DEĊIŻJONI TAL-KUMMISSJONI

tal-20 ta' Diċembru 2007

dwar speċifikazzjoni teknika għall-interoperabbiltà (STI) rigward “is-sikurezza fil-mini ferrovjarji” fis-sistema ferrovjarja trans-Ewropea konvenzjonali u ta' veloċità għolja

(innotifikata taħt dokument numru K(2007) 6450)

(Test b'rilevanza għaż-ŻEE)

(2008/163/KE)

IL-KUMMISSJONI TAL-KOMUNITAJIET EWROPEJ,

Wara li kkunsidrat it-Trattat li jistabbilixxi l-Komunità Ewropea,

Wara li kkunsidrat id-Direttiva 2001/16/KE tad-19 ta' Marzu 2001 tal-Parlament Ewropew u tal-Kunsill fuq l-interoperabbiltà tas-sistema ferrovjarja konvenzjonali trans-Ewropea (1), u b'mod partikolari l-Artikolu 6(1) tagħha,

Wara li kkunsidrat id-Direttiva tal-Kunsill 96/48/KE tat-23 ta' Lulju 1996 fuq l-interoperabbiltà tas-sistema ferrovjarja trans-Ewropea ta' veloċità għolja (2), u b'mod partikolari l-Artikolu 6(1) tagħha,

Billi,

ADOTTAT DIN ID-DEĊIŻJONI:

Artikolu 1

A. Speċifikazzjoni Teknika għall-Interoperabbiltà (“STI”) relatata ma' “sikurezza fil-mini ferrovjarji” b'dan hija adottata mill-Kummissjoni fis-sistema ferrovjarja trans-Ewropea konvenzjonali msemmija fl-Artikolu 6(1) tad-Direttiva 2001/16/KE u fis-sistema ferrovjarja trans-Ewropea ta' veloċità għolja msemmija fl-Artikolu 6(1) tad-Direttiva 96/48/KE.

L-STI għandha tkun kif jidher fl-Anness għal din id-Deċiżjoni.

L-STI għandha tkun għal kollox applikabbli għas-sistema ferrovjarja trans-Ewropea konvenzjonali kif definita fl-Anness I għad-Direttiva 2001/16/KE, u s-sistema ferrovjarja trans-Ewropea ta' veloċità għolja kif definita l-Anness I għad-Direttiva 96/48/KE, bil-qies ta' l-Artikolu 2 ta' din id-Deċiżjoni.

Artikolu 2

1. Fir-rigward ta' dawk il-kwistjonijiet li jkunu kklassifikati bħala “Punti Mhux Konklużi” fl-Anness C għall-STI, il-kundizzjonijiet li għandhom ikunu sodisfatti għall-verifika ta' l-interoperabbiltà skond l-Artikolu 16(2) tad-Direttiva 96/48/KE u l-Artikolu 16(2) tad-Direttiva 2001/16/KE għandhom ikunu dawk ir-regoli tekniċi applikabbli li jintużaw fl-Istat Membru li jawtorizza t-tqegħid fis-servizz tas-subsistemi koperti b'din id-Deċiżjoni.

2. Kull Stat Membru għandu jinnotifika lill-Istati Membri l-oħra u lill-Kummissjoni fi żmien sitt xhur min-notifika ta' din id-Deċiżjoni:

Artikolu 3

Din id-Deċiżjoni għandha tapplika mill-1 ta' Lulju 2008.

Artikolu 4

Din id-Deċiżjoni hija indirizzata lill-Istati Membri.

(1) ĠU L 110, 20.4.2001, p. 1. Id-Direttiva kif emendata l-aħħar bid-Direttiva 2007/32/EC (ĠU L 141, 2.6.2007).

(2) ĠU L 235, 17.9.1996, p. 6. Id-Direttiva kif emendata l-aħħar bid-Direttiva 2007/32/EC.

(3) ĠU L 164, 30.4.2004, p. 44.

ANNEX

DIRECTIVE 2001/16/EC — INTEROPERABILITY OF THE TRANS-EUROPEAN CONVENTIONAL RAIL SYSTEM

DIRECTIVE 96/48/EC ON THE INTEROPERABILITY OF THE TRANS-EUROPEAN HIGH-SPEED RAIL SYSTEM

DRAFT TECHNICAL SPECIFICATION FOR INTEROPERABILITY

Subsystems: ‘Infrastucture’, ‘Energy’, ‘Operations and traffic management’, ‘Control-Command and signalling’, ‘Rolling Stock’

Aspect: ‘Safety in railway tunnels’

1. INTRODUCTION 10

1.1. Technical scope 10

1.1.1. Tunnel safety as a part of general safety 10

1.1.2. Tunnel length 10

1.1.3. Fire safety categories of passenger rolling stock 10

1.1.3.1. Rolling stock for tunnels up to 5 km in length 11

1.1.3.2. Rolling stock for all tunnels 11

1.1.3.3 Rolling stock in tunnels with underground stations 11

1.1.4. Underground stations 11

1.1.5. Dangerous goods 11

1.1.6. Particular safety requirements in member states 11

1.1.7. Risk scope, risks that are not covered by this TSI 11

1.2. Geographical scope 12

1.3. Content of this TSI 12

2. DEFINITION OF ASPECT/SCOPE 12

2.1. General 12

2.2. The risk scenarios 13

2.2.1. ‘Hot’ incidents: Fire, explosion followed by fire, emission of toxic smoke or gases. 14

