02014R1303 — MT — 16.06.2019 — 002.001

Dan it-test hu maħsub purament bħala għodda ta’ dokumentazzjoni u m’għandu l-ebda effett legali. L-istituzzjonijiet tal-Unjoni m'għandhom l-ebda responsabbiltà għall-kontenut tiegħu. Il-verżjonijiet awtentiċi tal-atti rilevanti, inklużi l-preamboli tagħhom, huma dawk ippubblikati fil-Ġurnal Uffiċjali tal-Unjoni Ewropea u disponibbli f’EUR-Lex. Dawk it-testi uffiċjali huma aċċessibbli direttament permezz tal-links inkorporati f’dan id-dokument

►B REGOLAMENT TAL-KUMMISSJONI (UE) Nru 1303/2014 tat-18 ta' Novembru 2014 dwar l-ispeċifikazzjoni teknika għall-interoperabbiltà relatata mas-“sikurezza fil-mini ferrovjarji” tas-sistema ferrovjarja tal-Unjoni Ewropea (Test b'rilevanza għaż-ŻEE) (ĠU L 356 12.12.2014, p. 394)

Emendat bi:









▼B

REGOLAMENT TAL-KUMMISSJONI (UE) Nru 1303/2014

tat-18 ta' Novembru 2014

dwar l-ispeċifikazzjoni teknika għall-interoperabbiltà relatata mas-“sikurezza fil-mini ferrovjarji” tas-sistema ferrovjarja tal-Unjoni Ewropea

(Test b'rilevanza għaż-ŻEE)







Artikolu 1

L-ispeċifikazzjoni teknika għall-interoperabbiltà (TSI) relatata “mas-sikurezza fil-mini ferrovjarji” tas-sistema ferrovjarja kollha tal-Unjoni Ewropea, kif stipulata fl-Anness, hija b'dan adottata.

Artikolu 2

It-TSI għandha tapplika għall-kmand u kontroll, għas-sinjalazzjoni, għall-infrastruttura, għall-enerġija, għall-operat, kif ukoll għas-subsistemi tal-vetturi ferrovjarji kif deskritt fl- ►M2 Anness II tad-Direttiva (UE) 2016/797 tal-Parlament Ewropew u tal-Kunsill ( 1 ) ◄ .

It-TSI għandha tapplika għal dawk is-subsistemi skont it-Taqsima 7 tal-Anness.

Artikolu 3

Il-kamp ta' applikazzjoni tekniku u ġeografiku ta' dan ir-Regolament huwa stipulat fit-Taqsimiet 1.1 u 1.2 tal-Anness.

Artikolu 4

▼M2

1. Fir-rigward tal-każijiet speċifiċi mniżżla fit-Taqsima 7.3 tal-Anness, il-kundizzjonijiet li għandhom jiġu ssodisfati għall-verifika tar-rekwiżiti essenzjali stipulati fl-Anness III tad-Direttiva (UE) 2016/797 għandhom ikunu dawk stabbiliti fit-Taqsima 7.3 tal-Anness jew mir-regoli nazzjonali fis-seħħ fl-Istati Membru li jawtorizza t-tqegħid fis-servizz tas-subsistemi fissi jew li huwa parti miż-żona tal-użu tal-vetturi koperti minn dan ir-Regolament.

▼B

2. Fi żmien sitt xhur mid-dħul fis-seħħ ta' dan ir-Regolament, kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni:

(a) ir-regoli nazzjonali msemmija fil-paragrafu 1;

(b) il-proċeduri għall-valutazzjoni tal-konformità u għall-verifika li għandhom jitwettqu għall-applikazzjoni tar-regoli nazzjonali msemmija fil-paragrafu 1;

▼M2

(c) il-korpi maħtura biex iwettqu l-proċeduri għall-valutazzjoni tal-konformità u għall-verifika tar-regoli nazzjonali relatati mal-każijiet speċifiċi stipulati fil-punt 7.3 tal-Anness.

▼B

Artikolu 5

1. L-Istati Membri għandhom jinnotifikaw lill-Kummissjoni dwar it-tipi ta' ftehim li ġejjin, fi żmien sitt xhur mid-dħul fis-seħħ ta' dan ir-Regolament:

(a) ftehimiet nazzjonali bejn l-Istati Membri u impriżi ferrovjarji jew amministraturi tal-infrastruttura, maqbula fuq bażi permanenti jew temporanja u meħtieġa minħabba n-natura speċifika ħafna jew lokali tas-servizz ferrovjarju maħsub;

(b) ftehimiet bilaterali jew multilaterali bejn impriżi ferrovjarji, amministraturi tal-infrastruttura jew awtoritajiet tas-sikurezza li jrendu livelli sinifikanti ta' interoperabbiltà lokali jew reġjonali;

(c) ftehimiet internazzjonali bejn wieħed jew aktar mill-Istati Membri u talanqas pajjiż terz wieħed, jew bejn impriżi ferrovjarji jew amministraturi tal-infrastruttura tal-Istati Membri u talanqas impriża ferrovjarja waħda jew amministratur tal-infrastruttura wieħed ta' pajjiż terz, li jrendu livelli sinifikanti ta' interoperabbiltà lokali jew reġjonali.

2. Il-ftehimiet li jkun diġà ġew innotifikati skont id-Deċiżjonijiet tal-Kummissjoni 2006/920/KE ( 2 ), 2008/231/KE ( 3 ), 2011/314/UE ( 4 ) jew 2012/757/UE ( 5 ) ma għandhomx jerġgħu jiġu notifikati.

3. L-Istati Membri għandhom jinnotifikaw minnufih lill-Kummissjoni dwar kull ftehim li jsir, u dwar kull modifika li ssir għall-ftehimiet eżistenti u diġà nnotifikati.

Artikolu 6

Skont l-Artikolu 9(3) tad-Direttiva 2008/57/KE, fi żmien sena mid-dħul fis-seħħ ta' dan ir-Regolament, kull Stat Membru għandu jikkomunika lill-Kummissjoni lista ta' proġetti li jkunu qed jiġu implimentati fit-territorju tiegħu u li jkunu fi stadju ta' żvilupp avvanzat.

▼M1 —————

▼B

Artikolu 8

1. Sabiex inkomplu nlaħħqu mal-progress teknoloġiku, jistgħu jkunu meħtieġa soluzzjonijiet innovattivi li ma jikkonformawx mal-ispeċifikazzjonijiet stipulati fl-Anness u/jew li għalihom ma jistgħux jiġu applikati l-metodi ta' valutazzjoni stipulati fl-Anness. F'dak il-każ, jistgħu jiġu żviluppati speċifikazzjonijiet ġodda u/jew metodi ta' valutazzjoni ġodda marbutin ma' dawk is-soluzzjonijiet innovattivi, skont id-dispożizzjonijiet tal-paragrafi minn 2 sa 5.

2. Is-soluzzjonijiet innovattivi jistgħu jkun marbutin mas-subsistemi msemmija fl-Artikolu 2, mal-partijiet tagħhom u mal-elementi tagħhom ta' interoperabbiltà.

3. Jekk tiġi proposta soluzzjoni innovattiva, il-manifattur jew ir-rappreżentant awtorizzat tiegħu, stabbilit fl-Unjoni, għandu jiddikjara kif is-soluzzjoni hija differenti mid-dispożizzjonijiet tat-TSIs relevanti, jew kif tikkomplementahom, u għandu jressaq dawk id-devjazzjonijiet lill-Kummissjoni għall-analiżi. Il-Kummissjoni tista' titlob l-opinjoni tal-Aġenzija dwar is-soluzzjoni innovattiva proposta.

4. Il-Kummissjoni għandha toħroġ opinjoni dwar is-soluzzjoni innovattiva proposta. Jekk l-opinjoni tkun pożittiva, l-ispeċifikazzjonijiet xierqa operattivi u tal-interfaċċa, u l-metodu ta' valutazzjoni, li għandhom jiġu inklużi fit-TSIs rilevanti biex jippermettu l-użu ta' din is-soluzzjoni innovattiva, għandhom jiġu żviluppati, u wara għandhom jiġu integrati fit-TSIs rilevanti matul il-proċess ta' rieżami skont l- ►M2 Artikolu 5 tad-Direttiva (UE) 2016/797 ◄ . Jekk l-opinjoni tkun negattiva, is-soluzzjoni innovattiva proposta ma tistax tiġi applikata.

5. Fl-istennija tar-rieżami tat-TSIs rilevanti, opinjoni pożittiva maħruġa mill-Kummissjoni għandha titqies bħala mezz aċċettabbli ta' konformità mar-rekwiżiti essenzjali tad- ►M2 Direttiva (UE) 2016/797 ◄ , u tista' tintuża għall-valutazzjoni tas-subsistema.

Artikolu 9

Id-Deċiżjoni 2008/163/KE hija b'dan mħassra mill-1 ta' Jannar 2015.

Madankollu, tibqa' tapplika għal:

(a) subsistemi awtorizzati skont dik id-Deċiżjoni;

(b) proġetti għal subsistemi ġodda, imġedda jew aġġornati li, fi żmien il-pubblikazzjoni ta' dan ir-Regolament, jinsabu fi stadju avvanzat ta' żvilupp, jew huma soġġetti għal kuntratt għaddej.

Artikolu 10

Dan ir-Regolament għandu jidħol fis-seħħ fl-għoxrin jum wara l-pubblikazzjoni tiegħu f'Il-Ġurnal Uffiċjali tal-Unjoni Ewropea.

