OTM TASK FORCE

OTM TASK FORCEDraft final report

Markus HofmannOTM Task Force Chairman

EFRTC General MeetingPrague, 22nd June 2012

EFRTC-UNIFE OTM Task Force, General Meeting, Prague, 22nd June 2012

1. Authorisation/Certification versus Homologation

2. Proposed Strategy

3. Categorisation of OTMs

4. Critical Items

5. Next steps

CONTENT


Task Force objectives• To reduce costs of the authorisation• To shorten the time for placing into the

service• To facilitate cross-acceptance

CH

NL D

I

ANL

F I

D

CH

From today: “national homologation”

To future;“European authorisation”

TSI and notified national requirements (A)notified national requirements (B/C)

National process TSI process

Process homologation AuthorisationCertification

Body (1st step)

National Safety Authorities(NSA) Notified Bodies (NoBo)

Body (2nd step) - National Safety

Authorities (NSA)

Assessment evidence of safety certification of properties

Possibilitiesevidence of same safety level

as existing solution or solution according a standard

-

Homologation - Authorisation



TSIs are of same legislative level as directives = essential requirements.No deviation permissible !

EU Directives & TSIs


Current situation• Two fundamentally different trends:

A) Either the European position will become stronger in the long term view (TSI will become mandatory for OTM in the future)B) or OTMs remain on the long-term view in the field of national approval processes

• There are players which act with pressure for both strategies

• OTM Task Force strategy in line with the objectives i.e. European harmonisation as much as possible but respecting justified national specific conditions


Proposed Strategy (1)• OTM has to be a separate category in TSI RST

which shall be divided in two sub groups:• OTM-1: OTM category without any Open Point

in TSI RST• OTM-2: OTM category with some Open Points

to be handled nationally by NNTR (notified national technical rules)

• All essential requirements for transport mode covered by TSI RST (requirements in TSI RST shall base on EN 14033-x)

• EN 14033-x shall be a harmonised standard (not cited in TSI to ensure, that it is handled as standard and not as law)


Proposed Strategy (2)• For vehicles of category OTM-1: mutual recognition of

one authorisation for placing machine into service into all member states (article 23 of Interoperability Directive)

• For vehicles of category OTM-2: authorisation shall only be performed for open points (national parameters) – the same to be applied for x-acceptance procedures

• For working mode, OTMs can not be covered by TSI RST - assessment against machinery directive and EN 14033-x as harmonised standard

• Geographical scope of TSI RST to be extended to the whole network (with some exceptions)


Proposed Strategy (3)• TSI RST are still voluntary for OTMs – no problem

for the near future but applicant has a choice between TSI or national authorisation

• Actions needed to follow the proposed strategy:− Prepare EN 14033-x in a way that it covers the essential

requirements of the TSI RST− Ensure, that EN 14033-x are harmonised standards for

the TSI RST as well as the Machinery Directive (without any direct citation in the TSI respectively the Directive)

− Ensure, that for OTM-1 the mutual recognition is granted− Ensure, that for OTM-2 the national approval is based on

harmonised standards with TSI and multi-national approvals are performed only for specific national requirements (open points) agreed for cross acceptance procedures


OTM definition/scope in TSI • Mobile railway infrastructure construction and maintenance

equipment or on-track machines (OTM) are vehicles specially designed for construction and maintenance of the track and infrastructure

• OTMs are used in different modes: working mode, transport mode as self-propelling vehicle and/or as a hauled vehicle.

• OTM are only classified as a separate OTM category in TSI. They shall not fall into any other category or unit of rolling stock as it stands in current version of TSI

• No road/rail-vehicles according EN 15746-x• No gauge-changing vehicles• Infrastructure inspection vehicles and Switch transportation

wagon are included in the category OTM with some specific conditions


Category OTM-1All requirements of category OTM conform to TSI• maximum speed in any mode not higher than 150 km/h• no electrical power supply (electrical traction system is

however possible)• Buffers, draw-gear and screw coupling systems for manual

coupling at both ends of he OTM• within the gauge G1 according to UIC 505-1• no distance between 2 axles higher than 17.5m• no distance between 2 axles lower than ai [mm] = vmax

[km/h] x 7.2• no distance between end of vehicle (buffer) and first axle

higher than 4.2m• minimum distance between first and last axle of an unit is 3m


Category OTM-1 (continued)• minimum wheel radius 450mm• minimum axle load 5t at axles with no block brake• minimum axle load 3.5t at axles with block brake• no composite brake blocks• compatible to trackside hot box monitoring systems

according EN 15437- 1:2009• wheel profiles S1002 or GV 1/40 with spacing of active

faces between 1420 and 1426 mm• maximum wheel/rail adhesion of 0.13 for the service brake

and 0.12 for the parking brake• not operated by radio control system from ground (only

from driver's cab)


Category OTM – 2

• Category OTM – 2 fulfils requirements of OTM but not all essential requirements for OTM – 1 as specified by TSI

• For this category there are some open points – specific national requirements to be met

• The authorisation of OTM-2 categories shall only be performed against specific national requirements subject to an agreement on the mutual recognition of authorisations by MS against agreed essential requirements of OTM (EN 14 033 standard harmonised under Interoperability Directive)

• The list of the specific national requirements shall be a part of harmonized EN 14 033


Major critical itemsOTM are not classified in current TSI as a special category and they can fall under an other category and/or unit of rolling stock. This may impose the additional requirements on OTM authorisation which are either excessive or not at all relevant to OTMBesides all current open points in TSI such as e.g. specification of events to be recorded, fire protection in tunnels, etc. The most critical items for OTM are:

• Clear definition of the scope of the dynamic running test• Scope of the specifications for braking systems and tests

in TSI and EN 14 033-1• Composite brake blocks – noise issues• Signalling systems and ETCS requirements• Structural requirements for bogie frames and wheels• Event recording devices


Next steps• To discuss the comments received and to circulate the final

version of the report to EFRTC and UNIFE members/experts concerned

• To start the dialog with NSA of major countries at the national level (e.g. German contractors and manufacturers have already met EBA and received its support for proposed approach to ERA)

• The same approach to be initiated in France, UK, Italy, etc• To pursue informal contacts with ERA (the informal technical

meeting with ERRA will be held at UNIFE on 05.07.12)• If the proposed strategy is agreed with ERA then to translate

the outcome of the report into the ERA request format for the modification of TSI Loc & Pas in the current revision process

• To assure that EN 14 033-1 will be a harmonised standard to TSI Loc & Pas – coordination of actions with CEN WG 5

OTM TASK FORCEThank you

for your attention ! ! !

Markus Hofmann,OTM Task Force Chairman

OTM TASK FORCE

Documents

Transcript of OTM TASK FORCE