2.2.2. ‘Cold’ incidents: collision, derailment 14

2.2.3. Prolonged stop 14

2.2.4. Exclusions 14

2.3. The role of rescue services 14

3. ESSENTIAL REQUIREMENTS 15

3.1. Essential requirements as set out in Directive 2001/16/EC 15

3.2. Detailed essential requirements related to tunnel safety 15

4. CHARACTERISATION OF THE SUBSYSTEM 16

4.1. Introduction 16

4.2. Functional and technical specifications of the subsystems 17

4.2.1. Overview of the specifications 17

4.2.2. Subsystem Infrastructure 19

4.2.2.1. Installation of switches and crossings 19

4.2.2.2. Prevent unauthorised access to emergency exits and equipment rooms 19

4.2.2.3. Fire protection requirements for structures 19

4.2.2.4. Fire safety requirements for building material 20

4.2.2.5. Fire detection 20

4.2.2.6. Facilities for self-rescue, evacuation and rescue in the event of an incident 20

4.2.2.6.1. Definition of safe area 20

4.2.2.6.2. General 20

4.2.2.6.3. Lateral and/or vertical emergency exits to the surface. 20

4.2.2.6.4. Cross-passages to the other tube 20

4.2.2.6.5. Alternative technical solutions 20

4.2.2.7. Escape walkways 21

4.2.2.8. Emergency lighting on escape routes 21

4.2.2.9. Escape signage 21

4.2.2.10. Emergency communication 22

4.2.2.11. Access for rescue services 22

4.2.2.12. Rescue areas outside tunnels 22

4.2.2.13. Water supply 22

4.2.3. Subsystem Energy 22

4.2.3.1. Segmentation of overhead line or conductor rails 22

4.2.3.2. Overhead line or conductor rail earthing 22

4.2.3.3. Electricity supply 23

4.2.3.4. Requirements for electrical cables in tunnels 23

4.2.3.5. Reliability of electrical installations 23

4.2.4. Subsystem control-command and signalling 23

4.2.4.1. Hot axle box detectors 23

4.2.5. Subsystem rolling stock 23

4.2.5.1. Material properties for rolling stock 23

4.2.5.2. Fire extinguishers for passenger rolling stock 23

4.2.5.3. Fire protection for freight trains 23

4.2.5.3.1. Running capability 23

4.2.5.3.2. Driver's protection 24

4.2.5.3.3. Fire protection for trains with passengers and freight or road vehicles 24

4.2.5.4. Fire barriers for passenger rolling stock 24

4.2.5.5. Additional measures for running capability of passenger rolling stock with a fire on board: 24

4.2.5.5.1. General objectives and required running capability for passenger trains 24

4.2.5.5.2. Requirements for brakes 24

4.2.5.5.3. Requirement for traction 24

4.2.5.6. On board fire detectors 24

4.2.5.7. Communication means on trains 24

4.2.5.8. Emergency brake override 24

4.2.5.9. Emergency lighting system in the train 25

4.2.5.10. Switching off of air conditioning in the train 25

4.2.5.11. Escape design of passenger rolling stock 25

4.2.5.11.1. Passengers' emergency exits 25

4.2.5.11.2. Passenger access door 25

4.2.5.12. Rescue service's information and access 25

4.3. Functional and technical specifications of the interfaces 25

4.3.1. General 25

4.3.2. Interfaces with the Infrastructure subsystem 25

4.3.2.1. Escape walkways 25

4.3.2.2. Inspection of tunnel condition 26

4.3.3. Interfaces with the Energy subsystem 26

4.3.3.1. Sectioning of traction energy supply systems 26

4.3.4. Interfaces with the Control-Command-Signalling subsystem 26

4.3.5. Interfaces with the Traffic Management and Operation subsystem 26

4.3.5.1. Tunnel emergency plan and exercises 26

4.3.5.2. Route book 26

4.3.5.3. Provisions of on-train safety and emergency information to passengers 26

4.3.5.4. Tunnel specific competence of the train crew and other staff 27

4.3.6. Interfaces with the rolling stock subsystem 27

4.3.6.1. Material properties for rolling stock 27

4.3.6.2. Other rolling stock specifications 27

4.3.7. Interfaces with the PRM subsystem 27

4.3.7.1. Escape walkways 27

4.4. Operating rules 27

4.4.1. Checking the condition of trains and appropriate actions 28

4.4.1.1. Before the train commences its service. 28

4.4.1.2. While the train is running 28

4.4.1.2.1. Safety-relevant equipment 28

4.4.1.2.2. Hot axle box incidents 28

4.4.2. Emergency rule 28

4.4.3. Tunnel emergency plan and exercises 29

4.4.3.1. Content 29

4.4.3.2. Identification 29

4.4.3.3. Exercises 29

4.4.4. Earthing procedures 29

4.4.5. Route Book 30

4.4.6. Provision of on-train safety and emergency information to passengers 30

4.4.7. Co-ordination between tunnel control centres 30

4.5. Maintenance rules 30

4.5.1. Inspection of tunnel condition 30

4.5.2. Maintenance of rolling stock 30

4.5.2.1. Passenger rolling stock 30

4.5.2.2. Freight rolling stock 31

4.6. Professional qualifications 31

4.6.1. Tunnel specific competence of the train crew and other staff 31

4.7. Health and safety conditions 31

4.7.1. Self-rescue device 31

4.8. Infrastructure and Rolling stock registers 31

4.8.1. Register of infrastructure 31

4.8.2. Rolling Stock Register 32

5. INTEROPERABILITY CONSTITUENTS 32

6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM 32

6.1. Interoperability constituents 32

6.2. Subsystems 32

6.2.1. Conformity assessment (general) 32

6.2.2. Conformity assessment procedures (modules) 34

6.2.3. Existing solutions 34

6.2.4. Innovative solutions 34

6.2.5. Assessment of maintenance 35

6.2.6. Assessment of operational rules 35

6.2.7. Additional requirements for assessment of specifications concerning the IM 35

6.2.7.1. Installation of switches and crossings 35

6.2.7.2. Prevent unauthorised access to emergency exits and equipment rooms 35

6.2.7.3. Fire protection requirements for structures 35

6.2.7.4. Facilities for self-rescue, rescue and evacuation in the event of an incident 35

6.2.7.5. Access and equipment for rescue services 36

6.2.7.6. Reliability of electrical installations 36

6.2.7.7. Hot axle box detectors 36

6.2.8. Additional requirements for assessment of specifications concerning the RU 36

6.2.8.1. Rescue service's information and access 36

6.2.8.2. Self-rescue device 36

7. IMPLEMENTATION 36

7.1. Application of this TSI to subsystems to be put into service 36

7.1.1. General 36

7.1.2. Newly built rolling stock constructed to an existing design 37

7.1.3. Existing rolling stock intended to run in new tunnels 37

7.2. Application of this TSI to subsystems already in service 37

7.2.1. Introduction 37

7.2.2. Upgrade and renewal measures for tunnels of more than 1 km, subsystems INS and ENE 37

7.2.2.1. INS 37

7.2.2.2. ENE 38

7.2.3. Upgrade and renewal measures for the subsystems CCS, OPE, RST 38

7.2.3.1. CCS: no measure required 38

7.2.3.2. OPE: 38

7.2.3.3. RST (Passenger rolling stock) 38

7.2.4. Other existing tunnels 38

7.3. TSI revision 39

7.4. Exceptions for national, bilateral, multilateral or multinational agreements 39

7.4.1. Existing agreements 39

7.4.2. Future agreements or modification of existing agreements 39

7.5. Specific cases 40

7.5.1. Introduction 40

7.5.2. List of specific cases 40

ANNEX A – INFRASTRUCTURE REGISTER 41

ANNEX B – ROLLING STOCK REGISTER 43

ANNEX C – OPEN POINTS 44

ANNEX D – THE RELATIONSHIP BETWEEN INCIDENT TYPES AND MEASURES 45

ANNEX E – ASSESSMENT OF THE SUBSYSTEMS 48

ANNEX F – MODULES FOR THE EC VERIFICATION OF SUBSYSTEMS 51

ANNEX G – GLOSSARY 70

1. INTRODUCTION

1.1. Technical scope

1.1.1. Tunnel safety as a part of general safety This TSI applies to new, renewed and upgraded subsystems. It concerns the following subsystems mentioned Annex II to Directives 96/48/EC and 2001/16/EC, as amended by Directive 2004/50/EC: infrastructure (‘INF’), energy (‘ENE’), control-command (‘CCS’), operation (‘OPE’) and rolling stock (‘RST’). Safety in tunnels is influenced by general railway safety measures (such as signalling), which are not specified in this TSI. Only specific measures, designed to reduce specific tunnel risks, are prescribed here. General railway safety measures: Risks related to pure railway operation, such as derailment and collision with other trains, are addressed by general railway safety measures. The influence of the tunnel environment and therefore some of the corresponding countermeasures are addressed in this TSI to the extent that they influence safety in railway tunnels. Tunnel-specific measures: The purpose of this TSI is to define a coherent set of measures for the infrastructure, energy, command-control & signalling, rolling stock and traffic operation & management subsystems, thus delivering an optimal level of safety in tunnels in the most cost-efficient way. It shall permit free movement of trains complying with Directives 96/48/EC (on high speed lines) and 2001/16/EC (on conventional lines) under harmonised safety conditions in railway tunnels on the trans-European rail system.

1.1.2. Tunnel length — All specifications in this TSI apply to tunnels of more than 1 km in length, unless stated otherwise. — Tunnels of more than 20 km in length require a special safety investigation that may lead to the specification of additional safety measures not included in this TSI in order to admit interoperable trains (trains complying with the relevant TSIs) in an acceptable fire-safety environment. — Successive tunnels are NOT considered as one tunnel, if the two following requirements are fulfilled: (A) the separation between them in open air is longer than 500 m (B) there is an access/egress facility to a safe area within the open section

1.1.3. Fire safety categories of passenger rolling stock Rolling stock admitted in tunnels shall belong to either of the following two fire safety categories A and B (the following definitions are harmonised with HS RST TSI 4.2.7.2.1 and prEN45545 part 1):

1.1.3.1. Rolling stock for tunnels up to 5 km in length Rolling stock which is designed and built to operate on underground sections and tunnels of not more than 5 km in length, with side evacuation available is defined as category A. In the event of activation of a fire alarm, the train will continue to a safe area (see definition in 4.2.2.6.1), not more than 4 minutes running time away, assuming the train is able to run at 80 km/h. At the safe area, passengers and staff can evacuate the train. If it is not possible for the train to continue, it will be evacuated using the infrastructure facilities in the tunnels.

1.1.3.2. Rolling stock for all tunnels Rolling stock which is designed and built to operate in all tunnels of the trans-European Network is defined as category B. Fire barriers are provided to facilitate the protection of passengers and staff from the effects of heat and smoke on board a burning train for 15 minutes. The fire barriers and additional measures for running capability would permit such trains to leave a 20 km long tunnel and reach a safe area, assuming the train is able to run at 80 km/h. If it is not possible for the train to leave the tunnel, it will be evacuated using the infrastructure facilities provided for the tunnel.

1.1.3.3 Rolling stock in tunnels with underground stations If there are underground stations as defined in 1.1.4 which are specified as locations for evacuation in the emergency plan and if the distances between consecutive underground stations and the nearest underground station to the portal are less than 5 km, the trains shall fulfil the requirements of category A.