Japplika mill-1 ta' Jannar 2015.

Dan ir-Regolament għandu jorbot fl-intier tiegħu u japplika direttament fl-Istati Membri kollha.









ANNESS

1. Introduction 1.1. Technical scope 1.1.1. Scope related to tunnels 1.1.2. Scope related to rolling stock 1.1.3. Scope related to operational aspects 1.1.4. Kamp ta' applikazzjoni tar-riskju 1.2. Geographical scope 2. Definition of aspect/scope 2.1. General 2.2. The risk scenarios 2.2.1. “Hot” incidents: Fire, explosion followed by fire, emission of toxic smoke or gases. 2.2.2. “Cold” incidents: collision, derailment 2.2.3. Prolonged stop 2.2.4. Exclusions 2.3. The role of emergency response services 2.4. Definitions 3. Rekwiżiti essenzjali 3.1. Subsistemi tal-infrastruttura u l-enerġija 3.2. Subsistema ta' vetturi ferrovjarji 4. Characterisation of the subsystem 4.1. Introduction 4.2. Functional and technical specifications of the subsystems 4.2.1. Subsystem Infrastructure 4.2.2. Subsystem Energy 4.2.3. Subsystem rolling stock 4.3. Functional and technical specifications of the interfaces 4.3.1. Interfaces with the Control-Command-Signalling subsystem 4.3.2. Interfaces with the Traffic Management and Operation subsystem 4.4. Operating rules 4.4.1. Emergency rule 4.4.2. Il-pjan ta' emerġenza tal-mina 4.4.3. Exercises 4.4.4. Proċeduri ta' Tifi u Ertjar 4.4.5. Provision of on-train safety and emergency information to passengers 4.4.6. Operational rules related to trains running in tunnels 4.5. Maintenance rules 4.5.1. Infrastructure 4.5.2. Maintenance of rolling stock 4.6. Professional qualifications 4.6.1. Tunnel specific competence of the train crew and other staff 4.7. Health and safety conditions 4.7.1. Self-rescue device 5. Interoperability constituents 6. Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem 6.1. Interoperability constituents 6.2. Subsystems 6.2.1. EC verification (general) 6.2.2. Procedures for EC verification of a subsystem (modules) 6.2.3. Existing solutions 6.2.4. Innovative solutions 6.2.5. Assessment of maintenance 6.2.6. Valutazzjoni tal-konformità mar-rekwiżiti tas-Sikurezza li japplikaw għas-subsistemi tal-Infrastruttura u l-Enerġija 6.2.7. Additional requirements for assessment of specifications concerning the IM 6.2.8. Additional requirements for assessment of specifications concerning the RU 7. Implementation 7.1. Application of this TSI to new subsystems 7.1.1. General 7.1.2. New rolling stock 7.1.3. New Infrastructure 7.2. Application of this TSI to subsystems already in service 7.2.1. Upgrade or renewal of rolling stock 7.2.2. Miżuri ta' mmodernizzar u tiġdid għall-mini 7.2.3. Operation subsystem 7.2.4. Operation of new rolling stock in existing tunnels 7.3. Specific cases 7.3.1. Ġenerali 7.3.2. Regoli operazzjonali relatati mal-operat tal-ferroviji fil-mini (klawżola 4.4.6) Appendix A: Standards or Normative Documents Referred to in this TSI Appendix B: Assessment of the Subsystems

1. INTRODUCTION

1.1. Technical scope

(a) This TSI concerns the following subsystems as defined in ►M2 Direttiva (UE) 2016/797 ◄ : control-command and signalling (“CCS”), infrastructure (“INF”), energy (“ENE”), operation (“OPE”), and rolling stock (locomotives and passenger units “LOC&PAS”).

(b) The purpose of this TSI is to define a coherent set of tunnel specific measures for the infrastructure, energy, rolling stock, control-command and signalling and operation subsystems, thus delivering an optimal level of safety in tunnels in the most cost-efficient way.

(c) It shall permit free movement of vehicles which are in compliance with this TSI to run under harmonised safety conditions in railway tunnels.

(d) Only measures, designed to reduce specific tunnel risks, are prescribed in the present TSI. Risks related to pure railway operation, such as derailment and collision with other trains, are addressed by general railway safety measures.

(e) The existing safety level shall not be reduced in a country as stipulated in Directive 2004/49/EC Art 4.1. Member States can retain more stringent requirements, as long as these requirements do not prevent the operation of TSI compliant trains.

(f) Member States can prescribe new and more stringent requirements for specific tunnels in accordance with Directive 2004/49/EC Art 8; such requirements shall be notified to the Commission before they are introduced. Such higher requirements must be based on a risk analysis and must be justified by a particular risk situation. They shall be the result of a consultation of the Infrastructure Manager and of the relevant authorities for emergency response, and they shall be subject to a cost-benefit assessment.

1.1.1. Scope related to tunnels

(a) This TSI applies to new, renewed and upgraded tunnels which are located on the ►M2 netwerk tas-sistema ferrovjarja tal-Unjoni ◄ , and which are in accordance with the definition in clause 2.4 of this TSI.

(b) Stations that are in tunnels shall be in conformity with the national rules on fire safety. When they are used as safe areas, they shall comply only with the specifications for clauses 4.2.1.5.1, 4.2.1.5.2 and 4.2.1.5.3 of this TSI. When they are used as ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ , they shall comply only with the specifications of clauses 4.2.1.7 (c) and 4.2.1.7 (e) of this TSI.

1.1.2. Scope related to rolling stock

(a) This TSI applies to rolling stock which is in the scope of the LOC&PAS TSI.

(b) Rolling stock categorised “A” or “B” according to the previous SRT TSI (Decision 2008/163/EC) shall retain its category in this TSI as defined in clause 4.2.3.

1.1.3. Scope related to operational aspects

This TSI applies to the operation of all units of rolling stock which are running in tunnels described in clause 1.1.1.

1.1.3.1. Operation of freight trains

When each vehicle of a freight train or dangerous goods train as defined in clause 2.4 complies with the structural TSIs which apply to it (LOC&PAS, SRT, NOI, CCS, WAG) and when the dangerous goods wagon(s) comply with Annex II of Directive 2008/68/EC, the freight train or dangerous goods train operated according to the requirements of the OPE TSI shall be allowed to circulate in all tunnels of the ►M2 netwerk tal-ferroviji tal-Unjoni ◄ system.

▼M2

1.1.4. Kamp ta' applikazzjoni tar-riskju

1.1.4.1. Riskji koperti minn din it-TSI

(a) Din it-TSI tkopri biss ir-riskji speċifiċi għas-sikurezza tal-passiġġieri u l-persunal abbord fil-mini għas-subsistemi ta' hawn fuq.

(b) Fejn analiżi tar-riskju tikkonkludi li inċidenti ta' mini oħra jistgħu jkunu ta' rilevanza, għandhom jiġu ddefiniti miżuri speċifiċi biex jiġu indirizzati dawn ix-xenarji.

1.1.4.2. Riskji mhux koperti minn din it-TSI

(a) Ir-riskji mhux koperti minn din it-TSI huma dawn li ġejjin:

(1) Is-saħħa u s-sikurezza tal-persunal involut fil-manutenzjoni tal-installazzjonijiet fissi fil-mini.

(2) It-telf finanzjarju minħabba ħsara għall-istrutturi u għall-ferroviji, u konsegwentement it-telf li jirriżulta minn nuqqas ta' disponibbiltà tal-mina għat-tiswijiet.

(3) Id-dħul mingħajr permess fil-mina permezz tal-portali tal-mina.

(4) It-terroriżmu, bħala att intenzjonat u premeditat li jkun imfassal biex joħloq distruzzjoni bla rażan, korriment u telf ta' ħajja.

(5) Ir-riskji għall-persuni fil-viċinat ta' mina fejn il-kollass tal-istruttura jista' jkollu konsegwenzi katastrofiċi.

1.2. Ambitu ġeografiku

Il-kamp ta' applikazzjoni ġeografiku ta'din it-TSI huwa n-netwerk tas-sistema ferrovjarja tal-Unjoni kif deskritt fl-Anness I tad-Direttiva (UE) 2016/797 bl-esklużjoni tal-każijiet imsemmija fl-Artikoli 1(3) u 1(4) tad-Direttiva (UE) 2016/797.

▼B

2. DEFINITION OF ASPECT/SCOPE

2.1. General

(a) The line of defence for the promotion of safety in tunnels comprises four successive layers: Prevention, mitigation, evacuation and rescue.

(b) The largest contribution is in the area of prevention followed by mitigation and so on.

(c) The layers of safety combine to produce a low level of residual risk.

(d) A major feature of railways is their inherent ability to prevent accidents through the traffic running on a guide-way and generally being controlled and regulated using a signalling system.

2.2. The risk scenarios

(a) This TSI provides measures which could prevent or mitigate the difficulty of evacuation or rescue operations following a tunnel-specific railway incident.

(b) Relevant measures have been identified, which will control or significantly reduce the risks arising from the tunnel-specific incident scenarios identified above.

(c) They have been developed, in the categories prevention/mitigation/evacuation/rescue; however they do not appear under these headings in this TSI but under the headings of the concerned subsystems.

(d) The measures prescribed can be considered as a response to the following three types of incident.

