cases this is not fully achievable the demonstration of conformity is an open point.
S i m u l a t i o n s
Alternatively, under the conditions stated in Section 9.3 of EN 15827:2011, a simulation may replace the
above mentioned on-track tests.

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6.2.2.4.
A x l e b o x / b e a r i n g s
The demonstration of conformity for mechanical resistance and fatigue characteristics of the rolling bearing
shall be in accordance with clause 6 of EN 12082:2007+A1:2010.
6.2.2.5.
R u n n i n g g e a r f o r m a n u a l c h a n g e o f w h e e l s e t s
C h a n g e o v e r b e t w e e n 1 4 3 5 m m a n d 1 6 6 8 m m t r a c k g a u g e s
The technical solutions described in the following figures of the UIC leaflet 430-1:2006 are deemed to be
compliant with the requirements in point 4.2.3.6.7:
— for axle units: Figures 9 and 10 of Annex B.4, and Figure 18 of Annex H to UIC leaflet 430-1:2006,
— for bogie units: Figure 18 of Annex H to UIC leaflet 430-1:2006.
C h a n g e o v e r b e t w e e n 1 4 3 5 m m a n d 1 5 2 4 m m t r a c k g a u g e s
The technical solution described in Appendix 7 of UIC leaflet 430-3:1995 is deemed to be compliant with
the requirements in point 4.2.3.6.7.
6.2.2.6.
T h e r m a l c a p a c i t y
Calculations, simulations or tests shall demonstrate that the temperature of the brake block, brake pad or
brake disc does not exceed their thermal capacity. The following shall be taken into account:
(a) concerning the emergency brake application: the critical combination of speed and payload considering
straight and level track, minimum wind and dry rails;
(b) concerning the continuous brake application:
— the range up to the maximum braking power,
— the range up to the maximum speed, and
— the corresponding brake application time.
6.2.2.7.
E n v i r o n m e n t a l c o n d i t i o n s
Steel materials are deemed to comply with all the ranges indicated in point 4.2.5 if the material properties
are determined down to – 20 °C.
6.2.2.8. F
i
r
e
s
a
f
e
t
y
6.2.2.8.1. B a r r i e r s
Barriers shall be tested in accordance with EN 1363-1:1999. Steel sheets of at least 2 mm thickness and
aluminium sheets of at least 5 mm thickness are deemed to comply with the integrity requirements without
testing.
6.2.2.8.2. M a t e r i a l s
Testing of the materials ignitability and flame spread properties shall be performed in accordance with ISO
5658-2:2006/Am1:2011 for which the limit value shall be CFE ≥ 18 kW/m 2 .
For the following materials and components the fire safety requirements are deemed to comply with the
required ignitability and flame spread properties:
— metals and alloys with inorganic coatings (such as, but not limited to: galvanised coating, anodic coating,
chromate film, phosphate conversion coating),
— metals and alloys with an organic coating with a nominal thickness less than 0,3 mm (such as, but not
limited to paints, plastic coating, asphaltic coating),
— metals and alloys with a combined inorganic and organic coating of which the nominal thickness of the
organic layer is less than 0,3 mm,
— glass, stoneware, ceramic and natural stone products,
— materials that meet the requirements of category C-s3, d2 or higher in accordance with EN 13501-
1:2007+A1:2009.

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6.2.2.8.3 C
a
b
l
e
s
The electrical cables shall be selected and installed in accordance with EN 50355:2003 and EN 50343:2003.
6.2.2.8.4
F l a m m a b l e l i q u i d s
The measures taken shall be in accordance with TS 45545-7:2009.
6.2.3. Innovative
solutions
If the subsystem ‘Rolling stock — freight wagons’ includes an innovative solution (as defined in Section
4.2.1), the applicant shall state the deviations from the relevant clauses of the TSI, and submit them to the
Commission for analysis. In case the analysis results in a favourable opinion, the appropriate functional and
interface specifications as well as the assessment methods which are necessary to be included in the TSI in
order to allow this solution will be developed.
The appropriate functional and interface specifications and the assessment methods so produced shall then be
incorporated in the TSI by the revision process.
By the notification of a decision of the Commission, taken in accordance with Article 29 of Directive
2008/57/EC, the innovative solution may be permitted to be used.
6.3. Subsystem
containing
components
corresponding
to
interoperability
constituents
not
holding
an
EC
declaration
A notified body is permitted to issue an EC certificate of verification of a subsystem, even if one or more of
the components corresponding to interoperability constituents incorporated within the subsystem are not
covered by a relevant EC declaration of conformity in accordance with this TSI (non-certified ICs), in any of
the following cases:
(a) the constituent falls under the transition period as set out in Article 8;
(b) the constituent was manufactured before the entry into force of this TSI and the type of constituent has
been:
— used in a subsystem already approved, and
— put in service in at least one Member State before the entry in force of this TSI.
The EC verification of the subsystem shall be carried out by the notified body against the requirements of
Chapter 4 by using the corresponding requirements concerning assessment in Chapter 6 together with
Chapter 7 except for specific cases. For this EC verification the modules of the subsystem, set out in
point 6.2.2, apply.
EC declarations of conformity or suitability for use shall not be drawn up for the components assessed in this
manner.
6.4. Project
phases
where
assessment
is
required
The assessment shall cover the following two phases as identified by ‘X’ in the Table F.1 of Appendix F in
this TSI. In particular, where a type test is identified the conditions and requirements of Section 4.2 shall be
considered.
(a) Design and development phase:
— Design review and/or design examination
— Type test: test to verify the design, if and as defined in the Section 4.2.
(b) Production phase:
— Routine test to verify the conformity of production. The entity in charge of the assessment of the
routine tests is determined according to the assessment module chosen.
Appendix F is structured according to Section 4.2. Where relevant, a reference to the points of Sections 6.1
and 6.2 is given.
6.5. Constituents
holding
an
EC
declaration
of
conformity
Where a constituent has been identified as an IC and held an EC declaration of conformity before the entry
into force of this TSI, its treatment under this TSI is set out as follows:

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(a) In the case this constituent is not recognised as an IC in this TSI, neither the certificate nor the
declaration are valid for the EC verification procedure related to this TSI.
(b) The following ICs shall not require a new conformity assessment under this TSI until the expiry of the
corresponding certificate or declaration:
— Wheelset.
— Wheel.
— Axle.
7. IMPLEMENTATION
7.1. Authorisation
for
placing
in
service
This TSI is applicable to the subsystem ‘rolling stock — freight wagons’ within the scope set out in its
Sections 1.1, 1.2 and Chapter 2 which are placed in service after the date of application of this TSI.
7.1.1.
Authorisation for placing in service of a new vehicle in conformity with the previous WAG TSIs ( 1 )
See Article 9.
7.1.2.
Mutual recognition of the first authorisation of placing in service
In accordance with Article 23(1) of Directive 2008/57/EC the following list lays out the conditions under
which a unit, once authorised for placing in service in one Member State, shall not be subject to any
additional authorisation for placing in service. These conditions shall be seen as complementary to the
requirements in Section 4.2. These following conditions must be fulfilled in their entirety:
(a) The running dynamic behaviour of the unit must have been assessed to the full range of track geometric
qualities and all combinations of speed, curvature, cant deficiency set out in EN 14363:2005 (point
4.2.3.5.2). Alternatively the unit must be equipped with running gear, either certified or established, in
accordance with point 6.1.2.1.
(b) The axle bearing condition must be possible to be monitored by line side detection equipment of the
network the unit is intended to be operated on considering the conditions of clauses 4.2.3.4.
(c) The unit must not be equipped with variable gauge wheelsets (point 4.2.3.6.6).
(d) The unit must be equipped with forged and rolled wheels assessed according to point 6.1.2.3(a).
(e) The compliance/non-compliance with the requirements regarding the axle bearing condition monitoring
by line side equipment as set out in point 7.3.2.2(a) must be recorded in the technical file.
(f) Units intended to operate on the 1 668 mm track gauge network must comply with the requirements
regarding the axle bearing condition monitoring by line side equipment as set out in point 7.3.2.2(b).
(g) The reference profile established for the unit as per point 4.2.3.1 must be allocated to one of the target
reference profile(s) G1, GA, GB and GC including those used for the lower part GIC1 and GIC2.
(h) The unit must be compatible with the train detection systems based on track circuits, on axle counters
and on loop equipment as specified in clauses 4.2.3.3(a), 4.2.3.3(b) and 4.2.3.3(c).
(i) The unit must be equipped with the manual coupling system in accordance with the prescriptions set out
in Appendix C, Section 1, including the fulfilment of Section 8 or with any semi-automatic or automatic
standardised coupling system.
(j) The brake system must be in accordance with the conditions of Appendix C, Sections 9, 14 and 15 when
applying the reference case set out in point 4.2.4.2. If the brake system requires brake blocks acting on
the wheel tread, only the brake blocks listed in Appendix G shall be used.
( 1 ) Commission Decision 2006/861/EC (OJ L 344, 8.12.2006, p.1) and Commission Decision 2006/861/EC amended by Commission
Decision 2009/107/EC (OJ L 45, 14.2.2009, p.1).

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(k) The unit must be marked with all applicable markings in accordance with EN 15877-1:2012, in
particular with the marking on:
(i) the allocated interoperable gauge;
(ii) the vehicle tare weight;
(iii) the vehicle load table;
(iv) the length over buffers;
(v) the maintenance dates;
(vi) the lifting and re-railing signs;
(vii) the distance between the two end axles of the unit;
(viii) the distance between bogie centres;
(ix) the brake weight; and
(x) the track gauge(s) the unit is compatible with and was assessed for.
7.2. Substitution,
renewal
and
upgrading
This Section deals with:
— substitutions of constituents as referred to in Article 2(p) of Directive 2008/57/EC, and
— the renewal or upgrading of freight wagons, including the substitution of elements within a unit, in
accordance with the conditions laid down in Article 20 of Directive 2008/57/EC.
Concerning the substitution of constituents the following categories have to be considered.
— Certified ICs: Components which correspond to an IC in Chapter 5 and which are holding a certificate of
conformity.
— Other components: Any component, which is not corresponding to an IC in Chapter 5.
— Non-certified ICs: Components which correspond to an IC in Chapter 5 but are not holding a certificate
of conformity and which are produced before the expiry of the transitional period referred to in Section
6.3.
Table 11 shows the possible permutations.
Table 11
Substitution permutation table
… substituted by …
… certified ICs …
other
components …
non-certified
ICs
Certified ICs … check not
possible check
Other components … not
possible check not
possible
Non-certified ICs … check not
possible check
The word ‘check’ in Table 11 means that the entity in charge of maintenance (ECM) may under its
responsibility substitute a component by another one utilising the same function and performance in
accordance with the relevant TSI requirements considering these components are:
— suitable, i.e. conform to the relevant TSI(s),
— used within its area of use,
— enabling interoperability,
— meeting the essential requirements, and
— in line with restrictions eventually stated in the technical file.

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L 104/34
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Official Journal of the European Union
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When the extent of the work leads to a different function or performance or in case of a substitution of an
element within the unit, the contracting entity or the manufacturer is required to send the Member State
concerned a file describing the project as set out in Article 20 of Directive 2008/57/EC. The Member State
decides whether a new authorisation for placing in service is needed.
7.3. Specific
cases
7.3.1. Introduction
The specific cases, as listed in point 7.3.2, are classified as:
— ‘P’ cases: ‘permanent’ cases.
— ‘T’ cases: ‘temporary’ cases, where it is recommended that the target system is reached by 2020 (an
objective set in Decision No 661/2010/EU of the European Parliament and of the Council of 7 July 2010
on Union guidelines for the development of the trans-European transport network ( 1 )).
7.3.2. List
of
specific
cases
7.3.2.1.
G e n e r a l s p e c i f i c c a s e s
Units running between a Member State and a third country with a network with 1 520 mm track gauge:
Specific case Finland, Poland and Sweden.
(‘P’) The application of national technical rules instead of the requirements in this TSI is allowed for third
countries rolling stock.
7.3.2.2.
A x l e b e a r i n g c o n d i t i o n m o n i t o r i n g ( p o i n t 4 . 2 . 3 . 4 )
(a) S p e c i f i c c a s e S w e d e n
(‘T’) Units intended to operate on the Swedish railway network shall be compliant with the target and
prohibitive zones as set out in Table 12.
The two zones underneath the axle box/journal set out in Table 12 referring to the parameters of the
standard EN 15437-1:2009 shall be free to facilitate vertical monitoring by trackside axle box detection
system:
Table 12
Target and prohibitive zone for units intended to be operated in Sweden
Y TA
W TA
L TA
Y PZ
W PZ
L PZ
[mm]
[mm]
[mm]
[mm]
[mm]
[mm]
System 1 862
≥ 40 whole 862
≥ 60
≥ 500
System 2 905
±
20
≥ 40 whole 905
≥ 100
≥ 500
Units mutually recognised in accordance with point 7.1.2 and units equipped with on-board axle bearing
condition monitoring equipment are exempted from this specific case.
(b) S p e c i f i c c a s e P o r t u g a l
(‘P’) Units intended to operate on the Portuguese railway network shall be compliant with the target and
prohibitive zones as set out in Table 13.
Table 13
Target and prohibitive zone for units intended to be operated in Portugal
Y TA
W TA
L TA
Y PZ
W PZ
L PZ
[mm]
[mm]
[mm]
[mm]
[mm]
[mm]
Portugal 1
000
≥ 65
≥ 100 1
000
≥ 115
≥ 500
( 1 ) OJ L 204, 5.8.2010, p. 1.