1.1.4. Underground stations In respect of railway subsystems, stations that are in tunnels shall fulfil the relevant specifications of this TSI. In addition, parts of the station open to the public shall be in conformity with the national fire safety rules. If these two conditions are fulfilled, then an underground station can be considered as a safe area as specified in 4.2.2.6.1.

1.1.5. Dangerous goods The general safety measures concerning the carriage of dangerous goods are defined in OPE TSI and RID. No tunnel specific measure is prescribed in this TSI. The Relevant National Authority may prescribe specific measures according to clause 1.1.6.

1.1.6. Particular safety requirements in member states Generally, the specifications of this TSI are harmonised requirements. The existing safety level shall not be reduced in a country as stipulated in Directive 2004/49/EC Article 4.1 (Safety Directive). Member states can retain more stringent requirements, as long as these requirements do not prevent the operation of trains complying with Directive 2001/16/EC as amended by Directive 2004/50/EC. They can prescribe new and more stringent requirements in accordance with Directive 2004/49/EC (Safety Directive) 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 IM and of the relevant authorities for rescue, and they shall be subject to a cost-benefit assessment.

1.1.7. Risk scope, risks that are not covered by this TSI This TSI covers specific risks to the safety of passengers and on-board staff in tunnels for the subsystems above. Risks not covered by this TSI are as follows: — Terrorism, as a deliberate and premeditated act which is designed to cause wanton destruction, injury and loss of life. — health and safety of staff involved in the maintenance of the fixed installations in tunnels. — financial loss due to damage to structures and trains. — trespass into the tunnel — impact of a derailed train on the tunnel structure: according to expert judgment, the impact of a derailed train will not be sufficient to reduce the load carrying capacity of the tunnel structure. — safety problems caused by aerodynamic effects of passing trains are not addressed within this TSI (see HS INS TSI)

1.2. Geographical scope

The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to Directive 2001/16/EC and the trans-European High-Speed rail system as described in Annex I to Directive 96/48/EC.

1.3. Content of this TSI

In accordance with Article 5(3) of 2001/16/EC as amended by Directive 2004/50/EC, this TSI:

(a) indicates its intended scope (part of the network or rolling stock referred to in Annex I to the Directive; subsystem or part of subsystem referred to in Annex II to the Directive) — Chapter 2;

(b) lays down essential requirements for each subsystem concerned and its interfaces vis-à-vis other subsystems — Chapter 3;

(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or rolling stock provided for in Annex I to the Directive — Chapter 4;

(d) determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system — Chapter 5;

(e) states, in each case under consideration, the procedures for the assessment of conformity or suitability for use. This includes in particular the modules defined in Decision 93/465/EEC or, where appropriate, the specific procedures to be used to assess either the conformity or the suitability for use of interoperability constituents and ‘EC’ verification of subsystems — Chapter 6;

(f) indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm — Chapter 7;

(g) indicates, for the staff concerned, the professional qualifications for the operation of the subsystem concerned, as well as for the implementation of the TSI — Chapter 4.

Moreover, in accordance with Article 5(5), provision may be made for specific cases for each TSI; these are indicated in Chapter 7.

Lastly, this TSI also comprises, as detailed in Chapter 4, the operating and maintenance rules specific to the scope indicated in paragraphs 1.1 and 1.2 above.

2. DEFINITION OF ASPECT/SCOPE

2.1. General

The TSI ‘Safety in Railway Tunnels’ extends to all parts of the railway system relevant for the safety of passengers and on-board staff in railway tunnels during operation. The subsystems concerned have been defined in section 1.1 Technical scope; it is also stated there that only tunnel specific safety measures are addressed in this TSI. Chapter 2.2 deals with the risk scenarios in tunnels.

The line of defence for the promotion of safety in tunnels comprises four successive layers: Prevention, mitigation, evacuation and rescue. The largest contribution is in the area of prevention followed by mitigation and so on. A major feature of railways is their inherent ability to prevent accidents through the traffic running on a guide-way and being controlled and regulated using a signalling system. The layers of safety combine to produce a low level of residual risk.

2.2. The risk scenarios

This TSI assumes that the pure ‘railway risks’ are covered by appropriate measures, deriving generally from the safety standards applying in the rail industry, and reinforced by the other TSIs which are being finalised or will be mandated to the European Railway Agency (ERA). However this TSI will also look at measures which could offset or mitigate the difficulty of evacuation or rescue operations following a railway accident.

Relevant measures have been identified, which will suppress or significantly reduce the risks arising from these scenarios. 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 concerned.

The measures prescribed can be considered as a response to the following three types of incidents

2.2.1. ‘Hot’ incidents: Fire, explosion followed by fire, emission of toxic smoke or gases. The main danger is fire. It is assumed that the fire starts in one passenger train or power-unit and is fully developed 15 minutes after ignition. It is discovered and the alarm is raised during these first 15 minutes. Whenever possible the train leaves the tunnel. If the train comes to a stop, passengers are evacuated, directed by the train crew, or by self-rescue, to a safe area.

2.2.2. ‘Cold’ incidents: collision, derailment The tunnel specific measures concentrate on access/egress facilities to support evacuation and the intervention of rescue forces. The difference with the hot scenarios is that there is no time constraint due to the presence of a hostile environment created by a fire.

2.2.3. Prolonged stop Prolonged stop (an unplanned stop in a tunnel, without a fire on board, for longer than 10 minutes) is not, by itself, a threat to passengers and staff. However it may lead to panic and to spontaneous, uncontrolled evacuation that exposes people to dangers present in a tunnel environment. Measures shall be provided to keep such a situation under control.

2.2.4. Exclusions The scenarios that have not been dealt with are listed in section 1.1.7.

2.3. The role of rescue services

The definition of the role of the rescue services is a matter for the Relevant National Authority. The measures specified in this TSI for rescue are based on the assumption that rescue services intervening in a tunnel accident shall protect lives as a first priority and not material values such as vehicles or structures. It is assumed that they are expected to:

In a ‘hot’ incident type

— Try to 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 accident

— Conduct evacuation from safe areas inside the tunnel to open air

In a ‘cold’ incident type

— Provide initial help to people with critical injuries

— Free trapped people

— Evacuate people

No demands on time or performance requirements are included in this TSI. Considering that accidents in railway tunnels involving multiple fatalities are rare, it is implicit that there might be events, with an extremely low probability, against which even well equipped rescue services would be powerless, such as a major fire involving a freight train.

Detailed scenarios adapted to local conditions shall be developed for the emergency plans to be approved by the Relevant National Authority. If the expectations of the rescue services expressed in those plans go beyond the assumptions described above, then additional appropriate measures or equipment can be provided.

Annex D shows the qualitative relationship between the incident types and the measures. In addition Annex D gives a full description how the measures contribute to the four layers of defence mentioned in 2.1: prevention, mitigation, evacuation and rescue.

3. ESSENTIAL REQUIREMENTS

This chapter lays down the essential requirements in Annex III to the Directive which apply to the subsystem, part of the subsystem or aspect concerned.

For each of these essential requirements, details are provided on how they are taken into account by the TSI, for example through a functional or technical specification, an operating rule or a condition relating to the level of staff competence.

3.1. Essential requirements as set out in Directive 2001/16/EC

Directive 2001/16/EC as amended by Directive 2004/50/EC sets out, in annex III, the following essential requirements to be met on the trans-European conventional system:

— Safety

— Reliability and Availability

— Health

— Environmental Protection

— Technical compatibility.

Safety and Technical compatibility are considered relevant for this TSI. (Reliability and Availability can be considered as a prerequisite for safety and should not be diminished as a result of the provisions of this TSI. Health and Environmental Protection involve the same detailed essential requirements in Annex III to the Directive).

3.2. Detailed essential requirements related to tunnel safety

The detailed essential requirements listed in Annex III of Directive 2001/16/EC as amended by Directive 2004/50/EC, which are relevant for tunnel safety, are quoted below in italics.

Section 1.1.1 of Annex III (General): The design, construction or assembly, maintenance and monitoring of safety-critical components and, more particularly, of the components involved in train movements must be such as to guarantee safety at the level corresponding to the aims laid down for the network, including those for specific degraded situations.

This essential requirement is satisfied by the functional and technical specification in sections 4.2 Functional and technical specifications of the subsystems, 4.5 Maintenance rules.

Section 1.1.4 of Annex III (General): The design of fixed installations and rolling stock and the choice of the materials must be aimed at limiting the generation, propagation and effects of fire and smoke in the event of fire.

