{
  "url": "https://openlegislation.uk/eu-decision-2002-735/annex/division-4/division-4.1/division-4.1.7",
  "json_url": "https://openlegislation.uk/eu-decision-2002-735/annex/division-4/division-4.1/division-4.1.7.json",
  "legislation": "eudn/2002/735",
  "legislation_title": "Commission Decision of 30 May 2002 concerning the technical specification for interoperability relating to the rolling stock subsystem of the trans-European high-speed rail system referred to in Article 6(1) of Directive 96/48/EC (notified under document number C(2002) 1952) (Text with EEA relevance) (2002/735/EC)",
  "legislation_url": "https://openlegislation.uk/eu-decision-2002-735",
  "path": "annex/division/4/division/4.1/division/4.1.7",
  "kind": "division",
  "number": "4.1.7",
  "heading": "Mechanical boundary characteristics for rolling stock (BP15)",
  "text": "The static and dynamic strength of vehicle bodies shall ensure the safety required for passengers and train crew. In particular, it should cope in the event of a collision with objects from outside of the rail system, such as heavy lorries or rock falls.\nThe construction standards used for this purpose shall ensure what is called passive safety. They do not compensate for a possible lack of active safety in the railway network but shall complement personal safety in unforeseen events that are beyond the control of the railway system.\nThe mechanical boundary limits defined for rolling stock to ensure that this requirement is met are defined below:\n(a) static resistance of vehicle structures, and\n(b) passive safety (crashworthiness).\n(a) Static resistance of vehicle bodyshells\n(a1) Vertical static resistance:\nThe bodyshell of each vehicle shall be able to withstand, without permanent deformation, the vertical static proof loads Fz in the following configurations:\njacking of the complete body of the vehicle in running order (VRO), without the running gear, by its four jacking points,\nlifting of one end of the body, VRO,\nexceptional vertical load:\nthe greater of the two values of Fz = 1,3 (m1 + (m21 or m22)) × g (N) where\nm1 weight of the car body, VRO, with tanks assumed to be half full,\nm21 number of seats (excluding tip-ups) × 2 × 80 kg,\nm22 number of seats (excluding tip-ups) × 80 kg + area of corridors and vestibules (m2) × 4 × 80 kg.\n(a2) Longitudinal static resistance:\nThe bodyshell of each vehicle shall be able to withstand a static longitudinal, compressive loading, at the level of the coupler attachments, of at least 1 500 kN without residual deformation.\nNote:\nIf this value is lower than the longitudinal resistance specified by the passive safety criteria, then the passive safety criteria value shall be applied.\n(b) Passive safety (crashworthiness)\nSee Annex A for a detailed explanation of these characteristics.\nIn the event of a frontal impact, the mechanical structure of vehicles shall:\nresist over-riding,\nlimit deceleration,\nprotect the areas occupied by passengers and the driver as far as possible,\nabsorb the energy collision.\nThree collision scenarios are proposed; corresponding respectively to:\na front end impact between two trainsets,\na front end impact with a vehicle fitted with side buffers,\nan impact with a lorry on a level crossing.\nMain specifications to be met:\nlimited deformation to the driver and passenger areas from a static resistance with the ability to withstand a mean crush load of 1 500 kN,\ndissipation of 6 MJ of crash energy of which at least 4,5 MJ shall be in the front part of the first vehicle,\nall the vehicles in the trainset shall have a consistent level of crashworthiness\na maximum average deceleration in passenger and drivers cab areas to 5 g,\nthe vehicle ends shall be fitted with devices preventing over-riding.\nThe problems, principles, scenarios as well as the specifications to be met for crashworthiness are described in more detail in Annex A.\nAssessment shall be made during the design phase and the integration of components and subassemblies; it shall include the assessment of material properties by crash tests on mock-ups or prototypes. Crush tests can be used as an alternative to assess conformity if the results can be accurately correlated with those of crash tests. Validation of technical solutions related to the present paragraph shall be made according to EN 12663 standard.\nTrains must withstand the mechanical loads due to pressure variations in tunnels.",
  "extent": "E+W+S+N.I.",
  "status": null,
  "version": "current",
  "annotations": [],
  "outstanding_effects": [],
  "provenance": {
    "source": "legislation.gov.uk",
    "source_url": "https://www.legislation.gov.uk/eudn/2002/735/annex/division/4/division/4.1/division/4.1.7",
    "retrieved_at": "2026-11-01T15:18:29.829862+00:00"
  },
  "licence": "Open Government Licence v3.0",
  "licence_url": "https://www.nationalarchives.gov.uk/doc/open-government-licence/version/3/",
  "attribution": "Contains public sector information licensed under the Open Government Licence v3.0. Source: legislation.gov.uk, The National Archives."
}