11-075-0003-3-001-002 EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL

0.1 0.2 0.4 Type ID:

11-075-0003-3-001-002

0.3 Date of record:

2023-03-20

1.1 Type name:

EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL

1.2 Alternative type name:

4.1.1 Number of driving cabs:

2

1.3 Manufacturer

Registration Method:

New Version of a registered Variant

Registered Vehicle Type:

11-075-0003-3-001-001

1.4 Category:

Traction vehicles

1.5 Subcategory:

Locomotive

Platform:

EuroDual

Exceptional Mode:

Extended area of use according to Article 21(13) of Directive (EU) 2016/797

3.1.1 Member state of authorisation:

Austria(AT)

3.1.2.1 Status:

Valid

3.1.2.2 Validity of Authorisation (until):

2026-03-13

3.1.2.3 Coded conditions for use and other restrictions:

1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  250
  1.3 Speed restrictions in Km/h:  100 km/h in AT
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  1
2 Geographical restriction
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
1435mm / AC 15kV-16.7Hz / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  250
  1.3 Speed restrictions in Km/h:  100 km/h in AT
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  1
2 Geographical restriction
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
1435mm / Autonomous / Implementing Regulation (EU) 2020/387 Set_2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  250
  1.3 Speed restrictions in Km/h:  100 km/h in AT
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  1
2 Geographical restriction
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
1435mm / Autonomous / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  250
  1.3 Speed restrictions in Km/h:  100 km/h in AT
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  1
2 Geographical restriction
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1