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12.4.2013 Official
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European
Union L
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7.3.2.3.
S a f e t y a g a i n s t d e r a i l m e n t r u n n i n g o n t w i s t e d t r a c k ( p o i n t 4 . 2 . 3 . 5 . 1 )
S p e c i f i c c a s e U K f o r G r e a t B r i t a i n
(‘P’) The limitations to the use of Method 3 set out in EN 14363:2005 point 4.1.3.4.1 are not applicable for
units that are intended for national use on the UK mainline network only.
7.3.2.4.
R u n n i n g d y n a m i c b e h a v i o u r ( p o i n t 4 . 2 . 3 . 5 . 2 )
S p e c i f i c c a s e U K f o r G r e a t B r i t a i n
(‘P’) The limitations to the use of Method 3 set out in EN 14363:2005 clause 4.1.3.4.1 are not applicable for
units that are intended for national use on the UK mainline network only.
7.3.2.5.
C h a r a c t e r i s t i c s o f w h e e l s e t s ( p o i n t 4 . 2 . 3 . 6 . 2 )
S p e c i f i c c a s e U K f o r G r e a t B r i t a i n
(‘P’) For units intended to operate solely on the railway network of Great Britain the characteristics of the
wheelsets may be in accordance with the national technical rules notified for this purpose.
7.3.2.6.
C h a r a c t e r i s t i c s o f w h e e l s ( p o i n t 4 . 2 . 3 . 6 . 3 )
S p e c i f i c c a s e U K f o r G r e a t B r i t a i n
(‘P’) For units intended to operate solely on the railway network of Great Britain the characteristics of the
wheels may be in accordance with the national technical rules notified for this purpose.
7.3.2.7.
A t t a c h m e n t d e v i c e s f o r r e a r - e n d s i g n a l s ( p o i n t 4 . 2 . 6 . 3 )
S p e c i f i c c a s e I r e l a n d a n d U K f o r N o r t h e r n I r e l a n d
(‘P’) The attachment devices for rear-end signals are not mandatory for units intended to be operated only in
traffic not crossing a border between EU Member States on networks with 1 600 mm track gauge.
7.4. Specific
environmental
conditions
Specific conditions Finland and Sweden
For unrestricted access of rolling stock to the Finnish and Swedish network under winter conditions, it shall
be demonstrated that the rolling stock meets the following requirements:
— Temperature zone T2 as specified in point 4.2.5 shall be selected.
— Snow, ice and hail severe conditions as specified in point 4.2.5 shall be selected.
Specific conditions Portugal and Spain
For unrestricted access of rolling stock to the Portuguese and Spanish network under summer conditions,
temperature zone T3 as specified in point 4.2.5 shall be selected.
7.5. Freight
wagons
operating
under
national,
bilateral,
multilateral
or
international
agreements
See Article 6.

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L 104/36
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Official Journal of the European Union
12.4.2013
Appendix A
Open points
Certain technical aspects, corresponding to the essential requirements, which are not explicitly covered by the specifi
cations, are open points. These are stipulated in Sections 4.2 and 6.2 and listed in Table A.1.
Table A.1
List of open points
Element of the Rolling Stock sub-system Point Technical
aspect
not
covered
by
this
TSI
Link to other subsystems to
cover the open point
Axle bearing condition monitoring 4.2.3.4 Option
on
board
equipment Equipment
not
mandatory.
Test conditions for on-track tests as 6.2.2.3
track geometric quality and
set out in the EN 14363 are not (4.2.3.5.2)
combinations of speed, curvature,
always fully achievable
cant deficiency (point 5.4.2 of EN
14363).
Variable gauge wheelsets 4.2.3.6.6 Assessment
concerning
the
following requirement:
The changeover mechanism of the
variable gauge wheelset shall
ensure the safe locking in the
correct intended axial position of
the wheel and any brake
equipment attached.
Composite brake blocks in 7.1.2
Assessment by a notified body
Appendix G
C.14

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12.4.2013 Official
Journal
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European
Union L
104/37
Appendix B
Specific procedures for running dynamics
1. Specific
assessment
concerning
running
dynamic
testing
following
EN
14363
1.1. Conditions for testing on one rail inclination
— The parameter equivalent conicity tan γe for tangent track and large radius curves shall be distributed so that tan
γe = 0,2 ± 0,05 occurs in a range of the amplitude (y) of the wheelsets lateral displacement between +/– 2 and
+/– 4 mm for a minimum of 50 % of track sections.
— The instability criterion in EN 14363:2005 shall be assessed for low-frequency body motions on at least two
track sections with equivalent conicities less than 0,05 (mean value over the track sections).
— The instability criterion in EN 14363:2005 shall be assessed on at least two track sections with equivalent
conicities in accordance with Table B.1.
Table B.1
Conditions for contact conditions in relation to on-track testing
Maximum vehicle speed Equivalent
conicity
60 km/h < V ≤ 140 km/h
≥ 0,50
140 km/h < V ≤ 200 km/h
≥ 0,40
200 km/h < V ≤ 230 km/h
≥ 0,35
230 km/h < V ≤ 250 km/h
≥ 0,30
1.2. Limit values for running safety
The limit values for running safety specified in clause 5.3.2.2 of EN 14363:2005 and for axle loads above 22,5 t in
clause 5.3.2.2 of EN 15687:2010 shall be met and verified.
When the quotient of guiding force and wheel force (Y/Q) limit is exceeded, it is allowed to recalculate the Y/Q
estimated maximum value in accordance with the following process:
— create an alternative test zone made up of all track sections with 300 m ≤ R ≤ 500 m,
— for the statistical processing per section, use xi (97,5 %) instead of xi (99,85 %),
— for statistical processing per zone, replace k = 3 (when using one-dimensional method) or Student coefficient t
(N – 2; 99 %) (when using two-dimensional method) by Student coefficient t (N – 2; 95 %).
Both results (before and after recalculation) shall be reported.
1.3. Track loading limit values
The limit values for track loading specified in EN 14363:2005 clause 5.3.2.3 and for loads above 22,5 t in EN
15687:2010 clause 5.3.2.2 shall be met and verified when so required by the methodology of EN 14363:2005.
The quasi-static guiding force Y qst limit value shall be evaluated for curve radii 250 ≤ R < 400 m.
The limit value shall be:
— (Y qst ) lim = (30 + 10 500/R m ) kN
— (Y qst ) lim = (33 + 11 550/R m ) kN for the 1 668 mm track gauge network,
where R m = mean radius of the track sections retained for the evaluation.
When this limit value is exceeded due to high friction conditions, it is permitted to recalculate the estimated value of
Y qst on the zone after replacing the individual (Y qst ) i values on the track sections ‘i’ where (Y/Q) ir (mean value of Y/Q
ratio on the inner rail over the section) exceeds 0,40 by: (Y qst )i – 50[(Y/Q) ir – 0,4]. Both results (before and after
recalculation) shall be reported.
The values of the Y qst , Q qst and mean curve radius (before and after recalculation) shall be recorded in the test report.