This essential requirement is satisfied by the functional and technical specifications in sections 4.2.2.3 Fire protection requirements for structures 4.2.2.4 Fire safety requirements for building material and 4.2.5.1 Material properties for rolling stock

Section 2.1.1 of Annex III (Infrastructure): Appropriate steps must be taken to prevent access to or undesirable intrusions into installations.

This essential requirement is satisfied by the functional and technical specifications in section 4.2.2.2 Prevent unauthorised access to emergency exits and equipment rooms.

Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels

This essential requirement is satisfied by this TSI as a whole; it applies to tunnels with a length between 1 and 20 km. For tunnels longer than 20 km see 1.1.2

Section 2.2.1 of Annex III (Energy): Operation of the energy-supply system must not impair the safety either of trains or of persons (users, operating staff, trackside dwellers and third parties).

This essential requirement is satisfied by the functional and technical specifications in sections 4.2.3.1 Segmentation of overhead line or conductor lines, 4.2.3.2 Overhead line or conductor rail earthing, 4.2.3.5 Reliability of electrical installations and 4.2.3.4 Requirements for electrical cables in tunnels.

Section 2.4.1 of Annex III (Rolling Stock) In the event of danger, devices must enable passengers to inform the driver and permit accompanying staff to contact him.

This essential requirement is satisfied by the functional and technical specifications in section 4.2.5.3 of the HS RST TSI Passenger alarm. The present SRT TSI refers to this essential requirement in sections 4.2.5.7 Communication means on trains and 4.2.5.8 Emergency brake override.

Emergency exits must be provided and indicated.

This essential requirement is satisfied by the functional and technical specifications in sections 4.4.6 Provision of on-train safety and emergency information to passengers and 4.2.5.11 Escape design of passenger rolling stock.

Appropriate provisions must be laid down to take account of the particular safety conditions in very long tunnels.

This essential requirement is satisfied by the functional and technical specifications in sections 4.2.5.3 Fire protection for freight trains, 4.2.5.4 Fire barriers for passenger rolling stock 4.2.5.5 Additional measures for running capability of passenger rolling stock with a fire on board, 4.2.5.6 On-board fire detectors.

An emergency lighting system of sufficient intensity and duration is compulsory on board trains.

This essential requirement is satisfied by the functional and technical specifications in section 4.2.5.9 Emergency lighting system in the train.

Trains must be equipped with a public address system, which provides a means of communication to the public from on-board staff and ground control.

This essential requirement is satisfied by the functional and technical specifications in sections 4.2.5.7 Communication means on trains.

Section 2.6.1 of Annex III (Operation and traffic management): Alignment of the network operating rules and the qualifications of drivers and on-board staff and of the staff in the control centres must be such as to ensure safe operation, bearing in mind the different requirements of cross-border and domestic services.

The maintenance operation and intervals, the training and qualifications of the maintenance and control centre staff and the quality insurance system set up by the operators concerned in the control and maintenance centres must be such as to ensure a high level of safety.

This essential requirement is satisfied by the functional and technical specifications in sections 4.4.1 Checking the conditions of trains and appropriate actions, 4.4.2 Emergency rule, 4.4.5 Route book, 4.4.3 Tunnel emergency plan and exercises and 4.6.1 Tunnel specific competence of the train crew and other staff.

4. CHARACTERISATION OF THE SUBSYSTEM

4.1. Introduction

The trans-European conventional rail system, to which Directive 2001/16/EC as amended by Directive 2004/50/EC applies and of which the subsystems are parts, is an integrated system for which the consistency must be verified. 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 and maintenance rules for the railway.

Taking account of all the applicable essential requirements, the aspect of safety in railway tunnels of the subsystems CR INS/ENE/CCS/OPE/RST is characterised by the provisions of chapter 4.2.

This TSI applies to new, renewed and upgraded subsystems (infrastructure, energy, control-command and signalling, operation, rolling stock) in tunnels. The conditions of application for renewed and upgraded subsystems are defined in art 14.3 of Directive 2001/16/EC as amended by Directive 2004/50/EC, and an implementation strategy is outlined in chapter 7. The requirements for upgrade or renewal (described in chapter 7) may be less extensive than those for the target subsystems (described in chapter 4).

The functional and technical specifications of the domain and its interfaces, described in sections 4.2 and 4.3, shall not impose the use of specific technologies or technical solutions, except where this is strictly necessary for the interoperability of the trans-European High Speed rail network. Innovative solutions, which do not fulfil the requirements, specified in this TSI and/or which are not assessable as stated in this TSI require new specifications and/or new assessment methods. In order to allow technological innovation, these specifications and assessment methods shall be developed by the process described in clause 6.2.4.

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. Overview of the specifications Subsystem Infrastructure Installation of switches and crossings Prevent unauthorised access to emergency exits and equipment rooms Fire protection requirements for structures Fire safety requirements for building material Fire detection Facilities for self-rescue, evacuation and rescue in the event of an incident Definition of safe area General Lateral and/or vertical emergency exits to the surface. Cross-passages to the other tube Alternative technical solutions Escape walkways Emergency lighting on escape routes Emergency communication Access for rescue services Rescue areas outside tunnels Water supply Subsystem Energy Segmentation of overhead line or conductor rails Overhead line or conductor rail earthing Electricity supply Requirements for electrical cables in tunnels Reliability of electrical installations Subsystem control-command and signalling Hot axle box detectors Subsystem rolling stock Material properties for rolling stock Fire extinguishers for passenger rolling stock Fire protection for freight trains Running capability Driver's protection Fire protection of trains with passengers and freight or road vehicles Fire barriers for passenger rolling stock Additional measures for running capability of passenger rolling stock with a fire on board General objectives and required running capability for passenger trains Requirements for brakes Requirement for traction On board fire detectors Communication means on trains Emergency brake override Emergency lighting system in the train Switching off of air conditioning in the train Escape design of passenger rolling stock Passengers' emergency exits Passenger access door Rescue service's information and access Operating Rules Checking the condition of trains and appropriate actions Before the train commences its service While the train is running Safety-relevant equipment Hot axle box incidents Emergency rule Tunnel emergency plan and exercises Content Identification Exercises Earthing procedures Route Book Provision of on-train safety and emergency information to passengers Co-ordination between tunnel control centres Maintenance Rules Inspection of tunnel condition Maintenance of rolling stock Passenger rolling stock Freight rolling stock Professional Qualifications Tunnel specific competence of the train crew and other staff Health and Safety Conditions Self-rescue device

4.2.2. Subsystem Infrastructure For the installation of safety equipment in tunnels, allowance shall be made for the actions of aerodynamic effects produced by passing trains.

4.2.2.1. Installation of switches and crossings The infrastructure manager shall ensure that only the minimum number of switch and crossing layouts is installed in accordance with the design, safety and operational requirements.

4.2.2.2. Prevent unauthorised access to emergency exits and equipment rooms For equipment rooms and emergency exits, physical systems, e.g. locks, shall be used to prevent unauthorised access from outside; from inside, it shall always be possible to open the doors for evacuation.

4.2.2.3. Fire protection requirements for structures This specification applies to all tunnels, irrespective of their length. The integrity of the structure shall be maintained, in the event of fire, for a period of time sufficiently long to permit self-rescue and evacuation of passengers and staff and the intervention of rescue services without the risk of structural collapse. The fire performance of the finished tunnel surface, whether in situ rock or concrete lining, has to be assessed. It shall withstand the temperature of the fire for a particular duration of time. The specified ‘temperature-time curve’ (EUREKA-curve) is given in the following figure. It is to be used for the design of concrete structures only.

4.2.2.4. Fire safety requirements for building material This specification applies to all tunnels, irrespective of their length. This specification applies to building material and installations inside tunnels other than structures, which are covered in 4.2.2.3. They shall have low flammability, be non-flammable or protected, depending on the design requirements. The material for tunnel substructure shall fulfil the requirements of classification A2 of EN 13501-1:2002. Non-structural panels and other equipment shall fulfil the requirements of classification B of EN 13501-1:2002.

4.2.2.5. Fire detection Technical rooms are enclosed spaces with doors for access/egress inside or outside the tunnel with safety installations which are necessary for the following functions: self rescue and evacuation, emergency communication, rescue and fire fighting and traction power supply. They shall be equipped with detectors which alert the infrastructure manager in case of fire.