3.1.2.4 Non-coded conditions for use and other restrictions:

1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
RST
• In accordance with LOC & PAS TSI Clause 4.2.3.6 E25/15/3/1.5 2D9.5 D-A-CH-I BE-NL has been assessed for a minimum curve radius of 150m • In accordance with LOC & PAS TSI Clause 4.1.3 (6), the EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation with a maximum speed of 120 km/h • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has not been assessed for operation in multiple formation • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for compliance with G1 gauge as per EN15273-2 2013. Static reference profile GI2 has been applied for the lower parts • In accordance with LOC & PAS TSI Section 4.2.6.1, EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation in the following environmental conditions: Temperature - EN 50125-1:2014 Clause 4.3 : climatic zone T1. • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed as being fitted with a ‘Train Recording Unit New Generation (TRU NG)’ recording device. The data recorded by the on-board data recorder is documented in the clause by-clause checklist for LOC&PAS TSI (see section 3.2.2 regarding the use of EN62625). • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation with a maximum cant deficiency of 130mm (as defined in EN14363) • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation on the European Union railway system. Specific cases have been considered for Germany, Östereich, Switzerland, Italy, Belgium and the Netherlands • The drawgear loads must not exceed 1350kN when using the screw coupling. See LOC & PAS TSI Section 4.2.2.2.3 • In accordance with LOC & PAS TSI Clause 4.1.3, EURODUAL E25/15/3/1.5 2D9.5 DA-CH-I-BE-NL has been assessed as a: o “Freight locomotive: Unit designed to haul freight wagons” o “Unit that can be operated as a train” • In accordance with LOC & PAS TSI Clause 4.1.4, EURODUAL E25/15/3/1.5 2D9.5 DA-CH-I-BE-NL has been classified as “freight locomotive” for fire safety • In accordance with LOC & PAS TSI Section 4.2.6.1, EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation in the following environmental conditions: - Snow, Ice and hail - EN 50125-1:2014 Clause 4.7 : class S1 • Certain items of locomotive equipment are expected to be protected against contact through restriction of access to skilled and/or instructed persons as defined in EN50153:2002. The train operator must ensure that access to the locomotive is restricted to persons who are ‘skilled and/or instructed’ in regard to electrical hazards and safety • The train operator must implement the following operating conditions (These are derived from analysis of the safety requirements of the LOC & PAS TSI Section 4.2.4.2.2 (2) from the EURODUAL E15/25 D28 GE): - The driver must confirm that there are no indicated faults in brake control equipment (e.g. brake control relays) during daily pre-departure tests. - The driver must confirm that direct pneumatic venting of the brake pipe occurs when the emergency plunger is depressed, and when the indirect brake handle is moved to the emergency brake position. This must be undertaken each operating day in each operating cab. (This can be done by listening to confirm the venting occurs under the cab desk). - The driver must fully apply (i.e. full service or emergency) the indirect service brake (auto air brake) prior to applying the parking brake via the cab push button. Before leaving the loco, the driver must check the parking brake has been applied (using both the indication in the driver cab, and on the outside of the loco). If there is any doubt, then the parking brake is to be applied using the B03.01 valve on the brake rack, and then the parking brake application rechecked by the driver • EN62625 checklist is no longer required since this has been covered by LOC & PAS TSI Clauses 4.2.9.6 (1), (3), (4), (5), (6) & (7) (see Section 6.2.1 for the LOC & PAS TSI Checklist and section 5.3.) • LOC & PAS TSI SA08 Sections 6.2.3.20 (1), (2), (3), (4), (5) & 6.2.3.21 (1), are only valid for Germany, Austria, Switzerland, Netherlands and Belgium (D-A CH-BE-NL). Italy is no longer valid for these clauses due to outstanding test evidence in relation to Pantograph 3, therefore authorisation for Italy is not covered in this NoBo file. • ERA_ERTMS_033281 Sections 3.2.2.4, 3.2.2.5 & 3.2.2.6 have been transferred to the DeBo for assessment against the relevant NNTRs.
RST AUSTRIA:
• The maximum permissible speed for running without ED brake as well as for towing is 40 km/h on steep stretches in Austria. • Since the evidence for the dynamic contact force was only transmitted for 100 km/h, the maximum speed of the vehicle is limited to 100 km/h for vehicle for Austria • On the basis of the proofs submitted exclusively for single traction evidence, the vehicle is restricted to single traction
CCS ICs:
• IC1&2: Radio infill: not implemented • IC1&2: Interfaces G and K are not supported • IC1&2: Train Integrity Function onboard for ERTMS Level 3 not implemented • IC1&2: ERA CR 0595: safety for braking curves: not applicable for this project • IC1&2: Communication session establishment when entering/exiting SL mode • IC1&2: The DMI Deuta 2x8” supports only customisable DMI for LZB/PZB according to subset035-v3.1.0 §13.1.1.3. • IC1&2: The DMI Deuta 2x8” doesn’t support the show and hide of the planning area information according to §8.3.9 of ERA-ERTMS-015560 V3.4.0 (Set #2 of specification) which has been cancelled within V3.6.0 of ERA-ERTMS-015560 V3.6.0 (Set # 3 of specification) • IC1&2: A balise telegram decoding error at Eurobalise protocol level is equivalent to a missed balise • IC1&2: No text message displayed on DMI with Packet 254 on duplicated balise, as defined in subset-026. The goal of this message is simply to warn the driver about a trackside defect with a goal of maintenance so the impact is minor. • IC1&2: STM display is not supported by DMI DEUTA 2x8 • IC4: Functional enhancement by software must not affect the fulfilement of the requirements of [TSI CCS 2020] and thus the result of the EC conformity assessment • IC4: Modification of the software by patches (e. g. failure corrections) must not have an influence to the fulfillment of the requirements of [TSI CCS 2020] and on the result of the conformity assessment and need to be reported to and evaluated by a notify body • IC4: Uncomplete implementation of requirements concerning arbitration due to inconsistencies within the applicable requirements specifications EIRENE SRS 16.0.0) • IC5: Typical operation: ground-train data transmission for use within ERTMS/ETCS equipment on-board of railway vehicles, according to the EURORADIO Standard • IC5: Ground installations: private GSM-R networks operating within the UIC frequency band
RADIO GSM-R MESA 26:
Limits of use: 1-The requirements of [GSM-R SRS], according to the call arbitration table in § 5A.1.1 were realized as far as possible. Full implementation of the requirements is not technically possible according to an evaluation in the validation re port [45], because the arbitration tables of [GSM-R SRS] itself are faulty. The following requirements could therefore not be met: •During an existing connection to the controller, an incoming VGC/VBC with priority 3 shall place the existing connection to status hold and the incoming call shall be connected. • During an existing driver-conference with the controller, an incoming VGC/VBC with priority 3 shall place the existing connection to status hold and the incoming call shall be connected. • During an existing connection to the conductor via GSM, an incoming VGC/VBC with priority 3 shall place the existing connection to status hold and the incoming call shall be connected. • During an existing PtP call with priority 4 via GSM an incoming VGC/VBC with priority 4 shall place the existing connection to status hold and the incoming call shall be connected. Correction is planned for the next revision of the [GSM-R SRS]. The ERA CR 5039 (Change Request) was "approved" by the ERA CCM process and is for the next revision of the [GSM-R SRS] intended for implementation. The change request has already been taken into account for MESA 26. For the table § 5A.1.1 see the notes in the following table row. See below, at the end of this chapter, the extract out of the MO and MT-tables, the entries marked with C (1) and PC (2). 2-The requirements of [GSM-R SRS] § 5A.1.1 are not completely fulfilled: This affects incoming calls during an ongoing call (MT). Subsequently the behavior of the MESA 26 is described. The short descriptor PC (2) corresponds to the entries of the table in the Compliance Call Arbitration Matrix. An extract out of the table is attached at the end of this chapter. • MT-table PC (2): During an ongoing PA call (not via radio link), an incoming VGC or VBC with pri ority 4 is passed forward to the cabin loudspeaker, instead of just signaling the incoming call. • MT- table PC (2): During an ongoing Intercom call (not via radio link), an incoming VGC or VBC with priority 4 is passed forward to the cabin loudspeaker, instead of just signaling the incoming call. PC (2) is a standardization of behavior: coming VGC and VBC P3 and P4 calls are directed to the loudspeaker. There is no distinction between P3 and P4, because this would be difficult to understand for the user of the system. Rating: The deviations are systematic, they follow a concept and are comprehensibly to the user. They represent product-specific solutions, that compensates contradictions of the [GSM-R SRS]. The primary rules for displacement in order to push high priority calls for example emergency calls are not affected by the deviations. The deviations are documented as a product characteristic in the List of Compliance to EIRENE SRS [17].
CCS:
• It is forbidden to drive in level STM SCMT, STM TBL1+ and level STM ATB • In Alstom implementation, no brake application occurs in case a balise signal level is detected, but no telegram can be decoded (which can be interpreted as a deviation to Subset-026 §3.16.2.5.1 point b). This implementation avoids the spurious brake application in case of noise coming from the trackside, which could erroneously be detected as a balise signal. The behaviour of the system in case no telegram can be decoded is identical to the case of a missed balise • Baseline 1.2.10 uses the generic EVC from IC1 (ERTMS/ETCS on-board) version TRB 6.10.2 • T&C procedure planned to perform test to demonstrate that ETCS on-board subsystem can read an infill loop. However the test case was not specified and thus the test was not be done during T&C. Procedure has to be updated for project using Euroloop functionality • the cybersecurity is not treated in this project as the IC1&2 version 6.10.2 has been assessed on the EN50129:2003.
NSA AT (BMK) condition for use:
Bevor der erst Inbetriebnahme muss mit dem zukünftigen Betreiber ein Betriebskonzept abgestimmt werdDer Halter / das EVU hat eine Betriebs- und Instandhaltungs dokumentation vorzuhalten, die es ihm ermöglicht, unter Berücksichtigung der den Nachweisen zugrundeliegenden Belastungen, der jeweiligen Betriebsbedingungen, der Wechselwirkung zwischen Fahrzeug und Fahrweg und der konkret benutzten Infrastruktur jederzeit den sicheren Betrieb für das in der Genehmigung aufgeführte Eisenbahnfahrzeug und die Einhaltung seiner Pflichten zu gewährleisten. Durch geeignete Instandhaltungsmaßnahmen ist die Betriebssicherheit der Radsätze über die gesamte Nutzungszeit zu gewährleisten (u.a. hinsichtlich der Pressverbindung Rad/Welle). Dabei müssen unter anderem die im Instandhaltungsprogramm für die Radsätze zu definierenden zerstörungsfreien Prüfungen, die den Nachweisen zugrundeliegenden Belastungen berücksichtigen und die Identifizierung einer Materialschädigung rechtzeitig vor einem Bauteilversagen sicherstellen. Vor Verwendung der Funkfernsteuerung ist für die Verwendung der Funkfernsteuerfrequenz 442.775 MHz eine Mitbenützungsbewilligung zu beantragen Beschränkung aus der EG-Erklärung über die Konformität von Interoperabilitätskomponenten Nr. DE/00000000511591/2019/000101 von Funkwerk vom 04.09.2019: Unvollständige Umsetzung der Anforderungen. Hierfür müssen ggf. betriebliche Maßnahmen gesetzt warden Auf Grund der Abweichungen des fahrzeugseitigen ETCS gegenüber der TSI ZZS darf das Fahrzeug aktuell nur auf ETCS-Strecken mit SV 1.X eingesetzt werden. Die Kompatibilität mit zukünftigen SV ist im Anlassfall durch das EVU mit dem IB und dem zuständigen Ministerium zu klären. Die dafür notwendigen Dokumente sind dem Betreiber rechtzeitig zur Verfügung zu stellen. Eine Neuzulassung ist ggf. erforderlich. Die Lokomotive Stadler EuroDual (Variante Eurodual E25/15/3/1.5 2D9.5) darf mit einer maximalen Geschwindigkeit von 100km/h betrieben werden. Die zulässige Höchstgeschwindigkeit für Eigenfahrten ohne ED Bremse sowie für Schleppfahrten beträgt auf Steilstrecken in Österreich 40 km/h. Die Lokomotive darf nur in Einzelaktion eingesetzt werden. Die Lokomotive darf keine Bögen mit einem Bogenradius kleiner als 250m befahren.
Required corrective actions from assessment done by ERA and NSAs with time limitation following Regulation 2018/545 Article 46 6):
After checking and assessing, it is requested to align the on-board behavior for the exit from Sleeping mode with the TSI CCS SUBSET-026 v3.4.0 §4.4.6.1.10 b) within a period of 3 years after this type authorisation delivery date. The AT DeBo report should be updated within 3 months after this type authorisation delivery date, to be in line with the content of the OSS issue V-20220930-005-061 (compatibility with the track based on ÖBB requirements and NSA AT NNTR).
1435mm / AC 15kV-16.7Hz / PZB 90
Same than those applicable for 1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
1435mm / Autonomous / Implementing Regulation (EU) 2020/387 Set_2
Same than those applicable for 1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
1435mm / Autonomous / PZB 90
Same than those applicable for 1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2