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L 104/38
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Official Journal of the European Union
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In case the Y qst value exceeds the limit value expressed above, the operational performance of the unit (e.g.
maximum speed) may be limited by the network, considering track characteristics (e.g. curve radius, cant, rail height).
2. Qualification
of
running
gear
Following successful testing the acceptable parameter variation range is given by the range between the nominal
tested parameters extended as illustrated in Figure B.2.
It is permitted to perform only one test and by doing so only validating the running gear for a limited range.
Figure B.2
Parameter variation ranges for the acceptance after successful testing compared to the process in EN
14363:2005
2.1. Test extent
The tests shall be carried out in accordance with the complete procedure in Chapter 5 of EN 14363:2005,
considering the specific procedures as set out in Appendix B.1.
Units with an axle load higher than 22,5 t up to 25 t shall be tested in accordance with EN 15687:2010.
The tests shall be performed for the same intended operating conditions (v adm and I adm ):
— One test with a wagon of short running gear distance.
— One test with a wagon of long running gear distance.
Other values of body parameters shall be within the ranges defined in Table B.3.
Table B.3
Body parameters
2-axle wagons Bogie
wagons
Short test
Long test
Short test
Long test
wagon
wagon
wagon
wagon
Distance between running gear 2a* [m] ( a )
≤ 7
≥ 9
≤ 7
≥ 13
Acceptable range of torsional c t * [kNmm 2 /rad] 0,5
×
10 10 … 8 × 10 10
coefficient of vehicle body
( a ) 2a* is the distance between wheelsets for 2-axle wagons or the distance between bogies for bogie wagons and ct* is the vehicle
body torsional stiffness coefficient.

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12.4.2013 Official
Journal
of
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European
Union L
104/39
Note 1: For the purposes of assessment of running behaviour a typical loading condition must be tested. It is not
necessary to test the worst position of the centre of gravity.
In addition, two axle wagons for speeds ≥ 100 km/h shall be tested in loaded condition also in sections of test zone
2 with clearances given by a gauge of ≥ 1 450 mm in combination with wheelsets having distances between active
faces at the minimum operation limit.
If the design parameters and the operation parameters require the application of the normal measuring method, it is
nevertheless acceptable to perform such tests with one of the vehicles based on measurements of lateral acceleration.
In that case, it shall be demonstrated that a relationship exists between accelerations and the sum of the guiding
forces on the vehicle tested according to the normal measuring method and a related limit value shall be established.
Note 2: This requirement is an extension of the application of the simplified measuring method, using information
gathered with vehicle tested according to the normal measuring method.
Note 3: This requirement is intended to be transferred to the test conditions in EN 14363:2005.
2.2. Range of running gear parameters for dispensation from on-track tests
Following successful testing in accordance with Appendix B, Section 2.1, the acceptable parameter variation range
for dispensation from on-track tests is given by the range between the nominal tested parameters of the running
gear and the extended range as illustrated in Figure B.2 and specified in Tables B.4 and B.5.
All parameters given in these tables are nominal values. The upper limit of the acceptable range depends on the
maximum tested value of the respective parameter, the lower limit on the minimum tested value.
In case of extension of the already applicable parameter range of a running gear, new tests shall be performed with
parameters outside the previously tested range.
Table B.4
Accepted parameter ranges for a single axle running gear which was tested successfully in accordance with
Appendix B, Section 2.1
Nominal parameter Minimum Maximum
Maximum axle load
P
—
P tested
Vertical eigenfrequency
ν z
0,9 ν z in load range 1,12
ν z in load range
Vertical damping Nominal
characteristics
of
tested
running
gear
Lateral and longitudinal suspension
Nominal characteristics of tested running gear
characteristics
Distance between centres of axle bearings 2b z
2b z, tested – 100 mm 2b z, tested + 170 mm
(suspension base)
Wheel diameter
D Diameter
of
tested
application Diameter of tested application
D tested – 90 mm
D tested + 90 mm
Table B.5
Accepted parameter ranges for a bogie which was tested successfully in accordance with Appendix B,
Section 2.1
Nominal parameter Minimum Maximum
Maximum axle load
P max
— 1,05
P max,tested
Bogie axle distance (between outer axles 2a +
2a + tested
2a + tested + 0,2 m
of the bogie)

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Official Journal of the European Union
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Nominal parameter Minimum Maximum
Vertical eigenfrequency (see Appendix C)
ν z
0,90 ν z,tested in full range
1,12 ν z,tested in full range
between empty and loaded
between empty and loaded
conditions
conditions
Vertical Damping Nominal
characteristics
of
tested
running
gear
Axle guiding longitudinal Nominal
characteristics
of
tested
running
gear
Axle guiding lateral Nominal
characteristics
of
tested
running
gear
Lateral secondary susp. characteristics Nominal
characteristics
of
tested
running
gear
Distance between centres of axle bearings 2b z
2b z, tested – 100 mm 2b z, tested + 170 mm
(suspension base)
Yaw resistance of bogie ( a ) M* z
0,80 M* z,tested
1,20 M* z,tested
Moment of inertia of whole bogie I* zz
— 1,10
I* zz,tested
(around z-axis)
Wheel diameter
D
D tested – 90 mm
D tested + 90 mm
Nominal height of centre pivot
h cp
h cP,tested – 150 mm
h cP,tested + 50 mm
( a ) For a friction based yaw resistance torque measured at two specified loads typical for empty and loaded condition. For other
systems, appropriate parameters must be used to control stability and safety against derailment in empty condition and maximum
guiding force in loaded conditions.
2.3 Range of vehicle body parameters for dispensation from on-track tests
Following successful testing according to Appendix B, Section 2.1, the acceptable parameter variation range for a
dispensation from on-track tests is given by the range between the nominal tested parameters of the vehicle body
and the extended range where applicable as specified in Table B.6. All parameters given in this table are nominal
values. The upper limit of the acceptable range depends on the maximum tested value of the respective parameter,
the lower limit on the minimum tested value.
To extend the applicable vehicle parameter range of a standardised running gear, test results of a third tested vehicle
outside the previously tested range shall be used.
Table B.6
Accepted parameter range for vehicles (including articulated wagons and permanently coupled units)
equipped with a running gear which was tested successfully according to Appendix B, Section 2.1
Nominal parameter Minimum Maximum
Distance between wheelsets
2a*
Lowest value of either 6 m Highest value of either 10 m or 2a* tested
(non-bogie vehicles)
or 2a* tested
Distance between centres 2a* Lowest
value
of
either
2a* tested + 3 m
bogies (bogie vehicles)
6,5 m or 2a* tested
Centre of gravity height of
h cg
— 1,2
h cg,empty,tested, max
empty wagon
Coefficient of height of centre
χ
—
χ loaded,tested,max × (1 + 0,8 (λ' – 1))
of gravity — loaded vehicle ( a )
with λ' – factor for track loading para-
meters.
Torsional coefficient per c t * >
0,5
10 10 kNmm 2 /rad
—
vehicle body
Mean axle load of the tare P mean,tare
Smallest value of either
—
unit (non-bogie wagon)
5,75 t or P mean,tare,tested

