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
Modified by
- Commission Regulation (EU) No 1236/2013of 2 December 2013concerning the technical specification for interoperability relating to the subsystem rolling stock — freight wagons of the rail system in the European Union and amending Regulation (EU) No 321/2013(Text with EEA relevance), 32013R1236, December 3, 2013
(a) when it is renewed or upgraded in accordance with Article 20 of Directive 2008/57/EC; or (b) with regard to specific provisions, such as the traceability of axles in point 4.2.3.6.4 and the maintenance plan in point 4.5.3.
(a) the list of the applicable technical rules referred to in paragraph 1; (b) the conformity assessment and verification procedures to be carried out to apply those rules; (c) the bodies appointed to carry out those conformity-assessment and verification procedures.
(a) the applicable technical rules referred to in paragraph 1; (b) the conformity assessment and verification procedures to be carried out to apply the technical rules referred to in paragraph 1; (c) the bodies appointed to carry out the conformity assessment and verification procedures of the specific cases referred to in paragraph 1.
(a) the reasons for non-certification of any interoperability constituents shall be properly identified in the verification procedure referred to in paragraph 1; (b) the national safety authorities shall report on the use of non-certified interoperability constituents in the context of authorisation procedures in their annual report referred to in Article 18 of Directive 2004/49/EC of the European Parliament and of the Council OJ L 164, 30.4.2004, p. 44 .
to ensure the interoperability of the rail system, and to meet the essential requirements.
the trans-European conventional rail system network (TEN) as described in Annex I section 1.1 "Network" of Directive 2008/57/EC, the trans-European high-speed rail system network (TEN) as described in Annex I section 2.1 "Network" of Directive 2008/57/EC, other parts of the network of the whole rail system, following the extension of scope as described in Annex I section 4 of Directive 2008/57/EC,
(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 specifications, 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 implementation of this TSI (Chapter 4).
motor vehicles with their passengers on board, or motor vehicles without passengers on board but intended to be integrated in passenger trains (car carriers).
(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.
(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.
| Point | Basic parameter | Essential requirements | ||||
|---|---|---|---|---|---|---|
| Safety | Reliability and availability | Health | Environment protection | Technical compatibility | ||
| 4.2.2.1.1 | End coupling | |||||
| 4.2.2.1.2 | Inner coupling | |||||
| 4.2.2.2 | Strength of unit | |||||
| 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 carrying capacity of lines | 1.1.1 | 2.4.3 | |||
| 4.2.3.3 | Compatibility with train detection systems | 1.1.1 | 2.4.3 | |||
| 4.2.3.4 | Axle bearing condition monitoring | 1.1.1 | 1.2 | 2.4.3 | ||
| 4.2.3.5.1 | Safety against derailment running on twisted track | 2.4.3 | ||||
| 4.2.3.5.2 | Running dynamic behaviour | 2.4.3 | ||||
| 4.2.3.6.1 | Structural design of bogie frame | |||||
| 4.2.3.6.2 | Characteristics of wheelsets | 2.4.3 | ||||
| 4.2.3.6.3 | Characteristics of wheels | 2.4.3 | ||||
| 4.2.3.6.4 | Characteristics of axles | |||||
| 4.2.3.6.5 | Axle box/bearings | |||||
| 4.2.3.6.6 | Variable gauge wheelsets | |||||
| 4.2.3.6.7 | Running gear for manual change of wheelsets | |||||
| 4.2.4.2 | Brake — Safety requirements | 1.1.1, 1.1.3 | ||||
| 4.2.4.3.1 | Brake — General functional requirements | 2.4.2 | ||||
| 4.2.4.3.2.1 | Brake performance — In-service brake | 2.4.2 | 1.5 | |||
| 4.2.4.3.2.2 | Brake performance — Parking brake | 2.4.1 | 2.4.3 | |||
| 4.2.4.3.3 | Brake — Thermal capacity | 2.4.3 | ||||
| 4.2.4.3.4 | Brake — Wheel slide protection (WSP) | 2.4.1 | 2.4.2 | |||
| 4.2.5 | Environmental conditions | 2.4.3 | ||||
| 4.2.6.1 | Fire safety | |||||
| 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 | 1.3.2 | 1.4.2 | |||
| 4.2.6.1.2.4 | Fire safety — Flammable liquids | 1.1.4 | 1.3.2 | 1.4.2 | ||
| 4.2.6.2 | Protection against electric hazard | |||||
| 4.2.6.3 | Attachment device for rear-end signal | 1.1.1 | ||||
Structures and mechanical parts Gauging and vehicle track interaction Brake Environmental conditions System protection.
(a) train detection systems based on track circuits; (b) train detection systems based on axle counters; (c) train detection systems based on loop equipment.
line side detection equipment, or on-board equipment.
| ≥ 50 | ≥ 200 | ≥ 140 | ≥ 500 | |||
| 894 ± 2 | ≥ 14 | ≥ 200 | 894 ± 2 | ≥ 28 | ≥ 500 | |
| ≥ 70 | ≥ 180 | ≥ 125 | ≥ 500 | |||
| ≥ 55 | ≥ 100 | ≥ 110 | ≥ 500 |
following the procedures set out in Chapter 5 of EN 14363:2005, or performing simulations using a validated model.