3.1.3.1 Αuthorisation

3.1.2.2 Validity of Authorisation (until):

2026-03-13

3.1.2.3 Coded conditions for use and other restrictions:

1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  250
  1.3 Speed restrictions in Km/h:  100 km/h in AT
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  1
2 Geographical restriction
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
1435mm / AC 15kV-16.7Hz / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  250
  1.3 Speed restrictions in Km/h:  100 km/h in AT
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  1
2 Geographical restriction
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
1435mm / Autonomous / Implementing Regulation (EU) 2020/387 Set_2
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  250
  1.3 Speed restrictions in Km/h:  100 km/h in AT
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  1
2 Geographical restriction
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1
1435mm / Autonomous / PZB 90
1 Technical restriction related to construction
  1.1 Minimum curve radius in meters:  250
  1.3 Speed restrictions in Km/h:  100 km/h in AT
  1.4 Use in multiple operation (maximum number of trainsets authorised to be coupled together to operate as a single train):  1
2 Geographical restriction
  2.2 Wheelset gauge:  2.2.4 Gauge 1435
  2.4 ERTMS on board:  2.4.1 ETCS
  2.4 ERTMS on board:  2.4.2 GSM-R voice
  2.4 ERTMS on board:  2.4.3 GSM-R for ETCS
  2.5 B System on board
    2.5.1 Class B signalling system:  2.5.156 PZB 90
3 Environmental restrictions
  3.1 Climatic zone:  3.1.1 T1