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

4.2.2.6.1. Definition of safe area Definition: a safe area is a place inside or outside a tunnel where all of the following criteria apply — Conditions are survivable — Access for people is possible aided and unaided — People may accomplish self-rescue if the opportunity is available, or may wait to be rescued by the rescue services using procedures detailed in the emergency plan — Communication shall be possible, either by mobile phone or by fixed connection to the control centre of the IM.

4.2.2.6.2. General The design of a tunnel shall take into account the need for provision of facilities to allow the self-rescue and evacuation of train passengers and staff and allow the rescue services to rescue people in the event of an incident in a tunnel. The technical solutions described in 4.2.2.6.3 to 4.2.2.6.5 fulfil this requirement and one of them shall be selected

4.2.2.6.3. Lateral and/or vertical emergency exits to the surface. These exits shall be provided at least every 1 000 m. The minimum dimensions of lateral and or vertical emergency exits to the surface shall be 1,50 m wide and 2,25 m high. The minimum dimensions of the doors opening shall be 1,40 m wide × 2,00 m high. Requirements for exits that function as main access routes for rescue services are described in 4.2.2.11. Access for rescue services. All exits shall be equipped with lighting and signs.

4.2.2.6.4. Cross-passages to the other tube Cross-passages between adjacent independent tunnels enable the adjacent tunnel to be employed as a safe area. They must be equipped with lights and signs. Minimum dimensions of the cross-passage are 2,25 m height × 1,50 m width. The minimum dimensions of the doors are 2,00 m height and 1,40 m width. Cross-passages in conformity with these requirements shall be provided at least every 500 m.

4.2.2.6.5. Alternative technical solutions Alternative technical solutions providing a safe area with a minimum equivalent safety level are permitted. A technical study shall be undertaken to justify the alternative solution which must be agreed by the Relevant National Authority.

4.2.2.7. Escape walkways This specification applies to all tunnels of more than 500 m in length. Walkways shall be constructed in a single track tunnel on at least one side of the track and in a double track tunnel on both sides of the tunnel. In wider tunnels with more than two tracks access to a walkway shall be possible from each track. The width of the walkway shall be a minimum of 0,75 m. The minimum vertical clearance above the walkway shall be 2,25 m. The minimum level of the walkway shall be within the height of the rail. 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. Handrails shall be installed approximately 1 m above walkway providing a route to a safe area. Handrails shall be placed outside the required minimum clearance of the walkway. Handrails shall be angled at 30o to 40o to the longitudinal axis of the tunnel at the entrance to and exit from an obstacle.

4.2.2.8. Emergency lighting on escape routes This specification applies to all continuous tunnels of more than 500 m length. Emergency lighting shall be provided to guide passengers and staff to a safe area in the event of emergency. Illumination by means other than electricity is acceptable, provided that it fulfils the intended function. Illumination is required as follows: Single-track tube: one side (same as walkway) Double-track tube: both sides. Position of lights: above walkway, as low as possible, not to interfere with the free space for the passage of persons, or built-in into handrails. The luminance shall be at least 1 lux at walkway level. Autonomy and reliability: guaranteed power supply for emergency or other requirements to ensure availability for at least 90 minutes. 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 — manually from inside the tunnel at intervals of 250 m — by the tunnel operator using remote control

4.2.2.9. Escape signage This specification applies to all tunnels of more than 100 m length. The escape signage indicates the emergency exits, the distance and the direction to a safe area. All signs shall be designed according to the requirements of Directive 92/58/EC of 24 June 1992 concerning the provision of health and/or safety signs at work and to ISO 3864-1. Escape signs shall be installed on the sidewalls. The maximum distance between escape signs shall be 50 m. Signs shall be provided in the tunnel to indicate the position of emergency equipment, where such equipment is present.

4.2.2.10. Emergency communication Radio communication between the train and the control centre shall be provided in each tunnel with GSM-R. There is no need for additional communication systems such as emergency telephones. Radio continuity shall be provided for permitting the rescue services to communicate with their on-site command facilities. The system shall allow the rescue services to use their own communication equipment.

4.2.2.11. Access for rescue services Rescue services shall be able to enter the tunnel in the case of an incident, via the tunnel portals and/or appropriate emergency exits (see 4.2.2.6.3). These access routes shall be at least 2,25 m wide and 2,25 m high. The IM shall describe in the emergency plan those facilities dedicated as access routes. If road accessibility is required in the emergency plan, it should be as close as possible to the planned rescue area. Alternative means of access shall be described in the emergency plan.

4.2.2.12. Rescue areas outside tunnels Rescue areas of minimum 500 m2 shall be provided near the tunnel at the access roads. Existing roads can be considered as rescue areas. If road access is not reasonably practicable, alternative solutions shall be provided in consultation with the rescue services

4.2.2.13. Water supply Water supply shall be provided at access points to the tunnel in consultation with the rescue services. The capacity shall be minimum 800 litres per minute for two hours. The water source can be a hydrant or any water supply of minimum 100 m3 such as a basin, river or other means. The method for bringing the water to the site of the incident shall be described in the emergency plan.

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

4.2.3.1. Segmentation of overhead line or conductor rails This specification applies to tunnels of more than 5 km in length. The traction energy supply system in tunnels shall be divided up into sections, each not exceeding 5 km. This specification applies only if the signalling system permits the presence of more than one train in the tunnel on each track simultaneously. The location of the switches shall be arranged in accordance with the requirements of the tunnel emergency plan, and so that the number of switches in the tunnel is minimised. Remote control and switching of each ‘switching section’ shall be provided. A means of communication means and lighting shall be provided at the switching location to enable safe manual operation and maintenance of the switching equipment.

4.2.3.2. Overhead line or conductor rail earthing Earthing devices shall be provided at tunnel access points and close to the separation points between sections (see 4.2.3.1). These shall be either fitted manually or remote controlled fixed installations. Communication and lighting means necessary for earthing operations shall be provided. Procedures and responsibilities for earthing shall be defined between the infrastructure manager (IM) and the rescue services in the emergency plan (See 4.4.4 Earthing procedures)

4.2.3.3. Electricity supply The electricity power distribution system in the tunnel shall be suitable for rescue services' equipment in accordance with the emergency plan for the tunnel. Some national rescue services groups may be self sufficient in relation to power supply. In this case, the option of not providing power supply facilities for the use of such groups may be appropriate. Such a decision, however, must be described in the emergency plan.

4.2.3.4. Requirements for electrical cables in tunnels In case of fire, exposed cables shall have the characteristics of low flammability, low fire spread, low toxicity and low smoke density. These requirements are fulfilled by compatibility of the cables with EN 50267-2-1 (1998), EN 50267-2-2 (1998) and EN 50268-2 (1999)

4.2.3.5. Reliability of electrical installations Electrical installations relevant for safety (Fire detection, emergency lighting, emergency communication and any other system identified by the Infrastructure Manager or contracting entity as vital to the safety of passengers in the tunnel) shall be protected against damage arising from mechanical impact, heat or fire. The distribution system shall be designed to enable the system to tolerate unavoidable damage by (for example) energizing alternative links. The electrical supply shall be capable of full operation in the event of the loss of any one major element. Emergency lights and communication systems shall be provided with 90 minutes backup.

4.2.4. Subsystem control-command and signalling This section applies to the trackside part of the CCS Subsystem.

4.2.4.1. Hot axle box detectors Line-side hot axle box detection or predictive equipments shall be installed on networks with tunnels at strategic positions so that there is a high probability tof detecting a hot axle box before the train enters a tunnel and that a defective train can be stopped ahead of the tunnel(s). The IM shall designate line-side hot axle box detectors and their location in the Infrastructure Register. The RU shall include information about these in the Route Book.

4.2.5. Subsystem rolling stock

4.2.5.1. Material properties for rolling stock The selection of materials and components shall take into account the fire behaviour properties. Passenger rolling stock: clause 4.2.7.2.2 of HS RST TSI applies also to CR rolling stock. Freight rolling stock: See clause 4.2.7.2.2.4 of CR RST TSI (freight wagons, version EN07 dated 5.1.2005) Material requirement

4.2.5.2. Fire extinguishers for passenger rolling stock The provisions of clause 4.2.7.2.3.2 of HS RST TSI apply also for CR passenger rolling stock.

4.2.5.3. Fire protection for freight trains

4.2.5.3.1. Running capability No specific running capability with a fire on board is requested for freight traction units or wagons (in addition to the specifications of CR RST TSI freight wagons) although the objective of bringing the train out of the tunnel also applies to freight trains. On board fire detectors shall be specified for freight traction units as for passenger power units (4.2.5.6).