2.2.1. “Hot” incidents: Fire, explosion followed by fire, emission of toxic smoke or gases.

(a) The main danger is fire. Fire is understood as a combination of heat, flames and smoke.

(b) The fire starts on a train.

The fire is detected, either by on-board fire detectors, or by persons on-board. The driver is notified of a problem, either that there is a fire by an automatic notification or that there is a problem in general by passengers using the passenger alarm.

The driver is instructed to act appropriately depending on the local circumstances.

Ventilation is shut down to prevent smoke distribution. For rolling stock of category B, the passengers in the affected area will move to a non-affected area of the train where they are protected from fire and fumes

Whenever possible the train leaves the tunnel. Passengers are evacuated, directed by the train crew, or by self-rescue, to a safe area in the open air.

If appropriate, the train may stop at a ►M2 punt tal-evakwazzjoni u tas-salvataġġ ◄ inside the tunnel. Passengers are evacuated, directed by the train crew, or by self-rescue, to a safe area.

If a fire extinguishing system can extinguish the fire, the incident will become a “cold” incident.

(c) The fire starts in the tunnel.

If fire starts in a tunnel or in a technical room, the driver is instructed to act appropriately depending on the local circumstances in compliance with the tunnel-specific incident scenarios, described in the Emergency Plan.

2.2.2. “Cold” incidents: collision, derailment

(a) The tunnel specific measures concentrate on access/egress facilities to support evacuation and the intervention of the emergency response services.

(b) The difference compared to the hot incidents is that there is no time constraint due to the presence of a hostile environment created by a fire.

2.2.3. Prolonged stop

(a) Prolonged stop (an unplanned stop in a tunnel, without the occurrence of a hot or cold incident, for longer than 10 minutes) is not by itself a threat to passengers and staff.

(b) However it may lead to ►M2 ————— ◄ spontaneous, uncontrolled evacuation that exposes people to dangers present in a tunnel environment.

2.2.4. Exclusions

The scenarios that have not been dealt with are listed in clause 1.1.4.

2.3. The role of emergency response services

(a) The definition of the role of the emergency response services is a matter for the relevant national legislation.

(b) The measures specified in this TSI for rescue are based on the assumption that the emergency response services intervening in a tunnel incident shall protect lives as a priority.

(c) It is assumed that they are expected to:

(1) In a “hot” incident type

— Rescue people unable to reach a safe area

— Provide initial medical support to evacuees

— Fight a fire insofar as required to protect themselves and people caught in the incident

— Conduct evacuation from safe areas ►M2 ————— ◄ to the final place of safety

(2) In a “cold” incident type

— Rescue people

— Provide initial help to people with critical injuries

— Free trapped people

— Conduct evacuation to the final place of safety

(d) No demands on time or performance requirements are included in this TSI.

(e) Considering that incidents in railway tunnels involving multiple fatalities are rare, it is implicit that there might be events, with an extremely low probability, for which even well-equipped emergency response services would be restricted, such as a major fire involving a freight train.

▼M2

(f) Jekk l-aspettattivi tas-servizzi ta' rispons ta' emerġenza espressi fil-pjanijiet ta' emerġenza jmorru lil hinn mill-assunzjonijiet deskritti iktar 'il fuq, il-ħtieġa għal miżuri jew tagħmir tal-mini addizzjonali tista' tiġi kkunsidrata

▼B

2.4. Definitions

For the purpose of this TSI the following definitions are used:

(a) Railway tunnel: A railway tunnel is an excavation or a construction around the track provided to allow the railway to pass for example higher land, buildings or water. The length of a tunnel is defined as the length of the fully enclosed section, measured at rail level. A tunnel in the context of this TSI is 0.1 km or longer. Where certain requirements apply only to longer tunnels, thresholds are mentioned in the relevant clauses.

(b) Safe area: a safe area is a temporary survivable space, inside or outside the tunnel, for passengers and staff to find refuge after they have evacuated from a train.

▼M2

(b1) Post finali ta' sikurezza: il-post finali ta' sikurezza huwa l-post fejn il-passiġġieri u l-persunal ma jibqgħux jiġu affettwati aktar mill-effetti tal-inċident inizjali (eż. opaċità u tossiċità tad-duħħan, temperatura). Huwa l-punt ta' terminazzjoni tal-evakwazzjoni.

▼M2

(c) Punt ta' evakwazzjoni u salvataġġ: punt ta' evakwazzjoni u salvataġġ huwa post definit, ġewwa jew barra l-mina, fejn tagħmir tat-tifi tan-nar jista' jintuża mis-servizzi ta' rispons f'każ ta' emerġenza u fejn il-passiġġieri u l-persunal jistgħu jevakwaw minn ferrovija.

▼B

(d) Technical rooms: Technical rooms are enclosed spaces with doors for access/egress inside or outside the tunnel with safety installations which are necessary for at least one of the following functions: self-rescue, evacuation, emergency communication, rescue and fire fighting, signalling and communication equipment, and traction power supply.

(e) Freight train: A freight train is a train composed of one or more locomotive(s) and one or more wagon(s). A freight train including at least one wagon carrying dangerous goods is a dangerous goods train.

(f) All definitions related to rolling stock are defined in the LOC&PAS TSI and the WAG TSI.

▼M2

(g) CSM għall-valutazzjoni tar-riskju: dan it-terminu jintuża għad-deżinjazzjoni tal-Anness I tar-Regolament ta' Implimentazzjoni tal-Kummissjoni (UE) Nru 402/2013 tat-30 ta' April 2013 dwar il-metodu komuni ta' sikurezza għall-evalwazzjoni u l-valutazzjoni tar-riskju u li jħassar ir-Regolament (KE) Nru 352/2009 (ĠU L 121, 3.5.2013, p. 8)

▼M2

3. REKWIŻITI ESSENZJALI

(a) It-tabella li ġejja tindika l-parametri bażiċi ta' din it-TSI u l-korrispondenza tagħhom mar-rekwiżiti essenzjali kif stabbiliti u nnumerati fl-Anness III tad-Direttiva (UE) 2016/797.

(b) Biex jintlaħqu r-rekwiżiti essenzjali, għandhom japplikaw il-parametri korrispondenti tat-taqsimiet 4.2.1, 4.2.2 u 4.2.3.

3.1. Subsistemi tal-infrastruttura u l-enerġija

(a) Sabiex jissodisfaw ir-rekwiżit essenzjali tas-“Sikurezza” li japplika għas-subsistemi tal-Infrastruttura u tal-Enerġija, is-CSM għall-valutazzjoni tar-riskju jista' jiġi applikat bħala alternattiva għall-parametri korrispondenti tat-taqsimiet 4.2.1 u 4.2.2.

(b) Għaldaqstant, għar-riskji identifikati fil-punt 1.1.4 u x-xenarji elenkati fil-punt 2.2, ir-riskju jista' jiġi vvalutat permezz ta':

(1) paragun ma' sistema ta' referenza,

(2) stima u evalwazzjoni tar-riskju espliċiti.

(c) Biex jintlaħqu r-rekwiżiti essenzjali minbarra s-“Sikurezza”, għandhom japplikaw il-parametri korrispondenti tat-taqsimiet 4.2.1 u 4.2.2.







Element tas-subsistema tal-infrastruttura Klawżola ta' referenza Sikurezza Affidabbiltà - Disponibbiltà Saħħa Protezzjoni ambjentali Kompatibbiltà teknika Aċċessibbiltà Prevenzjoni ta' aċċess mhux awtorizzat għall-ħruġ ta' emerġenza u għall-kmamar tekniċi 4.2.1.1. 2.1.1 Reżistenza tal-istrutturi tal-mini għan-nar 4.2.1.2. 1.1.4 2.1.1 Reazzjoni ta' materjal tal-bini għan-nar 4.2.1.3. 1.1.4 2.1.1 1.3.2 1.4.2 Detezzjoni tan-nar 4.2.1.4. 1.1.4 2.1.1 Faċilitajiet ta' evakwazzjoni 4.2.1.5. 1.1.5 2.1.1 Passaġġi ta' ħruġ ta' emerġenza 4.2.1.6. 2.1.1 Punti ta' evakwazzjoni u salvataġġ 4.2.1.7 minbarra (b) 2.1.1 Punti ta' evakwazzjoni u salvataġġ 4.2.1.7 (b) 1.5 Komunikazzjoni ta' emerġenza 4.2.1.8. 2.1.1 Provvista tal-elettriku għas-servizzi tar-rispons f'każ ta' emerġenza 4.2.1.9 2.1.1 Affidabbiltà tas-sistemi elettriċi 4.2.1.10 2.1.1 Tqassim f'sezzjonijiet tal-linja ta' kuntatt 4.2.2.1. 2.2.1 Ertjar tal-linja ta' kuntatt 4.2.2.2. 2.2.1

3.2. Subsistema ta' vetturi ferrovjarji

(a) Biex jintlaħqu r-rekwiżiti essenzjali, għandhom japplikaw il-parametri korrispondenti tat-taqsimiet 4.2.3.