3.1.2.4 Non-coded conditions for use and other restrictions:

1435mm / AC 15kV-16.7Hz / PZB 90
Same than those applicable for 1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
1435mm / Autonomous / Implementing Regulation (EU) 2020/387 Set_2
Same than those applicable for 1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
1435mm / Autonomous / PZB 90
Same than those applicable for 1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
RST
• In accordance with LOC & PAS TSI Clause 4.2.3.6 E25/15/3/1.5 2D9.5 D-A-CH-I BE-NL has been assessed for a minimum curve radius of 150m • In accordance with LOC & PAS TSI Clause 4.1.3 (6), the EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation with a maximum speed of 120 km/h • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has not been assessed for operation in multiple formation • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for compliance with G1 gauge as per EN15273-2 2013. Static reference profile GI2 has been applied for the lower parts • In accordance with LOC & PAS TSI Section 4.2.6.1, EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation in the following environmental conditions: Temperature - EN 50125-1:2014 Clause 4.3 : climatic zone T1. • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed as being fitted with a ‘Train Recording Unit New Generation (TRU NG)’ recording device. The data recorded by the on-board data recorder is documented in the clause by-clause checklist for LOC&PAS TSI (see section 3.2.2 regarding the use of EN62625). • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation with a maximum cant deficiency of 130mm (as defined in EN14363) • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation on the European Union railway system. Specific cases have been considered for Germany, Östereich, Switzerland, Italy, Belgium and the Netherlands • The drawgear loads must not exceed 1350kN when using the screw coupling. See LOC & PAS TSI Section 4.2.2.2.3 • In accordance with LOC & PAS TSI Clause 4.1.3, EURODUAL E25/15/3/1.5 2D9.5 DA-CH-I-BE-NL has been assessed as a: o “Freight locomotive: Unit designed to haul freight wagons” o “Unit that can be operated as a train” • In accordance with LOC & PAS TSI Clause 4.1.4, EURODUAL E25/15/3/1.5 2D9.5 DA-CH-I-BE-NL has been classified as “freight locomotive” for fire safety • In accordance with LOC & PAS TSI Section 4.2.6.1, EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation in the following environmental conditions: - Snow, Ice and hail - EN 50125-1:2014 Clause 4.7 : class S1 • Certain items of locomotive equipment are expected to be protected against contact through restriction of access to skilled and/or instructed persons as defined in EN50153:2002. The train operator must ensure that access to the locomotive is restricted to persons who are ‘skilled and/or instructed’ in regard to electrical hazards and safety • The train operator must implement the following operating conditions (These are derived from analysis of the safety requirements of the LOC & PAS TSI Section 4.2.4.2.2 (2) from the EURODUAL E15/25 D28 GE): - The driver must confirm that there are no indicated faults in brake control equipment (e.g. brake control relays) during daily pre-departure tests. - The driver must confirm that direct pneumatic venting of the brake pipe occurs when the emergency plunger is depressed, and when the indirect brake handle is moved to the emergency brake position. This must be undertaken each operating day in each operating cab. (This can be done by listening to confirm the venting occurs under the cab desk). - The driver must fully apply (i.e. full service or emergency) the indirect service brake (auto air brake) prior to applying the parking brake via the cab push button. Before leaving the loco, the driver must check the parking brake has been applied (using both the indication in the driver cab, and on the outside of the loco). If there is any doubt, then the parking brake is to be applied using the B03.01 valve on the brake rack, and then the parking brake application rechecked by the driver • EN62625 checklist is no longer required since this has been covered by LOC & PAS TSI Clauses 4.2.9.6 (1), (3), (4), (5), (6) & (7) (see Section 6.2.1 for the LOC & PAS TSI Checklist and section 5.3.) • LOC & PAS TSI SA08 Sections 6.2.3.20 (1), (2), (3), (4), (5) & 6.2.3.21 (1), are only valid for Germany, Austria, Switzerland, Netherlands and Belgium (D-A CH-BE-NL). Italy is no longer valid for these clauses due to outstanding test evidence in relation to Pantograph 3, therefore authorisation for Italy is not covered in this NoBo file. • ERA_ERTMS_033281 Sections 3.2.2.4, 3.2.2.5 & 3.2.2.6 have been transferred to the DeBo for assessment against the relevant NNTRs.
RST AUSTRIA:
• The maximum permissible speed for running without ED brake as well as for towing is 40 km/h on steep stretches in Austria. • Since the evidence for the dynamic contact force was only transmitted for 100 km/h, the maximum speed of the vehicle is limited to 100 km/h for vehicle for Austria • On the basis of the proofs submitted exclusively for single traction evidence, the vehicle is restricted to single traction
CCS ICs:
• IC1&2: Radio infill: not implemented • IC1&2: Interfaces G and K are not supported • IC1&2: Train Integrity Function onboard for ERTMS Level 3 not implemented • IC1&2: ERA CR 0595: safety for braking curves: not applicable for this project • IC1&2: Communication session establishment when entering/exiting SL mode • IC1&2: The DMI Deuta 2x8” supports only customisable DMI for LZB/PZB according to subset035-v3.1.0 §13.1.1.3. • IC1&2: The DMI Deuta 2x8” doesn’t support the show and hide of the planning area information according to §8.3.9 of ERA-ERTMS-015560 V3.4.0 (Set #2 of specification) which has been cancelled within V3.6.0 of ERA-ERTMS-015560 V3.6.0 (Set # 3 of specification) • IC1&2: A balise telegram decoding error at Eurobalise protocol level is equivalent to a missed balise • IC1&2: No text message displayed on DMI with Packet 254 on duplicated balise, as defined in subset-026. The goal of this message is simply to warn the driver about a trackside defect with a goal of maintenance so the impact is minor. • IC1&2: STM display is not supported by DMI DEUTA 2x8 • IC4: Functional enhancement by software must not affect the fulfilement of the requirements of [TSI CCS 2020] and thus the result of the EC conformity assessment • IC4: Modification of the software by patches (e. g. failure corrections) must not have an influence to the fulfillment of the requirements of [TSI CCS 2020] and on the result of the conformity assessment and need to be reported to and evaluated by a notify body • IC4: Uncomplete implementation of requirements concerning arbitration due to inconsistencies within the applicable requirements specifications EIRENE SRS 16.0.0) • IC5: Typical operation: ground-train data transmission for use within ERTMS/ETCS equipment on-board of railway vehicles, according to the EURORADIO Standard • IC5: Ground installations: private GSM-R networks operating within the UIC frequency band