4.2.5.3.2. Driver's protection Minimum requirement for fire protection of the driver: Traction units shall have a fire barrier to protect the driver's cab. The fire barriers shall satisfy requirements for integrity for a minimum of 15 minutes. The fire performance test shall be carried out in accordance with the requirements of EN 1363-1 partition test. (Remark: protection of the driver see also 4.7.1)

4.2.5.3.3. Fire protection for trains with passengers and freight or road vehicles In trains transporting passengers and freight or road vehicles, the passenger coaches shall fulfil the relevant prescriptions of chapter 4.2.5 of this TSI. National laws can specify additional requirements in the field of operation, in order to account for the additional risk of such trains, as long as these requirements do not prevent the running of trains complying with Directive 2001/16/EC as amended by Directive 2004/50/EC. (Exceptions for national, bilateral, multilateral or multinational agreements are listed in chapter 7.4)). Traction units shall fulfil the requirements for passenger locomotives. For freight wagons, the relevant TSIs apply.

4.2.5.4. Fire barriers for passenger rolling stock Clause 4.2.7.2.3.3 of HS RST TSI ‘Fire resistance’ applies also to CR rolling stock,

4.2.5.5. Additional measures for running capability of passenger rolling stock with a fire on board:

4.2.5.5.1. General objectives and required running capability for passenger trains This section includes measures which shall be achieved to improve the probability that a passenger train with a fire on board will continue to operate for: — 4 minutes for rolling stock in fire safety category A according to 1.1.3.1. This shall be deemed to be satisfied by fulfilment of the requirements for brakes (4.2.5.5.2) — 15 minutes for rolling stock in fire safety category B according to 1.1.3.2. This shall be deemed to be satisfied by fulfilment of the requirements for brakes and traction (4.2.5.5.2 and 4.2.5.5.3) For tunnels longer than 20 km, the need for additional infrastructure and operations safety measures shall be considered. A fire safety category B train complying with the requirements of the relevant TSIs shall not be prevented from operating in tunnels longer than 20 km.

4.2.5.5.2. Requirements for brakes The requirements for brakes in clause 4.2.7.2.4 of the HS RST TSI shall apply also to CR rolling stock of fire safety categories A and B.

4.2.5.5.3. Requirement for traction The requirements for traction in clause 4.2.7.2.4 of the HS RST TSI shall apply also to CR rolling stock of fire safety category B.

4.2.5.6. On board fire detectors The requirements of clause 4.2.7.2.3.1 of the HS RST TSI apply also to CR rolling stock.

4.2.5.7. Communication means on trains The requirements of clause 4.2.5.1 of the HS RST TSI apply also to CR rolling stock.

4.2.5.8. Emergency brake override The provisions in clause 4.2.5.3 ‘Passenger alarm’ of the HS RST TSI also apply to CR rolling stock.

4.2.5.9. Emergency lighting system in the train The provisions in clause 4.2.7.13 ‘Emergency lighting’ of HS RST TSI apply also to CR passenger rolling stock, except that an autonomy of 90 minutes after the main energy supply has failed is required

4.2.5.10. Switching off of air conditioning in the train The provisions in clause 4.2.7.12.1 HS RST TSI ‘Passenger and train crew areas equipped with air conditioning’ apply also to CR passenger rolling stock

4.2.5.11. Escape design of passenger rolling stock

4.2.5.11.1. Passengers' emergency exits Arrangement, operation and signage of emergency exits in CR passenger rolling stock shall satisfy the requirements of clause 4.2.7.1.1, letters A to C, of HS RST TSI.

4.2.5.11.2. Passenger access door The doors shall be provided with an individual internal and external emergency-opening device in conformity with clause 4.2.2.4.2.1, letter g, of the HS RST TSI.

4.2.5.12. Rescue service's information and access The rescue services shall be provided with a description of rolling stock to permit them to handle emergencies. In particular information should be provided on how to obtain access to the interior of the rolling stock.

4.3. Functional and technical specifications of the interfaces

4.3.1. General The SRT TSI being a transverse TSI specifies measures relating to several other subsystems in one of the following ways: — Simply referring to a specific clause in the other subsystem — Referring to a specific clause in the other subsystem and completing it with particular requirements for railway tunnels (e.g. clause 4.5.1 Inspection of tunnel condition) — Referring to a specific clause in the other subsystem and declaring that this clause shall also apply to a subsystem for which currently no TSI exists (e.g. clause 4.2.5.2 ‘Fire extinguishers for passenger rolling stock’ refers to HS RST TSI 4.2.7.2.3.2 and states that it shall apply also for CR rolling stock). The list of interfaces is given below. References to clauses in other TSIs have to be considered as recommendations for the CR TSIs that are referred to.

4.3.2. Interfaces with the Infrastructure subsystem CR SRT TSI HS INS TSI 4.2.2.7 Escape walkways 4.2.23.2 Emergency walkways in tunnels 4.5.1. Inspection of tunnel condition 4.5.1 Maintenance plan The references of interfaces to CR INS are to be specified at a later stage, when the CR INS TSI is available

4.3.2.1. Escape walkways The definition of escape walkways is described in the CR SRT TSI 4.2.2.7. The HS INS TSI has referred to this specification. The CR SRT TSI is responsible for it.

4.3.2.2. Inspection of tunnel condition The inspection of tunnel condition is based on the general specifications of the maintenance plan in clause 4.5.1 of HS TSI INS and of the future CR TSI INS with the additional requirements described in clause 4.5.1. of this TSI.

4.3.3. Interfaces with the Energy subsystem CR SRT TSI HS ENE TSI 4.2.3.1 Segmentation of over head line or conductor rails 4.2.7. Continuity of power supply in case of disturbances The references of interfaces to CR ENE are to be specified at a later stage, when the CR ENE TSI is available

4.3.3.1. Sectioning of traction energy supply systems The SRT clause 4.2.3.1 Segmentation of overhead line or conductor rails and the HS ENE TSI clause 4.2.7 deal with the same issues: sectioning of the overhead contact line system and continuity of operation. They are linked.

4.3.4. Interfaces with the Control-Command-Signalling subsystem CR SRT TSI HS CCS TSI CR CCS TSI 4.2.4.1 Detectors for hot axle boxes 4.2.4.1 The hot axle box detectors have to be able to detect a hot axle box. The SRT TSI defines no subsystem specification, only the location of the hot axle box detectors.

4.3.5. Interfaces with the Traffic Management and Operation subsystem CR SRT TSI HS OPE TSI CR OPE TSI 4.4.1 Checking the condition of trains and appropriate actions 4.2.2.7.1 4.2.3.3 4.2.3.3.2 4.2.3.6.3 4.2.3.7 4.4.3 Tunnel emergency plan and exercises 4.2.3.7 4.4.5 Route book 4.2.1.2.2 4.4.6 Provisions of on-train safety and emergency information to passengers 4.2.3.7 4.6.1 Tunnel specific competence of the train crew and other staff 4.6 and annexes H and J

4.3.5.1. Tunnel emergency plan and exercises In addition to the requirements for the management of emergency situations as described in clause 4.2.3.7 of the CR OPE TSI, the specific requirements for a tunnel emergency plan are described in clause 4.4.3 of this TSI.

4.3.5.2. Route book On lines with tunnels the Route Book has to specify in addition to the requirements described in clause 4.2.1.2.2 of CR OPE TSI, the requirements described in clause 4.4.5 of this TSI.

4.3.5.3. Provisions of on-train safety and emergency information to passengers In addition to the requirements for management of the emergency situations as described in clause 4.2.3.7 of the CR OPE TSI, the tunnel safety specific requirements are described in clause 4.4.6 of this TSI.

4.3.5.4. Tunnel specific competence of the train crew and other staff In addition to the requirements of CR OPE TSI 4.6 dealing with the professional and linguistic competency and the assessment process required for staff to attain this competency, the SRT TSI clause 4.6.1 specifies the competences required to manage degraded situations in tunnels.