Element tas-subsistema tal-vetturi ferrovjarji Klawżola ta' referenza Sikurezza Affidabbiltà - Disponibbiltà Saħħa Protezzjoni ambjentali Kompatibbiltà teknika Aċċessibbiltà Miżuri għall-prevenzjoni tan-nar 4.2.3.1 1.1.4 2.4.1 1.3.2 1.4.2 Miżuri għad-detezzjoni u l-kontroll tan-nar 4.2.3.2 1.1.4 2.4.1 Rekwiżiti relatati mal-emerġenzi 4.2.3.3 2.4.1 2.4.2 1.5 2.4.3 Rekwiżiti relatati mal-evakwazzjoni 4.2.3.4 2.4.1

▼B

4. CHARACTERISATION OF THE SUBSYSTEM

4.1. Introduction

(a) The ►M2 sistema ferrovjarja tal-Unjoni ◄ , to which ►M2 Direttiva (UE) 2016/797 ◄ applies and of which the subsystems are parts, has been developed to become an integrated system for which the consistency must be verified.

(b) This consistency has been checked in relation to the development of the specifications within this TSI, its interfaces with respect to the systems in which it is integrated and also the operating rules for the railway.

(c) Taking account of all the applicable essential requirements, the basic parameters related to safety in railway tunnels are set out for the subsystems infrastructure, energy and rolling stock in section 4.2 of this TSI. The operational requirements and responsibilities are set out in the OPE TSI and in section 4.4 of this TSI.

4.2. Functional and technical specifications of the subsystems

In the light of the essential requirements in Chapter 3, the functional and technical specifications of those aspects specific to tunnel safety in the above-mentioned subsystems are as follows:

4.2.1. Subsystem Infrastructure

4.2.1.1. Prevent unauthorised access to emergency exits and technical rooms

This specification applies to all tunnels.

(a) Unauthorised access to technical rooms shall be prevented.

(b) Where emergency exits are locked for security purposes, it shall always be possible to open them from inside.

4.2.1.2. Fire resistance of tunnel structures

This specification applies to all tunnels.

(a) In the event of fire, the integrity of the tunnel lining shall be maintained for a period of time that is sufficiently long to permit self-rescue, evacuation of passengers and staff and intervention of the emergency response services. That period of time shall be in accordance with the evacuation scenarios considered and reported in the emergency plan.

▼M2 —————

▼M2

4.2.1.3. Reazzjoni ta' materjal tal-bini għan-nar

Din l-ispeċifikazzjoni tapplika għall-mini kollha.

(a) Din l-ispeċifikazzjoni tapplika għall-prodotti ta' kostruzzjoni u għall-elementi tal-bini ġewwa l-mini. Dawn il-prodotti għandhom jissodisfaw ir-rekwiżiti tar-Regolament tal-Kummissjoni (UE) 2016/364 ( 6 ):

(1) Il-materjal tal-bini tal-mina għandu jissodisfa r-rekwiżiti tal-klassifika A2

(2) Il-pannelli mhux strutturali u tagħmir ieħor għandhom jissodisfaw ir-rekwiżiti tal-klassifika B.

(3) Il-kejbils esposti għandu jkollhom il-karatteristiċi ta' fjammabbiltà baxxa, propagazzjoni tan-nar baxxa, tossiċità baxxa u densità baxxa tad-duħħan. Dawn ir-rekwiżiti jiġu ssodisfati meta l-kejbils jissodisfaw mill-inqas ir-rekwiżiti tal-klassifika B2ca, s1a, a1.

Jekk il-klassifika tkun inqas minn B2ca, s1a, a1, il-klassi tal-kejbils tista' tiġi ddeterminata mill-maniġer tal-infrastruttura wara valutazzjoni tar-riskju, fejn jitqiesu l-karatteristiċi tal-mina u r-reġim operattiv previst. Biex jiġi evitat kull dubju, jistgħu jintużaw klassifiki differenti ta' kejbil għal installazzjonijiet differenti fl-istess mina sakemm ir-rekwiżiti ta' dan il-punt jiġu ssodisfati.

(b) Il-materjali li ma jikkontribwixxux b'mod sinifikanti għall-ammont ta' materjali kombustibbli għandhom ikunu elenkati. Huma eżentati milli jikkonformaw ma' dan ta' hawn fuq.

4.2.1.4. Detezzjoni ta' nar fi kmamar tekniċi

Din l-ispeċifikazzjoni tapplika għall-mini kollha b'tul ta' aktar minn 1 km.

(a) In-nar fi kmamar tekniċi għandu jiġi identifikat sabiex jiġi avżat il-maniġer tal-infrastruttura.

▼B

4.2.1.5. Evacuation facilities

4.2.1.5.1 Safe area

This specification applies to all tunnels of more than 1 km in length.

(a) A safe area shall allow the evacuation of trains that use the tunnel. It shall have a capacity corresponding to the maximum capacity of the trains planned to be operated on the line where the tunnel is located.

(b) The safe area shall maintain survivable conditions for passengers and staff during the time needed for the complete evacuation from the safe area to a final place of safety.

(c) In case of underground/undersea safe areas, the provisions shall allow people to move from the safe area to the surface without having to re-enter the affected tunnel tube.

(d) The lay-out of an underground safe area and its equipment shall take into account the control of smoke, in particular to protect people who use the self-evacuation facilities.

4.2.1.5.2 Access to the safe area

This specification applies to all tunnels of more than 1 km in length.

(a) Safe areas shall be accessible for people who commence self-evacuation from the train as well as for the emergency response services.

(b) One of the following solutions shall be selected for access points from a train to the safe area:

(1) Lateral and/or vertical emergency exits to the surface. These exits shall be provided at least every 1 000 m.

(2) Cross-passages between adjacent independent tunnel tubes, which enable the adjacent tunnel tube to be employed as a safe area. Cross-passages shall be provided at least every 500 m.

▼M2 —————

▼B

(c) Doors giving access from the escape walkway to the safe area shall have a minimum clear opening of 1,4 m wide and 2,0 m high. Alternatively it is permitted to use multiple doors next to each other which are less wide as long as the flow capacity of people is demonstrated to be equivalent or higher.

(d) After passing the doors, the clear width shall continue to be at least 1,5 m wide and 2,25 m high.

(e) The way in which the emergency response services access the safe area shall be described in the emergency plan.

4.2.1.5.3 Communication means in safe areas

This specification applies to all tunnels of more than 1 km in length.

Communication shall be possible, either by mobile phone or by fixed connection from underground safe areas to the control centre of the Infrastructure Manager.

4.2.1.5.4 Emergency lighting ►M2 ————— ◄

This specification applies to all tunnels of more than 0,5 km in length.

(a) Emergency lighting shall be provided to guide passengers and staff to a safe area in the event of an emergency.

(b) Illumination shall comply with the following requirements:

(1) Single-track tube: on the side of the walkway

(2) Multiple-track tube: on both sides of the tube

(3) Position of lights:

— above the walkway, ►M2 ————— ◄ so as not to interfere with the free space for the passage of persons, or

— built into the handrails.

(4) The maintained illuminance shall be at least 1 lux at a horizontal plane at walkway level.

▼M2

(c) Awtonomija u affidabbiltà: provvista alternattiva tal-elettriku għandha tkun disponibbli għal perjodu xieraq ta' żmien wara ħsara fil-provvista prinċipali. Il-ħin meħtieġ għandu jkun konsistenti max-xenarji ta' evakwazzjoni u għandu jkun irrapportat fil-Pjan ta' Emerġenza.

▼B

(d) If the emergency light is switched off under normal operating conditions, it shall be possible to switch it on by both of the following means:

(1) manually from inside the tunnel at intervals of 250 m

(2) by the tunnel operator using remote control

4.2.1.5.5 Escape signage

This specification applies to all tunnels.

(a) The escape signage indicates the emergency exits, the distance and the direction to a safe area.

(b) All signs shall be designed according to the requirements of Directive 92/58/EEC of 24 June 1992 concerning the provision of health and/or safety signs at work and to the specification referenced in appendix A, index 1.

(c) Escape signs shall be installed on sidewalls along escape walkways.

(d) The maximum distance between escape signs shall be 50 m.

(e) Signs shall be provided in the tunnel to indicate the position of emergency equipment, where such equipment is present.

(f) All doors leading to emergency exits or ►M2 passaġġi ta' emerġenza u manutenzjoni ◄ shall be marked.

4.2.1.6. Escape walkways

This specification applies to all tunnels of more than 0,5 km in length.

(a) Walkways shall be constructed in a single track tunnel tube on at least one side of the track and in a multiple track tunnel tube on both sides of the tunnel tube. In tunnel tubes with more than two tracks, access to a walkway shall be possible from each track.

(1) The width of the walkway shall be at least 0.8 m.

(2) The minimum vertical clearance above the walkway shall be 2.25 m.

(3) The height of the walkway shall be at ►M2 qiegħ ◄ -of-rail level or higher.

(4) Local constrictions caused by obstacles in the escape area shall be avoided. The presence of obstacles shall not reduce the minimum width to less than 0,7 m, and the length of the obstacle shall not exceed 2 m.

(b) Continuous handrails shall be installed between 0.8 m and 1.1 m above the walkway providing a route to a safe area.

(1) Handrails shall be placed outside the required minimum clearance of the walkway.

(2) Handrails shall be angled at 30° to 40° to the longitudinal axis of the tunnel at the entrance to and exit from an obstacle.

4.2.1.7. ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄

This specification applies to all tunnels of more than 1 km in length.