RADIO GSM-R MESA 26:
Limits of use: 1-The requirements of [GSM-R SRS], according to the call arbitration table in § 5A.1.1 were realized as far as possible. Full implementation of the requirements is not technically possible according to an evaluation in the validation re port [45], because the arbitration tables of [GSM-R SRS] itself are faulty. The following requirements could therefore not be met: •During an existing connection to the controller, an incoming VGC/VBC with priority 3 shall place the existing connection to status hold and the incoming call shall be connected. • During an existing driver-conference with the controller, an incoming VGC/VBC with priority 3 shall place the existing connection to status hold and the incoming call shall be connected. • During an existing connection to the conductor via GSM, an incoming VGC/VBC with priority 3 shall place the existing connection to status hold and the incoming call shall be connected. • During an existing PtP call with priority 4 via GSM an incoming VGC/VBC with priority 4 shall place the existing connection to status hold and the incoming call shall be connected. Correction is planned for the next revision of the [GSM-R SRS]. The ERA CR 5039 (Change Request) was "approved" by the ERA CCM process and is for the next revision of the [GSM-R SRS] intended for implementation. The change request has already been taken into account for MESA 26. For the table § 5A.1.1 see the notes in the following table row. See below, at the end of this chapter, the extract out of the MO and MT-tables, the entries marked with C (1) and PC (2). 2-The requirements of [GSM-R SRS] § 5A.1.1 are not completely fulfilled: This affects incoming calls during an ongoing call (MT). Subsequently the behavior of the MESA 26 is described. The short descriptor PC (2) corresponds to the entries of the table in the Compliance Call Arbitration Matrix. An extract out of the table is attached at the end of this chapter. • MT-table PC (2): During an ongoing PA call (not via radio link), an incoming VGC or VBC with pri ority 4 is passed forward to the cabin loudspeaker, instead of just signaling the incoming call. • MT- table PC (2): During an ongoing Intercom call (not via radio link), an incoming VGC or VBC with priority 4 is passed forward to the cabin loudspeaker, instead of just signaling the incoming call. PC (2) is a standardization of behavior: coming VGC and VBC P3 and P4 calls are directed to the loudspeaker. There is no distinction between P3 and P4, because this would be difficult to understand for the user of the system. Rating: The deviations are systematic, they follow a concept and are comprehensibly to the user. They represent product-specific solutions, that compensates contradictions of the [GSM-R SRS]. The primary rules for displacement in order to push high priority calls for example emergency calls are not affected by the deviations. The deviations are documented as a product characteristic in the List of Compliance to EIRENE SRS [17].
CCS:
• It is forbidden to drive in level STM SCMT, STM TBL1+ and level STM ATB • In Alstom implementation, no brake application occurs in case a balise signal level is detected, but no telegram can be decoded (which can be interpreted as a deviation to Subset-026 §3.16.2.5.1 point b). This implementation avoids the spurious brake application in case of noise coming from the trackside, which could erroneously be detected as a balise signal. The behaviour of the system in case no telegram can be decoded is identical to the case of a missed balise • Baseline 1.2.10 uses the generic EVC from IC1 (ERTMS/ETCS on-board) version TRB 6.10.2 • T&C procedure planned to perform test to demonstrate that ETCS on-board subsystem can read an infill loop. However the test case was not specified and thus the test was not be done during T&C. Procedure has to be updated for project using Euroloop functionality • the cybersecurity is not treated in this project as the IC1&2 version 6.10.2 has been assessed on the EN50129:2003.
NSA AT (BMK) condition for use:
Bevor der erst Inbetriebnahme muss mit dem zukünftigen Betreiber ein Betriebskonzept abgestimmt werden und diese durch einen AsBo mit Kenntnissen der nationalen Gegebenheiten bewertet werden. Der Halter / das EVU hat eine Betriebs- und Instandhaltungs dokumentation vorzuhalten, die es ihm ermöglicht, unter Berücksichtigung der den Nachweisen zugrundeliegenden Belastungen, der jeweiligen Betriebsbedingungen, der Wechselwirkung zwischen Fahrzeug und Fahrweg und der konkret benutzten Infrastruktur jederzeit den sicheren Betrieb für das in der Genehmigung aufgeführte Eisenbahnfahrzeug und die Einhaltung seiner Pflichten zu gewährleisten. Durch geeignete Instandhaltungsmaßnahmen ist die Betriebssicherheit der Radsätze über die gesamte Nutzungszeit zu gewährleisten (u.a. hinsichtlich der Pressverbindung Rad/Welle). Dabei müssen unter anderem die im Instandhaltungsprogramm für die Radsätze zu definierenden zerstörungsfreien Prüfungen, die den Nachweisen zugrundeliegenden Belastungen berücksichtigen und die Identifizierung einer Materialschädigung rechtzeitig vor einem Bauteilversagen sicherstellen. Vor Verwendung der Funkfernsteuerung ist für die Verwendung der Funkfernsteuerfrequenz 442.775 MHz eine Mitbenützungsbewilligung zu beantragen Beschränkung aus der EG-Erklärung über die Konformität von Interoperabilitätskomponenten Nr. DE/00000000511591/2019/000101 von Funkwerk vom 04.09.2019: Unvollständige Umsetzung der Anforderungen. Hierfür müssen ggf. betriebliche Maßnahmen gesetzt warden Auf Grund der Abweichungen des fahrzeugseitigen ETCS gegenüber der TSI ZZS darf das Fahrzeug aktuell nur auf ETCS-Strecken mit SV 1.X eingesetzt werden. Die Kompatibilität mit zukünftigen SV ist im Anlassfall durch das EVU mit dem IB und dem zuständigen Ministerium zu klären. Die dafür notwendigen Dokumente sind dem Betreiber rechtzeitig zur Verfügung zu stellen. Eine Neuzulassung ist ggf. erforderlich. Die Lokomotive Stadler EuroDual (Variante Eurodual E25/15/3/1.5 2D9.5) darf mit einer maximalen Geschwindigkeit von 100km/h betrieben werden. Die zulässige Höchstgeschwindigkeit für Eigenfahrten ohne ED Bremse sowie für Schleppfahrten beträgt auf Steilstrecken in Österreich 40 km/h. Die Lokomotive darf nur in Einzelaktion eingesetzt werden. Die Lokomotive darf keine Bögen mit einem Bogenradius kleiner als 250m befahren.
Required corrective actions from assessment done by ERA and NSAs with time limitation following Regulation 2018/545 Article 46 6):
After checking and assessing, it is requested to align the on-board behavior for the exit from Sleeping mode with the TSI CCS SUBSET-026 v3.4.0 §4.4.6.1.10 b) within a period of 3 years after this type authorisation delivery date. The AT DeBo report should be updated within 3 months after this type authorisation delivery date, to be in line with the content of the OSS issue V-20220930-005-061 (compatibility with the track based on ÖBB requirements and NSA AT NNTR).