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12.4.2013 Official
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European
Union L
104/41
Nominal parameter Minimum Maximum
Mean axle load of the tare P mean,tare Smallest value of either 4 t
—
unit (bogie wagon)
or P mean,tare,tested
Maximum axle load
P
— 1,05
P tested
Mass distrib. Coefficient
Φ
— 1,2
Φ tested
(empty and loaded vehicle)
( a ) For evaluation of χ use admissible cant deficiency of 130 mm for axle loads ≤ 225 kN and 100 mm for axle loads > 225 kN and
up to 250 kN.

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L 104/42
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Official Journal of the European Union
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Appendix C
Additional optional conditions
The compliance with the following set of conditions C.1 to C.18 is optional. If the applicant selects this option, a notified
body has to assess the compliance within the EC verification procedure.
1. Manual
coupling
system
The manual coupling system shall comply with the following requirements:
— The screw coupling system excluding the draw hook shall comply with the requirements related to freight
wagons of EN 15566:2009+A1:2010 except clause 4.4,
— The draw hook shall comply with the requirements related to freight wagons of EN 15566:2009+A1:2010
except clause 4.4 and except the dimension ‘a’ in Annex A Figure A.1 which shall be treated as informative.
— The draw hook shall be located at a height between 920 and 1 045 mm above rail level in all loading and wear
conditions.
— The centreline of the draw hook shall be located within a range of 0 to 20 mm below the buffing centre.
— The clearance for the draw hook shall be in accordance with Chapter 2 of ERA technical document
ERA/TD/2012-04/INT version 1.0 of 4.6.2012 published on the ERA website (http://www.era.europa.eu).
— The buffer shall comply with the requirements related to freight wagons of EN 15551:2009+A1:2010.
— The buffing centre line shall be located at a height between 940 and 1 065 mm above rail level in all loading and
wear conditions.
— There shall be no fixed parts within 40 mm of a vertical plane placed at the end of the fully compressed buffers.
— The space for shunting staff operation shall be in accordance with Chapter 3 of ERA technical document
ERA/TD/2012-04/INT version 1.0 of 4.6.2012 published on the ERA website (http://www.era.europa.eu).
— Where a combined automatic and screw coupler is fitted, it is permissible for the auto coupler head to infringe
the space specified above for shunting staff on the left hand side when it is stowed and the screw coupler is in
use. In this case the marking in Figure 75 of EN 15877-1:2012 is mandatory.
Interaction of buffers and draw gear
— The characteristics of the buffers and draw gear shall be designed in order to enable the safe transit of curves in
the track with a radius of 150 m. Two units with bogies coupled on straight track with touching buffers shall
generate compressive forces not higher than 250 kN on a 150 m radius curve. There is no requirement specified
for two axle units.
— The distance between the front edge of a draw-hook opening and the front side of the fully extended buffers shall
be 355 mm + 45/– 20 mm in the new condition as shown in Figure C.1:

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12.4.2013 Official
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European
Union L
104/43
Figure C.1
Configuration of buffers and draw gear
Units designed for 1 435 mm and 1 520 mm or 1 435 mm and 1 524 mm, or 1 435 mm and 1 668 mm gauge
network(s), equipped with manual coupling and ‘UIC’ pneumatic brake system, shall be compatible with both,
— the interface requirements for ‘End Coupling’ mentioned in this Section, and
— specific buffer layouts related to broad gauge networks.
In order to provide this full compatibility, it is permitted to have a different value of the distance between buffer
centrelines, 1 790 mm (Finland) and 1 850 mm (Portugal and Spain) taking into account clause 6.2.3.1 of
EN 15551:2009+A1:2010.
2. UIC
footsteps
and
handrails
The unit shall be equipped with footsteps and handrails in accordance with Chapter 4 of ERA technical document
ERA/TD/2012-04/INT version 1.0 of 4.6.2012 published on the ERA website (http://www.era.europa.eu).
3. Ability
to
be
hump
shunted
In addition to the requirements of point 4.2.2.2 the unit shall be assessed in accordance with clause 8 of EN 12663-
2:2010 and classified in Category F I in accordance with clause 5.1 of EN 12663-2:2010 with the following
exception: for units designed to carry motor vehicles or combined transport units without long stroke shock
absorbers the Category F-II may be used. The requirements concerning the buffing tests in clause 8.2.5.1 of
EN 12663-2:2010 apply.

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4. Free
space
under
lifting
points
The unit shall comply with Figure C.2 on the free space under the re-railing places for rerailing:
Figure C.2
Free spaces under rerailing places
5. Marking
of
units
Markings of EN 15877-1:2012 are required where applicable. The following are always applicable:
— 4.5.2 Gauge marking
— 4.5.3 Vehicle Tare Weight
— 4.5.4 Vehicle load table
— 4.5.5 Sign for length over buffers
— 4.5.12 Table of Maintenance dates
— 4.5.14 Lifting and re-railing signs
— 4.5.23 Distances between end axles and bogie centres
— 4.5.29 Brake weight.
Units compliant with all requirements set out in Section 4.2, fulfilling all conditions set out in point 7.1.2 and all
conditions set out in Appendix C may receive the marking ‘GE’.
Units compliant with all requirements set out in Section 4.2, fulfilling all conditions in point 7.1.2 and the
conditions set out in Appendix C but not those set out in Appendix C, Sections 3 and/or 6 and/or 7.b, may
receive the marking ‘CW’.
If the additional marking is used, it shall be inscribed on the unit as outlined in Figure C.3.
Figure C.3
The additional markings ‘GE’ and ‘CW’