(a) For the purpose of this clause, two or more consecutive tunnels will be considered as a single tunnel unless both of the following conditions are met:

(1) The separation between tunnels in open air is longer than the maximum ►M2 tul tal-ferrovija tal-passiġġieri ◄ intended to be operated on the line + 100 m and

(2) The open air area and track situation around the separation between tunnels allow passengers to move away from the train ►M2 ————— ◄ space. The ►M2 spazju fil-beraħ ◄ shall contain all passengers of the maximum capacity of the train intended to be operated on the line.

(b) ►M2 Punti tal-evakwazzjoni u tas-salvataġġ ◄ shall be created

(1) Outside both portals of every tunnel of > 1 km and

(2) Inside the tunnel, according to the category of rolling stock that is planned to be operated, as summarized in the table below:

▼M2







Il-kategorija tal-vetturi ferrovjarji skont il-paragrafu 4.2.3 Id-distanza massima mill-portali għal punt ta' evakwazzjoni u salvataġġ u bejn il-punti ta' evakwazzjoni u salvataġġ Kategorija A 5 km Kategorija B 20 km

▼B

(c) Requirements for all ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ :

(1) The ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ shall be equipped with water supply (minimum 800 l/min during 2 hours) close to the intended stopping point of the train. The method of supplying the water shall be described in the emergency plan.

(2) The intended stopping position of the affected train shall be indicated to the train driver. This shall not require specific on-board equipment (all TSI compliant trains must be able to use the tunnel)

(3) The ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ shall be accessible to the emergency response services. The way the emergency response services access the ►M2 punt tal-evakwazzjoni u tas-salvataġġ ◄ and deploy equipment shall be described in the emergency plan.

▼M2

(4) Għandu jkun possibbli li l-linja ta' kuntatt tintefa' u tiġi ertjata, jew lokalment jew mill-bogħod

▼B

(d) Requirements for ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ outside the portals of the tunnel

In addition to the requirements in 4.2.1.7 (c), ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ outside the portals of the tunnel shall comply with the following requirements:

(1) The open air area around the ►M2 punt tal-evakwazzjoni u tas-salvataġġ ◄ shall offer a minimum surface of 500 m2.

(e) Requirements for ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ inside the tunnel

In addition to the requirements in 4.2.1.7 (c), ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ inside the tunnel shall comply with the following requirements

(1) A safe area shall be accessible from the stopping position of the train. Dimensions of the evacuation route to the safe area shall consider the evacuation time (as specified in clause 4.2.3.4.1) and the planned capacity of the trains (referred to in clause 4.2.1.5.1) intended to be operated in the tunnel. The adequacy of the sizing of the evacuation route shall be demonstrated.

(2) The safe area that is paired with the ►M2 punt tal-evakwazzjoni u tas-salvataġġ ◄ shall offer a sufficient standing surface relative to the time passengers are expected to wait until they are evacuated to a final place of safety.

(3) There shall be an access to the affected train for emergency response services without going through the occupied safe area.

(4) The lay-out of the ►M2 punt tal-evakwazzjoni u tas-salvataġġ ◄ and its equipment shall take into account the control of smoke, in particular to protect people who use the self-evacuation facilities to access the safe area.

4.2.1.8. Emergency communication

This specification applies to all tunnels of more than 1 km in length.

(a) Radio communication between the train and the infrastructure manager control centre shall be provided in each tunnel with GSM-R.

(b) Radio continuity shall be provided for permitting the emergency response services to communicate with their on-site command facilities. The system shall allow the emergency response services to use their own communication equipment.

▼M2

4.2.1.9. Provvista ta' elettriku għas-servizzi tar-rispons f'każ ta' emerġenza

Din l-ispeċifikazzjoni tapplika għall-mini kollha b'tul ta' aktar minn 1 km.

Is-sistema ta' provvista tal-elettriku fil-mina għandha tkun adattata għat-tagħmir tas-servizzi ta' rispons f'każ ta' emerġenza skont il-pjan ta' emerġenza għall-mina. Uħud mill-gruppi nazzjonali ta' servizzi ta' rispons f'każ ta' emerġenza jistgħu jkunu awtosuffiċjenti fir-rigward tal-provvista tal-elettriku. F'dan il-każ, l-għażla li ma jkunux ipprovduti faċilitajiet tal-provvista tal-elettriku għall-użu ta' tali gruppi tista' tkun xierqa. Madankollu, deċiżjoni bħal din għandha tiġi deskritta fil-pjan ta' emerġenza.

4.2.1.10. Affidabbiltà tas-sistemi elettriċi

Din l-ispeċifikazzjoni tapplika għall-mini kollha b'tul ta' aktar minn 1 km.

(a) Is-sistemi elettriċi identifikati mill-Maniġer tal-Infrastruttura bħala vitali għas-sikurezza tal-passiġġieri fil-mina għandhom jinżammu attivi sakemm ikun meħtieġ skont ix-xenarji tal-evakwazzjoni kkunsidrati fil-pjan ta' emerġenza.

(b) Awtonomija u affidabbiltà: provvista alternattiva tal-elettriku għandha tkun disponibbli għal perjodu xieraq ta' żmien wara ħsara fil-provvista prinċipali. Il-ħin meħtieġ għandu jkun konsistenti max-xenarji ta' evakwazzjoni kkunsidrati u għandu jkun inkluż fil-pjan ta' emerġenza.

4.2.1.11. Komunikazzjoni u tidwil f'postijiet bid-devjatur

Din l-ispeċifikazzjoni tapplika għall-mini kollha b'tul ta' aktar minn 1 km.

(a) Meta l-linja ta' kuntatt tkun maqsuma f'sezzjonijiet li jistgħu jkunu swiċċjati lokalment, għandu jkun ipprovdut mezz ta' komunikazzjoni u tidwil fil-post bid-devjatur.

▼B

4.2.2. Subsystem Energy

This section applies to the infrastructure part of the subsystem Energy.

▼M2

4.2.2.1. Tqassim f'sezzjonijiet tal-linja ta' kuntatt

Din l-ispeċifikazzjoni tapplika għall-mini kollha b'tul ta' aktar minn 1 km.

(a) Is-sistema tal-provvista tal-enerġija elettrika tat-trazzjoni fil-mini tista' tinqasam f'sezzjonijiet.

(b) F'każ bħal dan, għandu jkun possibbli li tintefa' kull sezzjoni tal-linja ta' kuntatt, jew lokalment jew mill-bogħod.

▼B

4.2.2.2. ►M2 Ertjar tal-linja ta' kuntatt ◄

This specification applies to all tunnels of more than 1 km length.

(a) Earthing devices shall be provided at tunnel access points and, if the earthing procedures allow the earthing of a single section, close to the separation points between sections. These shall be either portable devices or manually or remotely controlled fixed installations.

(b) Communication and lighting means necessary for earthing ►M2 ————— ◄ shall be provided.

▼M2 —————

▼B

4.2.3. Subsystem rolling stock

(a) In the context of this TSI the subsystem rolling stock is subdivided into the following categories.

(1) Category A passenger rolling stock (including passenger locomotives) for operation on lines within the scope of this TSI, where the distance between ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ or the length of tunnels does not exceed 5 km.

(2) Category B passenger rolling stock (including passenger locomotives) for operation in all tunnels on lines within the scope of this TSI, irrespective of the length of the tunnels.

(3) Freight locomotives and self-propelling units designed to carry payload other than passengers, such as mail and freight for example, for operation in all tunnels on lines within the scope of this TSI, irrespective of the length of the tunnels. Locomotives designed to haul freight trains as well as passenger trains fall under both categories and shall respect the requirements of both categories.

(4) Self-powered on-track machines, when in transport mode, for operation in all tunnels on lines within the scope of this TSI, irrespective of the length of the tunnels.

(b) The rolling stock category shall be recorded in the technical file and will remain valid regardless of future revisions of this TSI.

4.2.3.1. Measures to prevent fire

This section is applicable to all categories of rolling stock.

4.2.3.1.1 Material requirements

Requirements are set out in the LOC&PAS TSI clause 4.2.10.2.1. These requirements shall also apply to the on-board CCS equipment.

4.2.3.1.2 Specific measures for flammable liquids

Requirements are set out in the LOC&PAS TSI clause 4.2.10.2.2.

4.2.3.1.3 Hot axle box detection

Requirements are set out in the LOC&PAS TSI clause 4.2.10.2.3.

4.2.3.2. Measures to detect and control fire

4.2.3.2.1 Portable fire extinguishers

Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.1.

4.2.3.2.2 Fire detection systems

Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.2.

4.2.3.2.3 Automatic fire fighting system for freight diesel units

Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.3.

4.2.3.2.4 Fire containment and control systems for passenger rolling stock

Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.4.

4.2.3.2.5 Fire containment and control systems for freight locomotives and freight self-propelling units

Requirements are set out in the LOC&PAS TSI clause 4.2.10.3.5.

4.2.3.3. Requirements related to emergencies

4.2.3.3.1. Emergency lighting system in the train

Requirements are set out in the LOC&PAS TSI clause 4.2.10.4.1.

4.2.3.3.2 Smoke control

Requirements are set out in the LOC&PAS TSI clause 4.2.10.4.2.

4.2.3.3.3. Passenger alarm and communication means

Requirements are set out in the LOC&PAS TSI clause 4.2.10.4.3.

4.2.3.3.4 Running capability

Requirements are set out in the LOC&PAS TSI clause 4.2.10.4.4.

4.2.3.4. Requirements related to evacuation

4.2.3.4.1 Passenger emergency exits

Requirements are set out in the LOC&PAS TSI clause 4.2.10.5.1.