3.1.3.1.1 Date of the original authorisation:

2023-03-13

3.1.3.1.2 Authorisation holder

3.1.3.1.3 Authorisation document reference:

x

This parameter contains the European Identification Number (EIN) of the issued vehicle type authorisation. Therefore, this parameter should only contain an EIN with no other text. For example: ES8020190005

EU8020230038

3.1.3.1.4 Certificate of verification : Reference of type examination or design examination type:

RST: 2836/6/SD/2022/RST/EN/0211/V02
CCS: 2593/6/SH1/2021/CCO/EN/9646-0511/V01

3.1.3.1.5 Parameters for which conformity to applicable national rules has been assessed:

1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
3.3 Bogies / running gear
3.3.1 Bogies
3.3.2 Wheelset (complete)
3.3.3 Wheel
3.3.4 Wheel/rail interaction influencing systems
3.3.5 Sanding system
3.3.6 Bearings on the wheelset
3.3.7 Axle shaft
3.3.8 Axle bearing condition monitoring
8.4 Electromagnetic Compatibility ("EMC")
8.4.1 EMC within the vehicle
8.4.2 EMC between the vehicle and the railway system
8.4.2.1 Maximum currents
8.4.2.1.1 Rail return current
8.4.2.1.2 Heating cable interference current
8.4.2.1.3 Interference current under the vehicle
8.4.2.1.4 Harmonic characteristics and related overvoltages on the overhead contact line
8.4.2.1.5 Effects of DC content in AC supply
8.4.2.2 Maximum electro-magnetic fields/Induced voltages
8.4.2.2.1 Electro-magnetic fields/Induced voltages in the track/under the vehicle
8.4.2.2.2 Electro-magnetic fields/Induced voltages outside the track
8.4.2.3 Vehicle entrance impedance
8.4.2.4 Psophometric current
8.4.2.5 Transverse voltage limits for compatibility voice/data circuits
8.4.3 EMC between the vehicle and the environment
8.4.3.1 Maximum electro-magnetic fields
8.4.3.2 Induced interference current/voltage
8.4.3.3 Psophometric current
8.5 Protection against electrical hazards
8.6 Diesel and other thermal traction system requirements
12.1 On-board radio system
12.1.1 Non-GSM-R radio system
12.1.2 GSM-R compliant radio system
12.1.2.1 Use of hand portables as cab mobile radio
12.1.2.2 Other GSM-R requirements
12.2 On-board signalling
12.2.1 National on-board signalling systems
12.2.2 STM requirements
12.2.3 Transitions
12.2.4 Compatibility of rolling stock with CCS Trackside
12.2.4.1 Minimum axle distance
12.2.4.2 Minimum wheel diameter
12.2.4.3 Metal and inductive components-free space between wheels
12.2.4.4 Metal mass of a vehicle
12.2.4.5 Compatibility with fixed installations of CCS
12.2.5 ETCS cab signalling system
12.2.5.1 Level crossing functionality
12.2.5.2 Braking safety margins
12.2.5.3 Reliability - availability requirements
12.2.5.4 Safety requirements
12.2.5.5 Ergonomic aspects of DMI
12.2.5.6 Interface with service brake
12.2.5.7 Other ETCS requirements (related to existing not interoperable networks)
12.2.5.8 Specification of condition of use where ETCS on-board does not implement all functions, interfaces and performances
1435mm / AC 15kV-16.7Hz / PZB 90
3.3 Bogies / running gear
3.3.1 Bogies
3.3.2 Wheelset (complete)
3.3.3 Wheel
3.3.4 Wheel/rail interaction influencing systems
3.3.5 Sanding system
3.3.6 Bearings on the wheelset
3.3.7 Axle shaft
3.3.8 Axle bearing condition monitoring
8.4 Electromagnetic Compatibility ("EMC")
8.4.1 EMC within the vehicle
8.4.2 EMC between the vehicle and the railway system
8.4.2.1 Maximum currents
8.4.2.1.1 Rail return current
8.4.2.1.2 Heating cable interference current
8.4.2.1.3 Interference current under the vehicle
8.4.2.1.4 Harmonic characteristics and related overvoltages on the overhead contact line
8.4.2.1.5 Effects of DC content in AC supply
8.4.2.2 Maximum electro-magnetic fields/Induced voltages
8.4.2.2.1 Electro-magnetic fields/Induced voltages in the track/under the vehicle
8.4.2.2.2 Electro-magnetic fields/Induced voltages outside the track
8.4.2.3 Vehicle entrance impedance
8.4.2.4 Psophometric current
8.4.2.5 Transverse voltage limits for compatibility voice/data circuits
8.4.3 EMC between the vehicle and the environment
8.4.3.1 Maximum electro-magnetic fields
8.4.3.2 Induced interference current/voltage
8.4.3.3 Psophometric current
8.5 Protection against electrical hazards
8.6 Diesel and other thermal traction system requirements
12.1 On-board radio system
12.1.1 Non-GSM-R radio system
12.1.2 GSM-R compliant radio system
12.1.2.1 Use of hand portables as cab mobile radio
12.1.2.2 Other GSM-R requirements
12.2 On-board signalling
12.2.1 National on-board signalling systems
12.2.2 STM requirements
12.2.3 Transitions
12.2.4 Compatibility of rolling stock with CCS Trackside
12.2.4.1 Minimum axle distance
12.2.4.2 Minimum wheel diameter
12.2.4.3 Metal and inductive components-free space between wheels
12.2.4.4 Metal mass of a vehicle
12.2.4.5 Compatibility with fixed installations of CCS
12.2.5 ETCS cab signalling system
12.2.5.1 Level crossing functionality
12.2.5.2 Braking safety margins
12.2.5.3 Reliability - availability requirements
12.2.5.4 Safety requirements
12.2.5.5 Ergonomic aspects of DMI
12.2.5.6 Interface with service brake
12.2.5.7 Other ETCS requirements (related to existing not interoperable networks)
12.2.5.8 Specification of condition of use where ETCS on-board does not implement all functions, interfaces and performances
1435mm / Autonomous / Implementing Regulation (EU) 2020/387 Set_2
3.3 Bogies / running gear
3.3.1 Bogies
3.3.2 Wheelset (complete)
3.3.3 Wheel
3.3.4 Wheel/rail interaction influencing systems
3.3.5 Sanding system
3.3.6 Bearings on the wheelset
3.3.7 Axle shaft
3.3.8 Axle bearing condition monitoring
8.4 Electromagnetic Compatibility ("EMC")
8.4.1 EMC within the vehicle
8.4.2 EMC between the vehicle and the railway system
8.4.2.1 Maximum currents
8.4.2.1.1 Rail return current
8.4.2.1.2 Heating cable interference current
8.4.2.1.3 Interference current under the vehicle
8.4.2.1.4 Harmonic characteristics and related overvoltages on the overhead contact line
8.4.2.1.5 Effects of DC content in AC supply
8.4.2.2 Maximum electro-magnetic fields/Induced voltages
8.4.2.2.1 Electro-magnetic fields/Induced voltages in the track/under the vehicle
8.4.2.2.2 Electro-magnetic fields/Induced voltages outside the track
8.4.2.3 Vehicle entrance impedance
8.4.2.4 Psophometric current
8.4.2.5 Transverse voltage limits for compatibility voice/data circuits
8.4.3 EMC between the vehicle and the environment
8.4.3.1 Maximum electro-magnetic fields
8.4.3.2 Induced interference current/voltage
8.4.3.3 Psophometric current
8.5 Protection against electrical hazards
8.6 Diesel and other thermal traction system requirements
12.1 On-board radio system
12.1.1 Non-GSM-R radio system
12.1.2 GSM-R compliant radio system
12.1.2.1 Use of hand portables as cab mobile radio
12.1.2.2 Other GSM-R requirements
12.2 On-board signalling
12.2.1 National on-board signalling systems
12.2.2 STM requirements
12.2.3 Transitions
12.2.4 Compatibility of rolling stock with CCS Trackside
12.2.4.1 Minimum axle distance
12.2.4.2 Minimum wheel diameter
12.2.4.3 Metal and inductive components-free space between wheels
12.2.4.4 Metal mass of a vehicle
12.2.4.5 Compatibility with fixed installations of CCS
12.2.5 ETCS cab signalling system
12.2.5.1 Level crossing functionality
12.2.5.2 Braking safety margins
12.2.5.3 Reliability - availability requirements
12.2.5.4 Safety requirements
12.2.5.5 Ergonomic aspects of DMI
12.2.5.6 Interface with service brake
12.2.5.7 Other ETCS requirements (related to existing not interoperable networks)
12.2.5.8 Specification of condition of use where ETCS on-board does not implement all functions, interfaces and performances
1435mm / Autonomous / PZB 90
3.3 Bogies / running gear
3.3.1 Bogies
3.3.2 Wheelset (complete)
3.3.3 Wheel
3.3.4 Wheel/rail interaction influencing systems
3.3.5 Sanding system
3.3.6 Bearings on the wheelset
3.3.7 Axle shaft
3.3.8 Axle bearing condition monitoring
8.4 Electromagnetic Compatibility ("EMC")
8.4.1 EMC within the vehicle
8.4.2 EMC between the vehicle and the railway system
8.4.2.1 Maximum currents
8.4.2.1.1 Rail return current
8.4.2.1.2 Heating cable interference current
8.4.2.1.3 Interference current under the vehicle
8.4.2.1.4 Harmonic characteristics and related overvoltages on the overhead contact line
8.4.2.1.5 Effects of DC content in AC supply
8.4.2.2 Maximum electro-magnetic fields/Induced voltages
8.4.2.2.1 Electro-magnetic fields/Induced voltages in the track/under the vehicle
8.4.2.2.2 Electro-magnetic fields/Induced voltages outside the track
8.4.2.3 Vehicle entrance impedance
8.4.2.4 Psophometric current
8.4.2.5 Transverse voltage limits for compatibility voice/data circuits
8.4.3 EMC between the vehicle and the environment
8.4.3.1 Maximum electro-magnetic fields
8.4.3.2 Induced interference current/voltage
8.4.3.3 Psophometric current
8.5 Protection against electrical hazards
8.6 Diesel and other thermal traction system requirements
12.1 On-board radio system
12.1.1 Non-GSM-R radio system
12.1.2 GSM-R compliant radio system
12.1.2.1 Use of hand portables as cab mobile radio
12.1.2.2 Other GSM-R requirements
12.2 On-board signalling
12.2.1 National on-board signalling systems
12.2.2 STM requirements
12.2.3 Transitions
12.2.4 Compatibility of rolling stock with CCS Trackside
12.2.4.1 Minimum axle distance
12.2.4.2 Minimum wheel diameter
12.2.4.3 Metal and inductive components-free space between wheels
12.2.4.4 Metal mass of a vehicle
12.2.4.5 Compatibility with fixed installations of CCS
12.2.5 ETCS cab signalling system
12.2.5.1 Level crossing functionality
12.2.5.2 Braking safety margins
12.2.5.3 Reliability - availability requirements
12.2.5.4 Safety requirements
12.2.5.5 Ergonomic aspects of DMI
12.2.5.6 Interface with service brake
12.2.5.7 Other ETCS requirements (related to existing not interoperable networks)
12.2.5.8 Specification of condition of use where ETCS on-board does not implement all functions, interfaces and performances

3.1.3.1.6 Comments:

This locomotive is also authorised in DE under type variant 11-075-0003-3-001-001.