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The letters shall be of the same font type as the TEN marking. The size of the letters shall be at least 100 mm high.
The outer measures of the frame shall be at least 275 mm wide and 140 mm high, the frame shall be 7 mm thick.
The marking shall be located on the right hand side of the area containing the European Vehicle Number and the
TEN marking.
6. G1
gauge
The reference contour with which the unit complies with shall be G1 and GIC1 determined as defined in point
4.2.3.1.
7. Compatibility
with
train
detection
systems
(a) The unit shall be compatible with the train detection systems based on track circuits, on axle counters and on
loop equipment as specified in clauses 4.2.3.3(a), 4.2.3.3(b) and 4.2.3.3(c).
(b) The distance between two adjacent axles of the unit shall not exceed 17 500 mm.
8. Tests
concerning
longitudinal
compressive
forces
The verification of safe running under longitudinal compressive forces shall be in accordance with EN 15839:2012.
9. UIC
brake
The brake system shall be compatible with vehicles equipped with UIC approved brake systems. The brake system of
a unit is compatible with the UIC brake system if it fulfils the following requirements:
(a) The unit shall be equipped with a pneumatic brake pipe with an inner diameter of 32 mm.
(b) Brake modes have different brake application and release times and specific brake weight percentage.
(c) Every unit shall be fitted with a brake system having at least brake modes G and P. The brake modes G and P
shall be assessed in accordance with UIC 540:2006.
(d) The minimum braking performance for brake-modes G and P shall be in accordance with Table C.3.
(e) If a unit is equipped with a brake system having in addition further brake modes the assessment procedure as
described in point 4.2.4.3.2.1 shall be carried out for these additional brake modes. The brake application time
of the P brake mode in accordance with UIC 540:2006 are also valid for further brake modes.
(f) The energy storage has to be designed in such way that after a brake application with the maximum brake
cylinder pressure and the maximum unit specific brake cylinder stroke at any load state the pressure in the
auxiliary reservoir must be at least 0,3 bar more than the brake cylinder pressure without the addition of any
further energy. Details for standardised air reservoirs are set out in EN 286-3:1994 (steel) and EN 286-4:1994
(aluminium).
(g) The pneumatic energy of the brake system shall not be used for other applications different than those related to
braking purposes.
(h) The distributor and distributor isolating device shall be in accordance with EN 15355:2008+A1:2010. At least
one distributor shall be installed per 31 m unit length.
(i) The
pneumatic
half
coupling:
(i) The interface of the brake pipe shall be in accordance with EN 15807:2011.
(ii) The opening of the automatic air brake coupling head shall face the left when looking at the end of the
vehicle.
(iii) The opening of the main reservoir coupling head shall face the right when looking at the end of the unit.
(iv) The end cocks shall be in accordance with EN 14601:2005+A1:2010.
(j) The
brake
mode
switching
device
shall
be
in
accordance
with
UIC
541-1:2010
Appendix
E.
(k) Brake block holders shall be in accordance with UIC leaflet 542:2010.
(l) If the brake system requires brake blocks acting on the wheel tread, only the brake blocks listed in Appendix G
shall be used.

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(m) Slack adjusters shall be in accordance with ERA technical document ERA/TD/2012-05/INT version 1.0 of
4.6.2012 published on the ERA website (http://www.era.europa.eu).
(n) If the unit is equipped with a wheel slide protection system (WSP) it shall be in accordance with EN
15595:2009+A1:2011.
Table C.3
Minimum braking performance for brake modes G and P
Requirement for running speed at 100 km/h Requirement
for
running
speed
at
120
km/h




Maximum braking distance Minimum
braking
distance Maximum
braking
distance Minimum
braking
distance
Braking mode
unit type
Command Equipment
Load status
S max = 480 m
S min = 390m,
S max = 700 m
S min = 580 m,
λ min = 100 % ( 1 )
λ max = 125 %, (130 %) (*),
λ min = 100 %
λ max = 125 %, (130 %) (*),
a
a
a
a


p
t
y

min = 0,91 m/s 2 ( 1 )
max = 1,15 m/s 2
min = 0,88 m/s 2
max = 1,08 m/s 2
All
All
Em
S max = 810 m
S min = 390 m,
λ min = 55 %
λ max = 125 %,
e

a min = 0,51 m/s 2
a max = 1,15 m/s 2
mediat
er
Int
)
S
S
9
max = 700m
min = Max [(S = 480 m,
λ
λ
er (

min = 65 %

max =100 %, a max = 0,91 m/s 2 ),

a min = 0,60m/s 2
(S obtained with a mean retar
)
eov
dation force of 16,5 kN per
2
axle)] ( 5 ).
‘S1’ (
Chang
Loaded
S max = 700m
S min = Max [(S = 480 m,
λ min = 65 %
λ max =100 %, a max = 0,91 m/s 2 ),
a min = 0,60m/s 2
(S obtained with a mean retar
dation force of 16,5 kN per
axle)] ( 6 ).
)

)
10
3 ’ (
y (
‘S2
V
a
r
iable load
Rela
Loaded
S max ( 8 ) = Max [S = 700 m, λ max = 100 %, a max =
0,88 m/s 2 ), (S obtained with a mean retardation force

of 16 kN per axle)] ( 7 ).
‘P’
f
or ks)
)
axle
)
10
per
4
y (
e bloc
Braking mode
‘SS’ (
V
a
r
iable load
Rela
Loaded (18 t brak
There shall be no separate

assessment of the braking
‘G’
performance of units in position
G. A unit’s braked weight in
position G is the result of the
braked weight in position P (see
UIC 544-1:2012)
Braking mode
(*) Only for two stage load brake (changeover command) and P10 (cast iron blocks with 10 ‰ phosphor)- or LL-brake blocks.
( 1 ) ‘a’ = (((Speed (km/h))/3,6)^2)/(2 × (S-((Te) × (Speed (km/h)/3,6)))), with Te = 2 s. Distance calculation EN 14531-1:2005 Section 5.11.
( 2 ) A unit ‘S1’ is a unit with empty/load device. Maximum load per axle is 22,5 t.
( 3 ) A unit ‘S2’ is a unit with a variable load relay. Maximum load per axle is 22,5 t.
( 4 ) A unit ‘SS’ shall be equipped with a variable load relay. Maximum load per axle is 22,5 t.
( 5 ) The maximum mean retardation force admitted (for running speed at 100 km/h) is 18 × 0,91 = 16,5 kN/axle. This value comes from the maximum braking energy
input permitted on a clasp braked wheel with a nominal new diameter in the range of [920 mm; 1 000 mm] during braking (the brake weight shall be limited to 18
tonnes/axle).