4.2.3.4.2 Driver's cab emergency exits

Requirements are set out in the LOC&PAS TSI clause 4.2.10.5.2.

4.3. Functional and technical specifications of the interfaces

4.3.1. Interfaces with the Control-Command-Signalling subsystem







Interface with the CCS subsystem SRT TSI CCS TSI Parameter Clause Parameter Clause Radio communication 4.2.1.8 (a) Mobile communication functions for railways GSM-R 4.2.4 Material characteristics ►M2 4.2.1.3 ◄ Essential requirements Chapter 3 Material characteristics 4.2.3.1.1 Essential requirements Chapter 3

4.3.2. Interfaces with the Traffic Management and Operation subsystem







Interface with the OPE subsystem SRT TSI OPE TSI Parameter Clause Parameter Clause Emergency rule 4.4.1 Ensuring that the train is in running order 4.2.2.7 Train departure 4.2.3.3 Degraded Operation 4.2.3.6 Tunnel emergency plan 4.4.2 Managing an emergency situation 4.2.3.7 Exercises 4.4.3 Provision of on-train safety and emergency information to passengers 4.4.5 Tunnel specific competence of the train crew and other staff 4.6.1 Professional competency 4.6.1 ▼M2 ————— ▼B

4.4. Operating rules

(a) Operating rules are developed within the procedures described in the Infrastructure Manager safety management system. These rules take into account the documentation related to operation which forms a part of the technical file as required in ►M2 Artikolu 15(4) ◄ and set out in ►M2 Anness IV ◄ of ►M2 Direttiva (UE) 2016/797 ◄ .

The following operating rules do not form any part of the assessment of the structural subsystems.

4.4.1. Emergency rule

These rules apply to all tunnels.

In light of the essential requirements in Chapter 3, the operating rules specific to tunnel safety are:

(a) The operational rule is to monitor the train condition before entering a tunnel in order to detect any defect detrimental to its running behaviour and to take appropriate action.

(b) In the case of an incident outside the tunnel, the operational rule is to stop a train with a defect that could be detrimental to its running behaviour before entering a tunnel.

(c) In the case of an incident inside the tunnel the operational rule is to drive the train out of a tunnel, or to the next ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ .

▼M2

4.4.2. Il-pjan ta' emerġenza tal-mina

Dawn ir-regoli japplikaw għall-mini b'tul ta' aktar minn 1 km

(a) Għandu jiġi żviluppat pjan ta' emerġenza taħt it-tmexxija tal-Maniġer(s) tal-Infrastruttura, f'kooperazzjoni mas-servizzi ta' rispons ta' emerġenza u mal-awtoritajiet rilevanti għal kull mina. F'każ li stazzjon wieħed jew aktar jintużaw bħala żona sikura jew punt ta' evakwazzjoni u salvataġġ, il-maniġers tal-istazzjon għandhom ikunu involuti wkoll. F'każ li l-pjan ta' emerġenza jikkonċerna mina eżistenti, l-Impriżi Ferrovjarji li diġà joperaw fil-mina jridu jiġu kkonsultati. F'każ li l-pjan ta' emerġenza jikkonċerna mina ġdida, l-Impriżi Ferrovjarji li qed jippjanaw li joperaw fil-mina jistgħu jiġu kkonsultati.

(b) Il-pjan ta' emerġenza għandu jkun konsistenti mal-faċilitajiet disponibbli ta' awtosalvataġġ, ta' evakwazzjoni, tat-tifi tan-nar u ta' salvataġġ.

(c) Għall-pjan ta' emerġenza għandhom jiġu żviluppati xenarji dettaljati ta' inċidenti speċifiċi għall-mina adattati għall-kundizzjonijiet ta' mina lokali.

(d) Ladarba jkun żviluppat, il-pjan ta' emerġenza għandu jiġi kkomunikat lill-Impriżi Ferrovjarji li għandhom l-intenzjoni li jużaw il-mina.

▼B

4.4.3. Exercises

These rules apply to tunnels of > 1 km.

(a) Prior to the opening of a single tunnel or a series of tunnels, a full-scale exercise comprising evacuation and rescue procedures, involving all categories of personnel defined within the emergency plan, shall take place.

(b) The emergency plan shall define how all organisations involved can be familiarised with the infrastructure and how often visits to the tunnel and table top or other exercises have to take place.

▼M2

4.4.4. Proċeduri ta' Tifi u Ertjar

Dawn ir-regoli japplikaw għall-mini kollha.

(a) Fil-każ li jkun meħtieġ li tintefa' s-sistema tal-provvista tal-enerġija elettrika tat-trazzjoni l-maniġer tal-infrastruttura għandu jiżgura li s-sezzjonijiet rilevanti tal-linja ta' kuntatt ikunu ntfew, u għandu jinforma lis-servizzi ta' rispons f'każ ta' emerġenza qabel ma jidħlu fil-mina jew f'sezzjoni tal-mina.

(b) Hija r-responsabbiltà tal-maniġer tal-infrastruttura li jitfi l-provvista tal-enerġija elettrika tat-trazzjoni.

(c) Il-proċeduri u r-responsabbiltajiet għall-ertjar tal-linja ta' kuntatt għandhom jiġu ddefiniti bejn il-Maniġer tal-Infrastruttura u s-servizzi ta' rispons f'każ ta' emerġenza, u għandhom ikunu rappurtati fil-pjan ta' emerġenza. Għandhom isiru arranġamenti għat-tifi tas-sezzjoni li fiha jkun seħħ l-inċident.

▼B

4.4.5. Provision of on-train safety and emergency information to passengers

(a) Railway undertakings shall inform passengers of on board emergency and safety procedures related to tunnels.

(b) When such information is in written or spoken form, it shall be presented in the language of the country the train is running in as a minimum, plus English.

(c) An operating rule shall be in place describing how the train crew ensures the complete evacuation of the train when this is necessary, including those people with hearing impairments that may be in closed areas.

4.4.6. Operational rules related to trains running in tunnels

(a) Vehicles in conformity with the TSI as defined in clause 4.2.3 shall be permitted to operate in tunnels in accordance with the following principles:

(1) Category A passenger rolling stock shall be deemed to comply with the tunnel safety requirements for rolling stock on lines where the distance between ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ , or the length of tunnels does not exceed 5 km.

(2) Category B passenger rolling stock shall be deemed to comply with the tunnel safety requirements for rolling stock on all lines.

(3) Freight locomotives shall be deemed to comply with the tunnel safety requirements for rolling stock on all lines. However, Infrastructure Managers of tunnels longer than 20 km are permitted to require locomotives with a running capability equivalent to that of category B passenger rolling stock for hauling freight trains in such tunnels. This requirement shall be clearly stated ►M2 ————— ◄ in the Network Statement of the IM.

(4) On-track machines shall be deemed to comply with the tunnel safety requirements for rolling stock on all lines.

(5) Freight trains shall be admitted in all tunnels according to the conditions specified in clause 1.1.3.1. Operational rules may manage the safe operation of freight and passenger traffic, by separating these types of traffic for example.

(b) Operation of Category A rolling stock is permitted on lines where the distance between ►M2 punti tal-evakwazzjoni u tas-salvataġġ ◄ , or the length of tunnels exceeds 5 km, in the case where there are no passengers on board.

(c) Operational rules shall be put in place to avoid ►M2 ————— ◄ spontaneous, uncontrolled evacuation in the case of a prolonged stop of a train in a tunnel without the occurrence of a hot or cold incident.

4.5. Maintenance rules

4.5.1. Infrastructure

Before placing a tunnel into service a maintenance file shall be prepared setting out at least:

(1) Identification of elements which are subject to wear, failure, ageing or other forms of deterioration or degradation,

(2) Specification of the limits of use of the elements under (1) and a description of the measures to be taken to prevent these limits being exceeded,

(3) Identification of those elements which are relevant to emergency situations and their management,

(4) Necessary periodic checks and servicing activities to ensure the proper functioning of the parts and systems under (3).

4.5.2. Maintenance of rolling stock

The maintenance requirements for rolling stock are set out in the LOC&PAS TSI.

4.6. Professional qualifications

The professional qualifications of staff required for operations specific to tunnel safety within the subsystems covered by this TSI and in accordance with the operating rules in clause 4.4 of this TSI are as follows:

4.6.1. Tunnel specific competence of the train crew and other staff

(a) All professional staff driving and accompanying a train, as well as staff that authorise train movements, shall have the knowledge and ability to apply that knowledge to manage degraded situations in the event of an incident.

(b) For staff undertaking the tasks of accompanying trains, the general requirements are specified in the OPE TSI.

(c) Train crew as defined in the OPE TSI shall have knowledge of the appropriate safety behaviour in tunnels and in particular be able to evacuate the people on board a train, when the train is stopped in a tunnel.

(d) This involves in particular instructing the passengers to go to the next coach or to exit the train, and to lead them outside the train to a safe area.

(e) Auxiliary train staff (e.g. catering, cleaning), who do not form part of the train crew as defined above shall, in addition to their basic instruction, be trained to support the actions of the train crew.

(f) Professional training of engineers and managers responsible for maintaining and operating the subsystems shall include the subject of safety in railway tunnels.