3.1.3.1.7 Reference to the written declaration by the proposer referred to in Article 3(11) of Regulation (EU) 402/2013:

BB19307000337_C0_Declaration on CSM_EN_DE_signed

3.1.3.2.2 Date of the last modification:

2023-03-30

3.1.2.4 Non-coded conditions for use and other restrictions:

1435mm / AC 15kV-16.7Hz / Implementing Regulation (EU) 2020/387 Set_2
RST
• In accordance with LOC & PAS TSI Clause 4.2.3.6 E25/15/3/1.5 2D9.5 D-A-CH-I BE-NL has been assessed for a minimum curve radius of 150m • In accordance with LOC & PAS TSI Clause 4.1.3 (6), the EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation with a maximum speed of 120 km/h • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has not been assessed for operation in multiple formation • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for compliance with G1 gauge as per EN15273-2 2013. Static reference profile GI2 has been applied for the lower parts • In accordance with LOC & PAS TSI Section 4.2.6.1, EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation in the following environmental conditions: Temperature - EN 50125-1:2014 Clause 4.3 : climatic zone T1. • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed as being fitted with a ‘Train Recording Unit New Generation (TRU NG)’ recording device. The data recorded by the on-board data recorder is documented in the clause by-clause checklist for LOC&PAS TSI (see section 3.2.2 regarding the use of EN62625). • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation with a maximum cant deficiency of 130mm (as defined in EN14363) • EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation on the European Union railway system. Specific cases have been considered for Germany, Östereich, Switzerland, Italy, Belgium and the Netherlands • The drawgear loads must not exceed 1350kN when using the screw coupling. See LOC & PAS TSI Section 4.2.2.2.3 • In accordance with LOC & PAS TSI Clause 4.1.3, EURODUAL E25/15/3/1.5 2D9.5 DA-CH-I-BE-NL has been assessed as a: o “Freight locomotive: Unit designed to haul freight wagons” o “Unit that can be operated as a train” • In accordance with LOC & PAS TSI Clause 4.1.4, EURODUAL E25/15/3/1.5 2D9.5 DA-CH-I-BE-NL has been classified as “freight locomotive” for fire safety • In accordance with LOC & PAS TSI Section 4.2.6.1, EURODUAL E25/15/3/1.5 2D9.5 D-A-CH-I-BE-NL has been assessed for operation in the following environmental conditions: - Snow, Ice and hail - EN 50125-1:2014 Clause 4.7 : class S1 • Certain items of locomotive equipment are expected to be protected against contact through restriction of access to skilled and/or instructed persons as defined in EN50153:2002. The train operator must ensure that access to the locomotive is restricted to persons who are ‘skilled and/or instructed’ in regard to electrical hazards and safety • The train operator must implement the following operating conditions (These are derived from analysis of the safety requirements of the LOC & PAS TSI Section 4.2.4.2.2 (2) from the EURODUAL E15/25 D28 GE): - The driver must confirm that there are no indicated faults in brake control equipment (e.g. brake control relays) during daily pre-departure tests. - The driver must confirm that direct pneumatic venting of the brake pipe occurs when the emergency plunger is depressed, and when the indirect brake handle is moved to the emergency brake position. This must be undertaken each operating day in each operating cab. (This can be done by listening to confirm the venting occurs under the cab desk). - The driver must fully apply (i.e. full service or emergency) the indirect service brake (auto air brake) prior to applying the parking brake via the cab push button. Before leaving the loco, the driver must check the parking brake has been applied (using both the indication in the driver cab, and on the outside of the loco). If there is any doubt, then the parking brake is to be applied using the B03.01 valve on the brake rack, and then the parking brake application rechecked by the driver • EN62625 checklist is no longer required since this has been covered by LOC & PAS TSI Clauses 4.2.9.6 (1), (3), (4), (5), (6) & (7) (see Section 6.2.1 for the LOC & PAS TSI Checklist and section 5.3.) • LOC & PAS TSI SA08 Sections 6.2.3.20 (1), (2), (3), (4), (5) & 6.2.3.21 (1), are only valid for Germany, Austria, Switzerland, Netherlands and Belgium (D-A CH-BE-NL). Italy is no longer valid for these clauses due to outstanding test evidence in relation to Pantograph 3, therefore authorisation for Italy is not covered in this NoBo file. • ERA_ERTMS_033281 Sections 3.2.2.4, 3.2.2.5 & 3.2.2.6 have been transferred to the DeBo for assessment against the relevant NNTRs.
RST AUSTRIA:
• The maximum permissible speed for running without ED brake as well as for towing is 40 km/h on steep stretches in Austria. • Since the evidence for the dynamic contact force was only transmitted for 100 km/h, the maximum speed of the vehicle is limited to 100 km/h for vehicle for Austria • On the basis of the proofs submitted exclusively for single traction evidence, the vehicle is restricted to single traction
CCS ICs:
• IC1&2: Radio infill: not implemented • IC1&2: Interfaces G and K are not supported • IC1&2: Train Integrity Function onboard for ERTMS Level 3 not implemented • IC1&2: ERA CR 0595: safety for braking curves: not applicable for this project • IC1&2: Communication session establishment when entering/exiting SL mode • IC1&2: The DMI Deuta 2x8” supports only customisable DMI for LZB/PZB according to subset035-v3.1.0 §13.1.1.3. • IC1&2: The DMI Deuta 2x8” doesn’t support the show and hide of the planning area information according to §8.3.9 of ERA-ERTMS-015560 V3.4.0 (Set #2 of specification) which has been cancelled within V3.6.0 of ERA-ERTMS-015560 V3.6.0 (Set # 3 of specification) • IC1&2: A balise telegram decoding error at Eurobalise protocol level is equivalent to a missed balise • IC1&2: No text message displayed on DMI with Packet 254 on duplicated balise, as defined in subset-026. The goal of this message is simply to warn the driver about a trackside defect with a goal of maintenance so the impact is minor. • IC1&2: STM display is not supported by DMI DEUTA 2x8 • IC4: Functional enhancement by software must not affect the fulfilement of the requirements of [TSI CCS 2020] and thus the result of the EC conformity assessment • IC4: Modification of the software by patches (e. g. failure corrections) must not have an influence to the fulfillment of the requirements of [TSI CCS 2020] and on the result of the conformity assessment and need to be reported to and evaluated by a notify body • IC4: Uncomplete implementation of requirements concerning arbitration due to inconsistencies within the applicable requirements specifications EIRENE SRS 16.0.0) • IC5: Typical operation: ground-train data transmission for use within ERTMS/ETCS equipment on-board of railway vehicles, according to the EURORADIO Standard • IC5: Ground installations: private GSM-R networks operating within the UIC frequency band
RADIO GSM-R MESA 26:
Limits of use: 1-The requirements of [GSM-R SRS], according to the call arbitration table in § 5A.1.1 were realized as far as possible. Full implementation of the requirements is not technically possible according to an evaluation in the validation re port [45], because the arbitration tables of [GSM-R SRS] itself are faulty. The following requirements could therefore not be met: •During an existing connection to the controller, an incoming VGC/VBC with priority 3 shall place the existing connection to status hold and the incoming call shall be connected. • During an existing driver-conference with the controller, an incoming VGC/VBC with priority 3 shall place the existing connection to status hold and the incoming call shall be connected. • During an existing connection to the conductor via GSM, an incoming VGC/VBC with priority 3 shall place the existing connection to status hold and the incoming call shall be connected. • During an existing PtP call with priority 4 via GSM an incoming VGC/VBC with priority 4 shall place the existing connection to status hold and the incoming call shall be connected. Correction is planned for the next revision of the [GSM-R SRS]. The ERA CR 5039 (Change Request) was "approved" by the ERA CCM process and is for the next revision of the [GSM-R SRS] intended for implementation. The change request has already been taken into account for MESA 26. For the table § 5A.1.1 see the notes in the following table row. See below, at the end of this chapter, the extract out of the MO and MT-tables, the entries marked with C (1) and PC (2). 2-The requirements of [GSM-R SRS] § 5A.1.1 are not completely fulfilled: This affects incoming calls during an ongoing call (MT). Subsequently the behavior of the MESA 26 is described. The short descriptor PC (2) corresponds to the entries of the table in the Compliance Call Arbitration Matrix. An extract out of the table is attached at the end of this chapter. • MT-table PC (2): During an ongoing PA call (not via radio link), an incoming VGC or VBC with pri ority 4 is passed forward to the cabin loudspeaker, instead of just signaling the incoming call. • MT- table PC (2): During an ongoing Intercom call (not via radio link), an incoming VGC or VBC with priority 4 is passed forward to the cabin loudspeaker, instead of just signaling the incoming call. PC (2) is a standardization of behavior: coming VGC and VBC P3 and P4 calls are directed to the loudspeaker. There is no distinction between P3 and P4, because this would be difficult to understand for the user of the system. Rating: The deviations are systematic, they follow a concept and are comprehensibly to the user. They represent product-specific solutions, that compensates contradictions of the [GSM-R SRS]. The primary rules for displacement in order to push high priority calls for example emergency calls are not affected by the deviations. The deviations are documented as a product characteristic in the List of Compliance to EIRENE SRS [17].
CCS:
• It is forbidden to drive in level STM SCMT, STM TBL1+ and level STM ATB • In Alstom implementation, no brake application occurs in case a balise signal level is detected, but no telegram can be decoded (which can be interpreted as a deviation to Subset-026 §3.16.2.5.1 point b). This implementation avoids the spurious brake application in case of noise coming from the trackside, which could erroneously be detected as a balise signal. The behaviour of the system in case no telegram can be decoded is identical to the case of a missed balise • Baseline 1.2.10 uses the generic EVC from IC1 (ERTMS/ETCS on-board) version TRB 6.10.2 • T&C procedure planned to perform test to demonstrate that ETCS on-board subsystem can read an infill loop. However the test case was not specified and thus the test was not be done during T&C. Procedure has to be updated for project using Euroloop functionality • the cybersecurity is not treated in this project as the IC1&2 version 6.10.2 has been assessed on the EN50129:2003.
NSA AT (BMK) condition for use:
Bevor der erst Inbetriebnahme muss mit dem zukünftigen Betreiber ein Betriebskonzept abgestimmt werdDer Halter / das EVU hat eine Betriebs- und Instandhaltungs dokumentation vorzuhalten, die es ihm ermöglicht, unter Berücksichtigung der den Nachweisen zugrundeliegenden Belastungen, der jeweiligen Betriebsbedingungen, der Wechselwirkung zwischen Fahrzeug und Fahrweg und der konkret benutzten Infrastruktur jederzeit den sicheren Betrieb für das in der Genehmigung aufgeführte Eisenbahnfahrzeug und die Einhaltung seiner Pflichten zu gewährleisten. Durch geeignete Instandhaltungsmaßnahmen ist die Betriebssicherheit der Radsätze über die gesamte Nutzungszeit zu gewährleisten (u.a. hinsichtlich der Pressverbindung Rad/Welle). Dabei müssen unter anderem die im Instandhaltungsprogramm für die Radsätze zu definierenden zerstörungsfreien Prüfungen, die den Nachweisen zugrundeliegenden Belastungen berücksichtigen und die Identifizierung einer Materialschädigung rechtzeitig vor einem Bauteilversagen sicherstellen. Vor Verwendung der Funkfernsteuerung ist für die Verwendung der Funkfernsteuerfrequenz 442.775 MHz eine Mitbenützungsbewilligung zu beantragen Beschränkung aus der EG-Erklärung über die Konformität von Interoperabilitätskomponenten Nr. DE/00000000511591/2019/000101 von Funkwerk vom 04.09.2019: Unvollständige Umsetzung der Anforderungen. Hierfür müssen ggf. betriebliche Maßnahmen gesetzt warden Auf Grund der Abweichungen des fahrzeugseitigen ETCS gegenüber der TSI ZZS darf das Fahrzeug aktuell nur auf ETCS-Strecken mit SV 1.X eingesetzt werden. Die Kompatibilität mit zukünftigen SV ist im Anlassfall durch das EVU mit dem IB und dem zuständigen Ministerium zu klären. Die dafür notwendigen Dokumente sind dem Betreiber rechtzeitig zur Verfügung zu stellen. Eine Neuzulassung ist ggf. erforderlich. Die Lokomotive Stadler EuroDual (Variante Eurodual E25/15/3/1.5 2D9.5) darf mit einer maximalen Geschwindigkeit von 100km/h betrieben werden. Die zulässige Höchstgeschwindigkeit für Eigenfahrten ohne ED Bremse sowie für Schleppfahrten beträgt auf Steilstrecken in Österreich 40 km/h. Die Lokomotive darf nur in Einzelaktion eingesetzt werden. Die Lokomotive darf keine Bögen mit einem Bogenradius kleiner als 250m befahren.
Required corrective actions from assessment done by ERA and NSAs with time limitation following Regulation 2018/545 Article 46 6):
After checking and assessing, it is requested to align the on-board behavior for the exit from Sleeping mode with the TSI CCS SUBSET-026 v3.4.0 §4.4.6.1.10 b) within a period of 3 years after this type authorisation delivery date. The AT DeBo report should be updated within 3 months after this type authorisation delivery date, to be in line with the content of the OSS issue V-20220930-005-061 (compatibility with the track based on ÖBB requirements and NSA AT NNTR).

3.1.3.3.2 Date of the last modification:

2023-04-20

3.1.3.3.5 Certificate of verification : Reference of type examination or design examination type:

RST: 2836/1/SB/2023/RST/EN/0208/V02
CCS: 2593/2/SH1/2021/CCO/EN/9646-0512/V01

3.1.3.4.2 Date of the last modification:

2023-05-10

3.1.3.4.5 Certificate of verification : Reference of type examination or design examination type:

RST: 2836/1/SB/2023/RST/EN/0208/V02
CCS: 2593/2/SH1/2023/CCO/EN/9646-0522/V01