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EN
12.4.2013 Official
Journal
of
the
European
Union L
104/47
( 6 ) The maximum mean retardation force admitted (for running speed at 100 km/h) is 18 × 0,91 = 16,5 kN/axle. This value comes from the maximum braking energy
input permitted on a clasp braked wheel with a nominal new diameter in the range of [920 mm; 1 000 mm] during braking (the brake weight shall be limited to 18
tonnes/axle). Usually a unit, with V max = 100 km/h and fitted with a variable relay is designed to obtain λ = 100 % up to 14,5 t/axle.
( 7 ) The maximum mean retardation force admitted (for running speed at 120 km/h) is 18 × 0,88 = 16 kN/axle. This value comes from the maximum braking energy input
permitted on a clasp braked wheel with a nominal new diameter in the range of [920 mm; 1 000 mm] during braking (the brake weight shall be limited to 18 tonnes).
The mass/axle is limited to 20 t/axle and the corresponding λ is 90 %. If it is required λ > 100 % with mass/axle > 18 t then it is necessary to consider another kind of
brake.
( 8 ) λ must not exceed 125 %, considering for brake only on wheels (brake blocks), the maximum mean retardation force admitted of 16 kN/axle (for running speed at 120
km/h).
( 9 ) Changeover in accordance with EN 15624:2008+A1:2010.
( 10 ) Variable load relay in accordance with EN 15611:2008+A1:2010 in combination with variable load sensing device in accordance with EN 15625:2008+A1:2010.
10. Location of parking brake handles
If a unit is equipped with a parking brake the location of its operating handle or operating wheel shall be:
— on both sides of the unit if it is operated from the ground, or
— on a platform, that can be accessed from both sides of the unit.
The operation from the ground shall be done by wheel.
11. Temperature ranges for air reservoirs, hoses and grease
The following requirements are deemed to comply with the range T1 indicated in point 4.2.5:
— Air reservoirs shall be designed for the temperature range of – 40 °C to + 100 °C.
— Brake cylinders and brake couplings shall be designed for the temperature range of – 40 °C to + 70 °C.
— Hoses for air brakes and air supply shall be specified for the temperatures range – 40 °C to + 70 °C.
— The grease for the lubrication of roller bearing shall be specified for ambient temperatures down to – 20 °C.
12. Welding
Welding shall be carried out in accordance with EN 15085-1-5:2007.
13. Track gauge
The unit shall be compatible with the 1 435 mm track gauge.
14. Specific brake thermal capacity
The brake system shall resist a thermal load equivalent to the suggested reference case in point 4.2.4.3.3.
Concerning the use of wheel tread brake systems this condition is deemed to be fulfilled, if the brake block:
— is listed in Appendix G, and
— is used within its area of use as described in Appendix G,
and if the wheel:
— is assessed in accordance with point 6.1.2.3, and
— fulfils the conditions of Section 15 of Appendix C.
15. Specific product properties concerning the wheel
The wheels shall be in accordance with EN 13262:2004+A1:2008+A2:2011 and EN 13979-
1:2003+A1:2009+A2:2011. The thermal mechanical type test required in point 6.1.2.3 shall be carried out in
accordance with Table C.4 when the complete brake system is acting directly on the wheel tread.
Table C.4
Conditions for the thermal mechanical type test
Wheel diameter range [mm] 1
000-920 920-840 840-760 760-680
Standard power value 50
kW 50
kW 42,5
kW 38
kW
Application time 45
min 45
min 45
min 45
min
Running speed 60
km/h 60
km/h 60
km/h 60
km/h

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L 104/48
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Official Journal of the European Union
12.4.2013
16. Tow hooks
Units shall be provided with tow hooks, each one being fixed to the side of the unit underframe in accordance with
clause 1.4 of UIC 535-2:2006.
17. Protective devices on protruding parts
To ensure the safety of staff, protruding (e.g. angular or pointed) parts of the unit located up to 2 m above rail level
or above passageways, working surfaces or tow hooks which are liable to cause accidents, shall be fitted with
protective devices as described in clause 1.3 of UIC 535-2:2006.
18. Label holders and attachment devices for rear-end signal
All units shall be equipped with a label holder in accordance with clause 1 of UIC 575:1995 and at both ends with
attachment devices as set out in point 4.2.6.3.

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EN
12.4.2013 Official
Journal
of
the
European
Union L
104/49
Appendix D
Standards or normative documents referred to in this TSI
TSI Standard
Characteristics to be assessed References
to
mandatory
Standard Clauses
Structure and mechanical part 4.2.2
Strength of unit 4.2.2.2
EN 12663-2:2010
5
4.2.2.2
EN 15877-1:2012 4.5.13
6.2.2.1 EN
12663-2:2010 6,
7
Vehicle track interaction and gauging 4.2.3
Gauging 4.2.3.1 EN
15273-2:2009 all
Compatibility with load carrying capacity of lines 4.2.3.2 EN
15528:2008 6.1,
6.2
Axle bearing condition monitoring 4.2.3.4 EN
15437-1:2009 5.1,
5.2
Safety against derailment running on twisted track 4.2.3.5.1
—
—
6.2.2.2 EN
14363:2005 4.1
EN 15839:2012 4.2
Running dynamic behaviour 4.2.3.5.2 EN
14363:2005
5
6.2.2.3
EN 14363:2005
5
6.1.2.2.1
EN 15687:2010 5.3.2.2
EN 15827:2011 9.3
6.1.2.1 Content
of
prEN
16235
all
included in Appendix B of
this TSI
Running gear 4.2.3.6
—
—
6.1.2.1 EN
13749:2011 6.2
Content of prEN 16235 all
included in Appendix B of
this TSI
Structural design of bogie frame 4.2.3.6.1 EN
13749:2011 6.2
6.1.2.1 EN
13749:2011 6.2
Characteristics of wheelsets 4.2.3.6.2
—
—
6.1.2.2 EN
13260:2009+A1:2010 3.2.1
Characteristics of wheels 4.2.3.6.3
—
—
6.1.2.3 EN
13979-1:2003+A1:2009
7, 6.2
+A2:2011

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L 104/50
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Official Journal of the European Union
12.4.2013
TSI Standard
Characteristics to be assessed References
to
mandatory
Standard Clauses
Characteristics of axles 4.2.3.6.4
—
—
6.1.2.4 EN
13103:2009+A1:2010
4, 5, 6, 7
Axle boxes/bearings 4.2.3.6.5
—
—
6.2.2.4 EN
12082:2007+A1:2010
6
Running gear for manual change of wheelsets 4.2.3.6.7
—
—
6.2.2.5 UIC
430-1:2006 Ann.
B,
H
UIC 430-3:1995 Ann.
7
Brake 4.2.4
In-service brake 4.2.4.3.2.1 EN
14531-6:2009 all
UIC 544-1:2012 all
Parking brake 4.2.4.3.2.2 EN
14531-6:2009
6
EN 15877-1:2012 4.5.25
Environmental conditions 4.2.5
Environmental conditions 4.2.5 EN
50125-1:1999 4.7
6.2.2.7
—
—
System protection 4.2.6
Fire safety — barriers 4.2.6.1.2.1
—
—
6.2.2.8.1 EN
1363-1:1999 all
Fire safety — materials 4.2.6.1.2.2
—
—
6.2.2.8.2 ISO
5658-2:2006/Am1:2011 all
EN 13501-1:2007+A1:2009 all
Fire safety — cables 6.2.2.8.3 EN
50355:2003 all
EN 50343:2003 all
Fire safety 6.2.2.8.4 TS
45545-7:2009 all
Protection against el. hazard — indirect contact 4.2.6.2.2.1 EN
50153:2002 6.4
Protection against el. hazard — direct contact 4.2.6.2.2.2 EN
50153:2002
5
Attachment devices for rear-end signals 4.2.6.3 ERA
technical
document
ERA/
Chapter 1
TD/2012-04/INT version 1.0
of 4.6.2012