4.7. Health and safety conditions

The health and safety conditions of staff required for operations specific to tunnel safety for the subsystems concerned by this TSI and for the implementation of the TSI are as follows:

4.7.1. Self-rescue device

Manned traction units of freight trains shall be equipped with a self-rescue device for the driver and other persons on board, satisfying the specifications of either the specification referenced in appendix A, index 2 or the specification referenced in appendix A, index 3. The RU shall choose one of the two solutions defined in these specifications.

▼M2 —————

▼B

5. INTEROPERABILITY CONSTITUENTS

There are no interoperability constituents defined in the SRT TSI.

6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM

6.1. Interoperability constituents

Not applicable, since no interoperability constituents have been defined in the SRT TSI.

6.2. Subsystems

6.2.1. EC verification (general)

(a) The EC verification of a Subsystem shall be performed according to one or a combination of the following modules as defined in Decision 2010/713/EU:

— Module SB : EC-type examination

— Module SD : EC verification based on quality management system of the production process

— Module SF : EC verification based on product verification

— Module SG : EC verification based on unit verification

— Module SH1 : EC verification based on full quality management system plus design examination

(b) The approval process and the contents of the assessment shall be defined between the applicant and a Notified Body according to the requirements defined in this TSI and in conformance with the rules set out in section 7 of this TSI.

6.2.2. Procedures for EC verification of a subsystem (modules)

(a) The applicant shall choose one of the modules or module combinations indicated in the following table.







Assessment procedures Subsystem to be assessed Module SB+SD Module SB+SF Module SG Module SH1 Rolling Stock Subsystem X X X Energy subsystem X X Infrastructure subsystem X X

(b) The characteristics of the subsystem to be assessed during the relevant phases are indicated in appendix B.

6.2.3. Existing solutions

(a) If an existing solution is already assessed for an application under comparable conditions and is in service, then the following process applies:

(b) The applicant shall demonstrate that the results of tests and verifications for the previous assessment of the application are in conformity with the requirements of this TSI. In this case the previous type assessment of the subsystem related characteristics shall remain valid in the new application.

6.2.4. Innovative solutions

(a) Innovative solutions are technical solutions which do meet the functional requirements and spirit of this TSI, but are not fully in compliance with it.

(b) If an innovative solution is proposed, the manufacturer or his authorised representative established within the European Union shall apply the procedure described in Article 8.

6.2.5. Assessment of maintenance

(a) According to ►M2 Artikolu 15(4) ◄ of ►M2 Direttiva (UE) 2016/797 ◄ , ►M2 l-applikant ◄ shall be responsible for compiling the technical file, containing the documentation requested for operation and maintenance.

(b) The notified body shall verify only that the documentation requested for operation and maintenance, as defined in clause 4.5 of this TSI, is provided. The notified body is not required to verify the information contained in the documentation provided.

▼M2

6.2.6. Valutazzjoni tal-konformità mar-rekwiżiti tas-Sikurezza li japplikaw għas-subsistemi tal-Infrastruttura u l-Enerġija

(a) Din il-klawżola tapplika meta jintuża paragun ma' sistema ta' referenza jew stima tar-riskju espliċita biex jiġi ssodisfati ir-rekwiżit essenzjali tas-“Sikurezza” li japplika għas-subsistemi tal-Infrastruttura u l-Enerġija.

(b) F'każ bħal dan, l-applikant għandu:

(1) jiddetermina l-prinċipju tal-aċċettazzjoni tar-riskju, il-metodoloġija għall-valutazzjoni tar-riskju, ir-rekwiżiti tas-sikurezza li għandhom jiġu ssodisfati mis-sistema u d-dimostrazzjoni li huma sodisfatti;

(2) jiddetermina l-livelli tal-aċċettazzjoni tar-riskju mal-awtorità/mal-awtoritajiet nazzjonali rilevanti;

(3) jaħtar il-korp tal-valutazzjoni indipendenti kif iddefinit fis-CSM għall-valutazzjoni tar-riskju. Dan il-korp tal-valutazzjoni jista' jkun il-korp innotifikat magħżul għas-subsistema tal-Infrastruttura jew tal-Enerġija jekk ikun rikonoxxut jew akkreditat skont it-Taqsima 7 tas-CSM għall-valutazzjoni tar-riskju.

(c) Rapport dwar il-valutazzjoni tas-sikurezza għandu jkun ipprovdut f'konformità mar-rekwiżiti ddefiniti fis-CSM għall-valutazzjoni tar-riskju.

(d) Iċ-ċertifikat “KE” maħruġ mill-korp innotifikat għandu jsemmi b'mod espliċitu l-prinċipju tal-aċċettazzjoni tar-riskju użat biex jintlaħaq ir-rekwiżit tas-“Sikurezza” ta' din it-TSI. Għandu jsemmi wkoll il-metodoloġija applikata għall-valutazzjoni tar-riskju u l-livelli tal-aċċettazzjoni tar-riskju.

▼B

6.2.7. Additional requirements for assessment of specifications concerning the IM

▼M2

6.2.7.1.

Mhux użati

▼B

6.2.7.2. Fire resistance of tunnel structures

The Notified Body shall assess conformity with the fire protection requirements for structures, defined in 4.2.1.2, by using the results of calculations and/or tests made by the applicant, or by an equivalent method.

(1) To demonstrate that the integrity of the tunnel lining is maintained during a period of time that is sufficiently long to permit self-rescue, evacuation of passengers and staff and intervention of the emergency response services, demonstration that the tunnel lining can withstand a temperature of 450 °C at ceiling level during that same period of time is sufficient.

▼M2 —————

▼B

This verification is not needed for rock tunnels without additional support.

6.2.7.3. Fire reaction of building material

For the assessment of ►M2 4.2.1.3 (b) ◄ , the Notified Body shall only check that the list of material that would not contribute significantly to a fire is present.

6.2.7.4. Facilities for self-rescue, rescue and evacuation in the event of an incident

(a) The Notified Body shall check that the solution adopted is clearly identified by a statement in the technical file and is in conformity with the requirements of clause 4.2.1.5. For assessing the evolution of the conditions in the safe area during an incident, the Notified Body shall verify that doors and structures separating the safe area from the tunnel can withstand the elevation of temperature in the closest tube.

▼M2 —————

▼M2

6.2.7.5. Tidwil ta' emerġenza fil-mini mmodernizzati/imġedda

Fil-każ ta' mini mmodernizzati/imġedda kif meħtieġ skont il-klawżola 7.2.2.1, il-valutazzjoni tikkonsisti fil-verifika tal-eżistenza tat-tidwil. Mhuwiex meħtieġ li jiġu applikati rekwiżiti ddettaljati.

▼B

6.2.7.6. Reliability of electrical installations ►M2 sistemi ◄

The Notified Body shall confirm only that a failure mode assessment complying with the functional requirements of 4.2.2.5 has been carried out. ►M2 4.2.1.10. ◄

6.2.8. Additional requirements for assessment of specifications concerning the RU

6.2.8.1. Self-rescue device

The conformity assessment is described in the specifications referenced in Appendix A, indexes 2, 3, 4.

7. IMPLEMENTATION

This section defines the implementation strategy for the SRT TSI.

(a) This TSI does not require modifications of subsystems which are already in service unless they are upgraded or renewed.

(b) If not defined otherwise in section 7.3 “Specific Cases”, all new TSI compliant category B rolling stock is deemed to achieve a higher fire and tunnel safety level than non-TSI compliant rolling stock. This assumption is used to justify the safe operation of new TSI-compliant rolling stock in old non-TSI compliant tunnels. Therefore, all TSI compliant category B trains are deemed to be ►M2 teknikament kompatibbli mal-mini kollha li ma jikkonformawx mat-TSI fi ħdan l-ambitu ġeografiku ta' din it-TSI skont l-Artikolu 21(3) tad-Direttiva (UE) 2016/797. ◄

(c) Notwithstanding the above, measures over and above those set out in this TSI may be necessary to achieve the desired tunnel safety level. Such measures may only be imposed on the subsystems Infrastructure, Energy and Operations and shall not restrict the authorisation or use of TSI compliant rolling stock.

7.1. Application of this TSI to new subsystems

7.1.1. General

(a) This TSI is applicable to all subsystems in its scope which are placed into service after the date of application of this TSI, except when defined otherwise in the sections below.

(b) The application of this TSI to on-track machines is voluntary. Where on-track machines are not assessed and declared to be in conformity with this TSI, they shall be subject to national rules. ►M2 ————— ◄

7.1.2. New rolling stock

For new rolling stock, the implementation rules set out in clause 7.1.1 of the LOC&PAS TSI shall be applied.

7.1.3. New Infrastructure

This TSI is applicable to all new Infrastructure in its scope.

7.2. Application of this TSI to subsystems already in service

7.2.1. Upgrade or renewal of rolling stock

In case of renewal or upgrade of existing rolling stock, the implementation rules as set out in the clause 7.1.2 of LOC&PAS TSI shall be applied.

▼M2

7.2.2. Miżuri ta' mmodernizzar u tiġdid għall-mini

Fil-każ tal-immodernizzar jew it-tiġdid ta' mina, skont l-Artikolu 15(7) u l-Anness IV tad-Direttiva (UE) 2016/797, il-korp innotifikat joħroġ ċertifikati ta' verifika għal dawk il-partijiet tas-subsistema li jifformaw il-mina skont il-kamp ta' applikazzjoni tal-immodernizzar jew it-tiġdid.