4.3.6. Interfaces with the rolling stock subsystem CR SRT TSI HS RST TSI CR WAG TSI 4.2.5.1 Material properties for rolling stock 4.2.7.2.2 4.2.7.2.1 4.2.5.2 Fire extinguishers for rolling stock 4.2.7.2.3.2 4.2.5.3 Fire protection for freight trains 4.2.5.4 Fire barriers for passenger rolling stock 4.2.7.2.3.3 4.2.5.5 Additional measures to improve running capability of passenger rolling stock with a fire on board 4.2.7.2.4 4.2.5.6 On board fire detectors 4.2.7.2.3.1 4.2.5.7 Communication means on trains 4.2.5.1 4.2.5.8 Emergency brake override 4.2.5.3 4.2.5.9 Emergency lighting system in the train 4.2.7.13 4.2.5.10 Switching off of air conditioning in the train 4.2.7.12.1 4.2.5.11 Escape design of passenger rolling stock 4.2.7.1.1 A-C 4.2.2.4.2.1 g The references to interfaces with CR RST other than freight wagons are to be specified at a later stage, when the relevant CR RST TSI is available.

4.3.6.1. Material properties for rolling stock Clause 4.2.5.1 specifies the fire behaviour properties of materials and components. It requires the same properties for CR passenger rolling stock as for HS rolling stock and therefore refers to clause 4.2.7.2.2 of the HS RST TSI. For CR freight rolling stock, the relevant properties are defined in clause 4.2.7.2.1 of the CR WAG TSI.

4.3.6.2. Other rolling stock specifications The specifications 4.2.5.2, 4.2.5.4 to 4.2.5.11 of the SRT TSI for CR rolling stock are the same as those for HS rolling stock.

4.3.7. Interfaces with the PRM subsystem CR SRT TSI PRM TSI 4.2.2.7 Escape walkways 4.2.2.3 Wheelchair spaces

4.3.7.1. Escape walkways The dimensions for escape walkways are chosen in relation to the CR PRM TSI, where a width of 0,75 m is requested for the use of wheelchairs.

4.4. Operating rules

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

In light of the essential requirements in Chapter 3, the operating rules specific to tunnel safety in the subsystems concerned by this TSI are as follows:

4.4.1. Checking the condition of trains and appropriate actions The condition of safety relevant equipment on the train shall be checked — During maintenance of rolling stock, by the RU or by the entity responsible for the maintenance of the rolling stock (See section 4.5.2) — Before the train begins its service, by the RU, — While the train is running, by the RU. This requirement completes CR OPE TSI 4.2.2.7

4.4.1.1. Before the train commences its service. The requirement of CR OPE TSI 4.2.3.3 is important for SRT

4.4.1.2. While the train is running The requirements of CR OPE TSI 4.2.3.3.2, 4.2.3.6.3 and 4.2.3.7 are important for SRT

4.4.1.2.1. Safety-relevant equipment If one of the following items of equipment is found to be defective while the train is running: — Public address system, — Emergency lighting, — Door unlocking system — Emergency brake override system — Fire detection — Train radio The RU shall have plans for continuation of safe operation of trains under the resulting degraded conditions or to stop. The IM shall be informed immediately by the train crew.

4.4.1.2.2. Hot axle box incidents If a hot axle box is detected: — The defective train shall stop as soon as possible at an appropriate place ahead of the tunnel(s). — The IM shall be informed of the location where the train stops immediately — The defective parts shall be checked by the train crew — The RU shall have rules to permit safe operation to continue under the resulting degraded conditions.

4.4.2. Emergency rule The IM's operation rules shall adopt and develop in more detail, if necessary, the principle that in case of an incident (except a derailment, that requires an immediate stop) — The train shall be brought to a halt before entering a tunnel, or driven out of a tunnel. — In tunnels with underground stations, the train may be evacuated at an underground platform. The procedures for this situation shall be developed by the IM and the RU and be detailed in the emergency plan In all cases, the IM shall be informed immediately by the train crew and no additional scheduled train shall be permitted to enter the tunnel.

4.4.3. Tunnel emergency plan and exercises An emergency plan shall be developed under the direction of the Infrastructure Manager, in co-operation, where appropriate, with the railway undertakings, the rescue services and the relevant authorities for each tunnel. It shall fulfil the requirements of CR OPE TSI 4.2.3.7 ‘Managing an emergency situation’ and meet the following additional specifications. If the tunnels on the route are similar, the emergency plan may be generic.

4.4.3.1. Content The emergency plan shall be consistent with the self-rescue, evacuation and rescue facilities provided. The emergency plan shall contain as a minimum: — The tasks, the names, the addresses and telephone numbers of all relevant organisations; any changes in this respect shall be reported immediately and the emergency plan updated accordingly by the IM. — The identification of the tunnel must be unique, and a precise description and plan of the access routes for the rescue services — The measures provided and the strategy for evacuation of passengers from the tunnel in the event of an incident in the tunnel. In the event of a prolonged stop (defined in 2.2 Risk scenarios), it shall be possible to make a decision and to start an appropriate course of action leading to evacuation of passengers (start real evacuation or have an appropriate evacuation train set in movement) within 60 minutes after the train has come to a rest. The decision must be based on an assessment of the relative risks of the passengers remaining on board the train or being moved to a safe area. — Isolation and Earthing procedures (see 4.4.4)

4.4.3.2. Identification All doors leading to emergency exits or cross-passages (see 4.2.2.6.) are to be uniquely defined and marked on both sides. This identification shall be defined in the emergency plan and in the Route Book and shall be used in all communications between railway undertakings, the infrastructure manager and the rescue services. Any relevant change in this respect must be reported immediately; the emergency plan has to be updated appropriately by the IM and the Route book by the RU according to clause 4.2.1.2.2.2 CR OPE TSI.

4.4.3.3. Exercises Prior to 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. 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.

4.4.4. Isolation and Earthing procedures If the rescue services require disconnection of the traction power supply, they shall receive a guarantee that the relevant sections of catenaries or conductor rails have been disconnected before entering the tunnel or a section of the tunnel. It is the responsibility of the infrastructure manager to disconnect the traction power supply. The responsibility for earthing shall be defined in the emergency plan. Provision shall be made for isolation of the section in which the incident has taken place.

4.4.5. Route Book The Route Book defined in CR OPE TSI 4.2.1.2.2.1 shall indicate the relevant safety information for tunnels.

4.4.6. Provision of on-train safety and emergency information to passengers As specified in the CR OPE TSI 4.2.3.7 the RUs shall have processes to inform passengers of on board emergency and safety procedures in tunnels. Such information shall be provided in the language of the country the train is running in as a minimum, plus English. As far as possible, visual information (pictograms) shall be used. The core content and minimum requirement for information should be: — Keep corridors, doors, emergency exits and fire extinguishers free of luggage, bicycles etc — In case of fire, and if you are able to do so, try to extinguish the fire by using the on-board extinguishers — Alert the train crew. — If there is no immediate danger, await instructions from the train crew. — If necessary or if instructed move to another coach — Once the train is stationary, follow the instructions given by the train crew. — If leaving the train in the event of an emergency follow the emergency exit signs — Beware of trains travelling on adjacent tracks

4.4.7. Co-ordination between tunnel control centres Co-ordination procedures between the relevant control centres (e.g. energy, operations, tunnel installations) involved shall be in accordance with the requirements of the emergency plan.

4.5. Maintenance rules

In light of the essential requirements in Chapter 3, the maintenance rules specific to tunnel safety in the subsystems concerned by this TSI are as follows:

4.5.1. Inspection of tunnel condition This specification applies to all tunnels, independently of their length. In the maintenance plan, established by the HS INS TSI 4.5.1 and also by the future CR INS TSI, the following additional inspection rules have to be taken into account: — annual visual inspections carried out by the IM — detailed inspections according to the IM's maintenance plan — special inspections after accidents, natural events that may have affected the tunnel condition — after and during implementation of renewal and/or upgrading works and before restoring train operation in a tunnel, an inspection has to be undertaken, with appropriate means, to ensure that the stability of the structure is guaranteed and that there are no infringements of the gauge.

4.5.2. Maintenance of rolling stock

4.5.2.1. Passenger rolling stock The maintenance plan for rolling stock used to form a passenger train shall specifically include checking the following safety related equipment: — Public address system — Emergency lighting — Door unlocking system — Emergency brake override system — Switching off of air conditioning — Train radio — On-board fire detectors (when installed) test of functioning. — Escape design

4.5.2.2. Freight rolling stock The maintenance plan for traction units used to form a freight train shall specifically include checking the presence of at least one self-rescue device on a traction unit.