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EN
12.4.2013 Official
Journal
of
the
European
Union L
104/51
TSI Standard
Characteristics to be assessed References
to
mandatory
Standard Clauses
Additional optional conditions for units App.
C Standard/UIC
leaflet
Manual coupling system C.1 EN
15566:2009+A1:2010 all
EN 15551:2009+A1:2010 6.2,
6.3.2
ERA technical document ERA/ Chapters 2 and 3
TD/2012-04/INT version 1.0
of 4.6.2012
EN 15877-1:2012 Figure
75
UIC footsteps and handrails C.2 ERA
technical
document
ERA/
Chapter 4
TD/2012-04/INT version 1.0
of 4.6.2012
Ability to be hump shunted C.3 EN
12663-2:2010 5,
8
Marking of units (RIV) C.5 EN
15877-1:2012 all
Tests concerning long. compressive forces C.8 EN
15839:2012 all
UIC brake C.9 EN
15355:2008+A1:2010 all
EN 15611:2008+A1:2010 all
UIC 540:2006 all
EN 14531-1:2005 5.11
EN 15624:2008+A1:2010 all
EN 15625:2008+A1:2010 all
EN 286-3:1994 all
EN 286-4:1994 all
EN 15807:2011 all
EN 14601:2005+A1:2010 all
UIC 541-1:2010 Ann.
E
UIC leaflet 542:2010 all
ERA technical document ERA/ all
TD/2012-05/INT version 1.0
of 4. 6.2012
EN 15595:2009+A1:2011 all
Welding C.12 EN
15085-1-5:2007 all
Specific product properties concerning the wheel C.15 EN
13262:2004
all
+A1:2008+A2:2011
EN 13979-1:2003
all
+A1:2009+A2:2011

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L 104/52
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Official Journal of the European Union
12.4.2013
TSI Standard
Characteristics to be assessed References
to
mandatory
Standard Clauses
Tow hooks C.16 UIC
535-2:2006 1.4
Protective devices on protruding parts C.17 UIC
535-2:2006 1.3
Lable holders and attachment devices for rear-end C.18 UIC
575:1995
1
signal

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EN
12.4.2013 Official
Journal
of
the
European
Union L
104/53
Appendix E
Rear-end signal
1. Lamps
The colour of tail lamps shall be in accordance with clause 5.5.3 of EN 15153-1:2010.
The lamp shall display a luminous area of at least 170 mm diameter. The reflector system shall be designed to display
a lighting strength of at least 15 candela of red light along the axis of the lighting surface for an angle of opening of
15° horizontally and 5° vertically. The intensity must be at least 7,5 candela of red light.
The lamp shall be suitable to be attached to units complying with the attachment devices and the clearance set out in
point 4.2.6.3. The lamp shall be equipped with:
— a switch (on/off),
— a warning light which indicates the battery status.
2. Reflective plates
The reflective plates shall be suitable to be attached to units complying with the attachment devices and the clearance
set out in point 4.2.6.3. The reflective section of the plates shall be at least 150 by at least 200 mm as illustrated in
Figure E.1. The side triangles shall be white, the top and the bottom triangles shall be red. The plate shall be retro-
reflective in accordance with EN 12899-1:2007 Class Ref. 2.
Figure E.1
Reflective plate

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L 104/54
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Official Journal of the European Union
12.4.2013
Appendix F
Assessment assigned to the production phases
Table F.1
Assessment assigned to the production phases
Design and development Production
phase
phase
Characteristics to be assessed, as specified in Section 4.2
Particular assessment
procedure
Design
review
Type test Routine
test
Element of the Rolling Stock sub-system Point Point
Structure and mechanical part 4.2.2
End coupling 4.2.2.1.1
X n.a. n.a.
—
Inner coupling 4.2.2.1.2
X n.a. n.a.
—
Strength of unit 4.2.2.2
X
X n.a. 6.2.2.1
Integrity of the unit 4.2.2.3
X n.a. n.a.
—
Vehicle track interaction and gauging 4.2.3
Gauging 4.2.3.1
X n.a. n.a.
—
Compatibility with load carrying capacity 4.2.3.2
X
X n.a
—
of lines
Compatibility with train detection 4.2.3.3
X
X n.a
—
systems
Axle bearing condition monitoring 4.2.3.4
X
X n.a.
—
Safety against derailment running on 4.2.3.5.1
X
X n.a. 6.2.2.2
twisted track
Running dynamic behaviour 4.2.3.5.2
X
X n.a. 6.1.2.1/6.2.2.3
Structural design of bogie frame 4.2.3.6.1
X X. n.a. 6.1.2.1
Characteristics of wheelsets 4.2.3.6.2
X
X
X 6.1.2.2
Characteristics of wheels 4.2.3.6.3
X
X
X 6.1.2.3
Characteristics of axles 4.2.3.6.4
X
X
X 6.1.2.4
Axle boxes/bearings 4.2.3.6.5
X
X
X 6.2.2.4
Variable gauge wheelsets 4.2.3.6.6 open open open open
Running gear for manual change of 4.2.3.6.7
X
X n.a. 6.2.2.5
wheelsets
Brake 4.2.4
Safety requirements 4.2.4.2
X n.a n.a
—
Functional and technical requirements 4.2.4.3
X
X n.a
—

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EN
12.4.2013 Official
Journal
of
the
European
Union L
104/55
Design and development Production
phase
phase
Characteristics to be assessed, as specified in Section 4.2
Particular assessment
procedure
Design
review
Type test Routine
test
In-service brake 4.2.4.3.2.1
X
X n.a.
—
Parking brake 4.2.4.3.2.2
X n.a n.a
—
Thermal capacity 4.2.4.3.3
X
X n.a 6.2.2.6
Wheel slide protection (WSP) 4.2.4.3.4
X
X n.a
—
Environmental conditions 4.2.5
Environmental conditions 4.2.5
X n.a.
/X
( 1 ) n.a. 6.2.2.7
System protection 4.2.6
Fire safety 4.2.6.1
X
X n.a 6.2.2.8
Protection against electric hazard 4.2.6.2
X
X n.a
—
Attachment devices for rear-end signal 4.2.6.3
X
X n.a
—
( 1 ) Type test if and as defined by the applicant.

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L 104/56
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Official Journal of the European Union
12.4.2013
Appendix G
List of fully approved composite brake blocks for international transport
This Appendix is published on the ERA website (http://www.era.europa.eu).

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Document Outline

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