7.2.2.1. Immodernizzar jew tiġdid ta' mina

(a) Mina tkun meqjusa mmodernizzata jew imġedda fil-kuntest ta' din it-TSI meta jitwettaq kwalunkwe xogħol maġġuri ta' modifika jew ta' sostituzzjoni fuq subsistema (jew parti minnha) li tifforma l-mina.

(b) Assemblaġġi u komponenti li mhumiex inklużi fil-kamp ta' applikazzjoni ta' programm partikolari ta' mmodernizzar jew ta' tiġdid ma għandhomx isiru konformi matul tali programm.

(c) Meta jitwettqu xogħlijiet ta' mmodernizzar jew tiġdid, il-parametri li ġejjin japplikaw jekk ikunu fil-kamp ta' applikazzjoni tax-xogħol:

4.2.1.1. Prevenzjoni ta' aċċess mhux awtorizzat għall-ħruġ ta' emerġenza u għall-kmamar tekniċi

4.2.1.3. Reazzjoni ta' materjal tal-bini għan-nar

4.2.1.4. Detezzjoni ta' nar fi kmamar tekniċi

4.2.1.5.4 Tidwil ta' emerġenza: fejn ipprovdut, mhuwiex meħtieġ li jkunu applikati rekwiżiti ddettaljati

4.2.1.5.5 Sinjali tal-ħruġ ta' emerġenza

4.2.1.8. Komunikazzjoni ta' emerġenza

(d) Il-pjan ta' emerġenza tal-mina għandu jiġi rivedut.

7.2.2.2. Estensjoni ta' mina

(a) Mina tkun meqjusa li tkun estiża fil-kuntest ta' din it-TSI meta l-ġeometrija tagħha tkun affettwata (eż. estensjoni fit-tul, konnessjoni ma' mina oħra).

(b) Meta titwettaq estensjoni ta' mina, il-miżuri li ġejjin għandhom jiġu implimentati għall-assemblaġġi u l-komponenti inklużi fl-estensjoni. Għall-applikazzjoni tagħhom, it-tul tal-mina li għandu jiġi kkunsidrat huwa t-tul tal-mina totali wara l-estensjoni:

4.2.1.1. Prevenzjoni ta' aċċess mhux awtorizzat għall-ħruġ ta' emerġenza u għall-kmamar tekniċi

4.2.1.2. Reżistenza tal-istrutturi tal-mini għan-nar

4.2.1.3. Reazzjoni ta' materjal tal-bini għan-nar

4.2.1.4. Detezzjoni ta' nar fi kmamar tekniċi

4.2.1.5.4. Tidwil ta' emerġenza

4.2.1.5.5. Sinjali tal-ħruġ ta' emerġenza

4.2.1.6. Passaġġi ta' ħruġ ta' emerġenza

4.2.1.8. Komunikazzjoni ta' emerġenza

4.2.1.9. Provvista tal-elettriku għas-servizzi tar-rispons f'każ ta' emerġenza

4.2.1.10. Affidabbiltà tas-sistemi elettriċi

4.2.1.11. Komunikazzjoni u tidwil f'postijiet bid-devjatur

4.2.2.1. Tqassim f'sezzjonijiet tal-linja ta' kuntatt

4.2.2.2. Ertjar tal-linja ta' kuntatt

(c) Is-CSM għall-valutazzjoni tar-riskju għandu jiġi implimentat kif deskritt fil-punt 6.2.6 għad-definizzjoni tar-rilevanza tal-applikazzjoni ta' miżuri oħrajn tal-klawżola 4.2.1.5 u l-miżuri tal-klawżola 4.2.1.7 għall-mina sħiħa li tirriżulta mill-estensjoni.

(d) Fejn applikabbli, il-pjan ta' emerġenza tal-mina għandu jiġi rivedut.

▼B

7.2.3. Operation subsystem

(a) Operational aspects and their implementation are set out in the OPE TSI.

(b) When commissioning an upgraded or renewed tunnel, the requirements for new tunnels in this TSI apply.

7.2.4. Operation of new rolling stock in existing tunnels

(a) The category of new rolling stock intended to be operated in existing tunnels shall be selected according to clause 4.4.6 (a).

(b) However, a Member State may allow operation of new rolling stock of category A in existing tunnels longer than 5 km under the condition that the operation of such new rolling stock offers an equivalent or improved level of fire safety compared to the operation of previous rolling stock. The equivalent or improved level of safety to passengers and staff shall be demonstrated using the Common Safety Method on risk assessment.

7.3. Specific cases

▼M2

7.3.1. Ġenerali

(1) Il-każijiet speċifiċi, kif elenkat fil-klawżola li ġejja, jiddeskrivu d-dispożizzjonijiet speċjali li huma meħtieġa u awtorizzati fuq netwerks partikolari ta' kull Stat Membru.

(2) Dawn il-każijiet speċifiċi jiġu kklassifikati bħala:

— każijiet “P”: każijiet “permanenti”.

— “T0”: każijiet “temporanji” ta' durata indefinita, fejn is-sistema fil-mira għandha tintlaħaq sa data li għad trid tiġi ddeterminata.

— każijiet “T1”: każijiet “temporanji” fejn is-sistema fil-mira għandha tintlaħaq sal-31 ta' Diċembru 2025.

— każijiet “T2”: każijiet “temporanji” fejn is-sistema fil-mira għandha tintlaħaq sal-31 ta' Diċembru 2035.

Il-każijiet speċifiċi kollha u d-dati rilevanti tagħhom għandhom jiġu rieżaminati fir-reviżjonijiet futuri tat-TSI bil-ħsieb li jiġi limitat l-kamp ta' applikazzjoni tekniku u ġeografiku tagħhom abbażi ta' valutazzjoni tal-impatt tagħhom fuq is-sikurezza, l-interoperabbiltà, is-servizzi transkonfinali, il-kurituri tat-TEN-T, u l-impatti prattiċi u ekonomiċi taż-żamma jew tal-eliminazzjoni tagħhom. Għandha tingħata attenzjoni partikolari għad-disponibbiltà tal-fondi tal-UE.

Il-każijiet speċifiċi għandhom jiġu limitati għar-rotta jew għan-netwerk fejn ikunu strettament meħtieġa u jitqiesu permezz ta' proċeduri tal-kompatibilità tar-rotta.

(3) Kwalunkwe każ speċifiku applikabbli għall-vetturi ferrovjarji fil-kamp ta' applikazzjoni ta' din it-TSI huwa dettaljat fil-LOC&PAS TSI.

7.3.2. Regoli operazzjonali relatati mal-operat tal-ferroviji fil-mini (klawżola 4.4.6)

7.3.2.1. Każ speċifiku, l-Italja (“T0”)

Il-preskrizzjonijiet addizzjonali għall-vetturi ferrovjarji maħsuba biex joperaw f'mini mhux konformi mat-TSI fl-Italja huma spjegati fid-dettall fil-klawżola 7.3.2.20 ta' LOC&PAS TSI.

7.3.2.2. Każ speċifiku, iċ-Channel Tunnel (“P”)

Il-preskrizzjonijiet addizzjonali għall-vetturi ferrovjarji tal-passiġġieri maħsuba biex joperaw fiċ-Channel Tunnel huma spjegati fid-dettall fil-klawżola 7.3.2.21 ta' LOC&PAS TSI

▼B









Appendix A

Standards or Normative Documents Referred to in this TSI







TSI Index N° Characteristics to be assessed Clause Normative document 1 Design of escape signage 4.2.1.5.5 ISO 3864-1:2011 2 Specification and assessment of self-rescue device 4.7.1 6.2.8.1 EN 402:2003 3 Specification and assessment of self-rescue device 4.7.1 6.2.8.1 EN 403:2004 4 Assessment of self-rescue device 6.2.8.1 EN 13794:2002









Appendix B

Assessment of the Subsystems

For rolling stock, the sub-system characteristics that must be assessed in the different phases of design, development and production are specified in the LOC&PAS TSI.

For infrastructure and energy, the sub-system characteristics that must be assessed in the different phases of design, development and production are marked by X in the following table.

▼M2







Karatteristiċi li għandhom jiġu vvalutati Fażi tal-proġett Proċeduri ta' valutazzjoni partikolari Rieżami tad-disinn Assemblaġġ qabel it-tqegħid fis-servizz 1 2 3 4.2.1.1. Prevenzjoni ta' aċċess mhux awtorizzat għall-ħruġ ta' emerġenza u għall-kmamar tekniċi X X 4.2.1.2. Reżistenza tal-istrutturi tal-mini għan-nar X 6.2.7.2 4.2.1.3. Reazzjoni ta' materjal tal-bini għan-nar X 6.2.7.3 4.2.1.4. Detezzjoni ta' nar fi kmamar tekniċi X X 4.2.1.5. Faċilitajiet ta' evakwazzjoni X X 6.2.7.4 6.2.7.5 4.2.1.6. Passaġġi ta' ħruġ ta' emerġenza X X 4.2.1.7. Punti ta' evakwazzjoni u salvataġġ X X 4.2.1.8. Komunikazzjoni ta' emerġenza X 4.2.1.9. Provvista ta' elettriku għas-servizzi ta' rispons f'każ ta' emerġenza X 4.2.1.10. Affidabbiltà tas-sistemi elettriċi X 6.2.7.6 4.2.2.1. Tqassim f'sezzjonijiet tal-linja ta' kuntatt X X 4.2.2.2. Ertjar tal-linja ta' kuntatt X X