| Designation | ||||
|---|---|---|---|---|
 | 330 ≤ D ≤ 760 | |||
| 760 < D ≤ 840 | ||||
| D > 840 | ||||
| Back to back distance (A | 330 ≤ D ≤ 760 | |||
| 760 < D ≤ 840 | ||||
| D > 840 | ||||
 | 400 ≤ D < 840 | |||
| D ≥ 840 | ||||
| Back to back distance (A | 400 ≤ D < 840 | |||
| D ≥ 840 | ||||
 | 690 ≤ D ≤ | |||
| Back to back distance (A | 690 ≤ D ≤ | |||
 | 330 ≤ D < 840 | |||
| 840 ≤ D ≤ | ||||
| Back to back distance (A | 330 ≤ D < 840 | |||
| 840 ≤ D ≤ | ||||
| Designation | ||||
|---|---|---|---|---|
| Width of the rim (B | D ≥ 330 | |||
| Thickness of the flange (S | 330 ≤ D ≤ 760 | |||
| 760 < D ≤ 840 | ||||
| D > 840 | ||||
| Height of the flange (S | 330 ≤ D ≤ 630 | |||
| 630 < D ≤ 760 | ||||
| D > 760 | ||||
| Face of the flange (q | D ≥ 330 | — | ||
| Width of the rim (B | D ≥ 400 | |||
| Thickness of the flange (S | 400 ≤ D < 760 | |||
| 760 ≤ D < 840 | ||||
| D ≥ 840 | ||||
| Height of the flange (S | 400 ≤ D < 630 | |||
| 630 ≤ D < 760 | ||||
| D ≥ 760 | ||||
| Face of the flange (q | D ≥ 400 | — | ||
| Width of the rim (B | 690 ≤ D ≤ | |||
| Thickness of the flange (S | 690 ≤ D ≤ | |||
| Height of the flange (S | 690 ≤ D ≤ | |||
| Face of the flange (q | 690 ≤ D ≤ | — | ||
| Width of the rim (B | D ≥ 330 | |||
| Thickness of the flange (S | 330 ≤ D ≤ 840 | |||
| D > 840 | 22 (PT); 25 (ES) | |||
| Height of the flange (S | 330 ≤ D ≤ 630 | |||
| 630 ≤ D ≤ 760 | ||||
| D > 760 | ||||
| Face of the flange (q | D ≥ 330 | — | ||
of the wheels, and of the corresponding brake equipment,
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.
the braking power, the train mass, the speed, the allowable braking distance, the available adhesion, and the track gradient.
it affects the unit alone (combination of failures), or it affects the brake capability of more than the unit (single fault).
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.
EN 14531-6:2009, or UIC leaflet 544-1:2013.
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 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.
types of units equipped with all types of brake blocks except composite brake blocks, for which the maximum mean utilisation of adhesion is greater than 0,12, types of units equipped with disc brakes only and/or with composite brake blocks, for which the maximum mean utilisation of adhesion is greater than 0,11.
T1: – 25 °C to + 40 °C (nominal), T2: – 40 °C to + 35 °C, and T3: – 25 °C to + 45 °C.
Coupling function restricted to the resiliency of couplings. Brake function, including brake equipment.
preventing a fire from occurring, limiting the effects if a fire occurs.
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.
| Reference in this TSI | Reference Commission Decision 2011/275/EU |
|---|---|
| Reference in this TSI | Reference Commission Decision 2011/314/EU |
|---|---|
| Reference in this TSI | |
|---|---|
| |
| |
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, permitted environmental conditions), 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.
general documentation (point 4.5.1), the maintenance design justification file (point 4.5.2), and the maintenance description file (point 4.5.3).
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, specification 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.
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.
preventive maintenance (scheduled and controlled), and corrective maintenance.
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 operational restrictions in degraded mode (limit value reached). List of reference to the European legal obligations to which components or subsystems are subject. Maintenance plan 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). (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.
point 4.2.2.1.1: End coupling, point 4.2.6.1: Fire safety, point 4.2.6.2: Protection against electrical hazards.
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 load of the brake components expressed in terms of speed, axle load, gradient and brake distance 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.
their area of use covering parameters of the subsystem, and the reference to corresponding requirements defined in Section 4.2.
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: 
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.
nominal wheel tread diameter, and maximum vertical static force.
nominal tread diameter, maximum vertical static force, maximum speed and service life, and maximum braking energy.
maximum vertical static force.
| 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 |
| Point | Constituent | Modules | ||||
|---|---|---|---|---|---|---|
| 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 | |||
(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.
| SB | EC-Type Examination |
|---|---|
| SD | EC verification based on quality management system of the production process |
| SF | EC verification based on product verification |
| SH1 | EC verification based on full quality management system plus design examination |
(SB+SD), or (SB+SF), or (SH1).
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.
track geometric quality, and combinations of speed, curvature, cant deficiency.
for axle units: Figures 9 and 10 of Annex B.4, and Figure 18 of Annex H of UIC leaflet 430-1:2012, for bogie units: Figure 18 of Annex H of UIC leaflet 430-1:2012.
(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.
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.
used in a subsystem already approved, and placed in service in at least one Member State before the entry in force of this TSI.
(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.
(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 EC certificates of conformity, EC-type examination certificates and EC-design examination certificates of the following ICs shall remain valid under this TSI until their expiry: Wheelset; Wheel; Axle.
(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 1668 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. (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.
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.
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.
| … 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 |
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.
| System 1 | ≥ 40 | whole | ≥ 60 | ≥ 500 | ||
|---|---|---|---|---|---|---|
| System 2 | 905 ± 20 | ≥ 40 | whole | ≥ 100 | ≥ 500 |
| Portugal | ≥ 65 | ≥ 100 | ≥ 115 | ≥ 500 |
|---|
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.