4.6. Professional qualifications

The professional qualifications of staff required for the operation specific to tunnel safety in the subsystems concerned 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 All professional staff driving and accompanying a train, as well as staff that authorise train movements, shall have the knowledge and the ability to apply that knowledge to manage degraded situations in the event of an incident. For staff undertaking the tasks of driving and/or accompanying trains, the general requirements are specified in CR OPE TSI 4.6 ‘Professional qualifications’ and annexes H (Minimum elements relevant to professional qualification for the task of driving a train) and J (Minimum elements relevant to professional qualification for the tasks associated with accompanying trains). All train crew shall have knowledge of the appropriate safety behaviour in tunnels and in particular be able to evacuate a train in a tunnel. This involves instructing the passengers to go to the next coach or to exit the train, and to lead them outside the train to a safe place. Auxiliary train staff (e.g. catering, cleaning), who do not form part of the train crew as defined below shall, in addition to their basic instruction, be trained to support the actions of the train crew (1). 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 operation specific to tunnel safety in 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 one of the two standards EN 402:2003 or 403:2004. The RU has to choose one out of the two different solutions defined in these standards

4.8. Infrastructure and Rolling stock registers

In accordance with Article 24(1) of Directive 2001/16/EC, each TSI shall indicate precisely the information that must be included in the registers of infrastructure and of rolling stock.

4.8.1. Register of infrastructure See annex A of this TSI

4.8.2. Rolling Stock Register See Annex B of this TSI

5. INTEROPERABILITY CONSTITUENTS

There are no interoperability constituent 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 constituent has been defined in SRT TSI.

6.2. Subsystems

6.2.1. Conformity assessment (general) The contracting entity such as a railway undertaking, an infrastructure manager, a rolling stock manufacturer or an authorised representative established within the community shall lodge an application for assessment of conformity of the Rolling Stock or Energy or Control-Command and Signalling or Infrastructure subsystems with a Notified Body of its choice At the moment, a distinction has to be made between: — the subsystems for which a TSI already exists: CR CCS, CR OPE, CR RST (wagons) — the subsystems for which a TSI does not already exist: CR RST other than wagons, CR ENE, CR INS For the first situation, the assessment against the SRT TSI has to be made within the framework of the assessment of the relevant subsystem against its specific TSI. For the second situation (CR RST other than wagons, CR INS and CR ENE), the assessment is either described in this chapter or in the relevant chapters of the existing HS TSIs (RST, INS, ENE). Where the specification in CR SRT TSI chapter 4 is adequate, no further information for assessment is provided in this chapter. The reference is made in the following table. Specification Reference 4.2.2.1. Installation of switches and crossings CR SRT TSI 6.2.7.1 4.2.2.2 Prevent unauthorised access to emergency exits and equipment rooms CR SRT TSI 6.2.7.2 4.2.2.3 Fire protection requirements for structures CR SRT TSI 6.2.7.3 4.2.2.4 Fire safety requirements for building material CR SRT TSI 4.2.2.4 4.2.2.5 Fire detection CR SRT TSI 4.2.2.5 4.2.2.6 Facilities for self-rescue, evacuation and rescue in the event of an incident CR SRT TSI 6.2.7.4 4.2.2.7 Escape walkways CR SRT TSI 4.2.2.7 4.2.2.8 Emergency lighting on escape routes CR SRT TSI 4.2.2.8 4.2.2.9 Escape signage CR SRT TSI 4.2.2.9 4.2.2.10 Emergency communication CR SRT TSI 6.2.7.5 4.2.2.11 Access for rescue services CR SRT TSI 6.2.7.5 4.2.2.12 Rescue areas outside tunnels CR SRT TSI 6.2.7.5 4.2.2.13 Water supply CR SRT TSI 6.2.7.5 4.2.3.1 Segmentation of overhead line or conductor rails CR SRT TSI 4.2.3.1 4.2.3.2 Overhead line or conductor rail earthing CR SRT TSI 6.2.7.5 4.2.3.3 Electricity supply CR SRT TSI 6.2.7.5 4.2.3.4 Requirements for electrical cables in tunnels CR SRT TSI 4.2.3.4 4.2.3.5 Reliability of electrical installations CR SRT TSI 6.2.7.6 4.2.4.1 Hot axle box detectors CR SRT TSI 6.2.7.7 4.2.5.1 Material properties for rolling stock HS RST TSI/CR WAG TSI 4.2.5.2 Fire extinguishers for passenger rolling stock HS RST TSI 4.2.5.3 Fire protection for freight trains CR SRT TSI 4.2.5.3 4.2.5.4 Fire barriers for passenger rolling stock HS RST TSI 4.2.5.5 Additional measures for running capability of passenger rolling stock with a fire on board: CR SRT TSI 4.2.5.5 4.2.5.6 On board fire detectors HS RST TSI 4.2.5.7 Communication means on trains HS RST TSI 4.2.5.8 Emergency brake override CR SRT TSI 4.2.5.8 4.2.5.9 Emergency lighting system in the train CR SRT TSI 4.2.5.9 4.2.5.10 Switching off of air conditioning in the train HS RST TSI 4.2.5.11 Escape design of passenger rolling stock CR SRT TSI 4.2.5.11 4.2.5.12 Rescue service's information and access CR SRT TSI 6.2.8.1 4.4.1 Checking the condition of trains and appropriate actions CR OPE TSI 4.4.2 Emergency rule CR OPE TSI 4.4.3 Tunnel emergency plan and exercises CR OPE TSI 4.4.4 Earthing procedures CR OPE TSI 4.4.5 Route Book CR OPE TSI 4.4.6 Provision of on-train safety and emergency information to passengers CR OPE TSI 4.4.7 Co-ordination between tunnel control centres CR OPE TSI 4.5.1 Inspection of tunnel condition CR SRT TSI 6.2.5 4.5.2 Maintenance of Rolling Stock CR SRT TSI 6.2.5 4.6.1. Tunnel specific competence of the train crew and other staff CR SRT TSI 4.6.1 4.7.1. Self-rescue device CR SRT TSI 6.2.8.2 This Notified Body shall have been authorised: — Either to assess each of the subsystems mentioned above — Or to assess one of the subsystems only, but, in such a case, it shall contract arrangements with other notified bodies notified for assessment of the other subsystems for the assessment of the relevant requirements concerning the other subsystems (see section 4.2 of this TSI) The EC declaration(s) of verification in accordance with Article 18(1) and Annex VI of Directive 2001/16/EC modified by Directive 2004/50/EC, related to the subsystem(s) concerned shall be drawn up by the applicant(s). The EC declaration(s) of verification is/are required to obtain authorisation to place the subsystem(s) into service. The conformity assessment of a Subsystem shall be performed according to one or a combination of the following modules according to clause 6.2.2 and Annex E of this TSI: Modules for the EC verification of subsystems (see Annex F) Module SB: Type examination for design and development phases Module SD: Product quality management system for production phase Module SF: Product verification for production phase Module SG: Unit verification Module SH2: Full quality management system with design examination for design, development and production phases 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. Conformity assessment procedures (modules) The applicant shall choose one of the modules or module combinations indicated in the following table. Table Assessment procedures Subsystem to be assessed Module SB+SD Module SB+SF Module SG Module SH2 Rolling Stock Subsystem X X X Energy subsystem X X X X Infrastructure subsystem X X Control-Command and Signalling X X The characteristics of the subsystem to be assessed during the relevant phases are indicated in Annex E. The applicant shall confirm that each subsystem produced complies with the type. An ‘X’ in column 4 of table E in Annex E indicates that the relevant characteristics shall be verified by testing each single subsystem. The assessment of the maintenance subsystem is described in clause 6.2.5.

6.2.3. Existing solutions If an existing solution is already assessed for an application under comparable conditions and in service, then the following process applies: The applicant shall demonstrate that 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 If a subsystem includes an innovative solution as defined in section 4.1, the manufacturer or the contracting entity shall state the deviation from the relevant clause of the TSI and submit them to the European Railway Agency (ERA). The ERA shall produce and finalise the appropriate functional and interface specifications of this solution and develop the assessment methods. The appropriate functional and interface specifications and assessment methods shall be incorporated in the TSI by the revision process. After entry into force of a decision of the Commission, taken in accordance with Article 21(2) of Directive 2001/16/EC, as modified by Directive 2004/50/EC, the innovative solution is permitted to be used before being incorporated into the TSI.

6.2.5. Assessment of maintenance According to article 18.3 of Directive 2001/16/EC as modified by Directive 2004/50/EC, the Notified Body shall compile the Technical File, which includes the Maintenance File. That means in particular that the Notified Body shall verify: — the existence of the maintenance file, — the existence for rolling stock inside the maintenance file of the items detailed in clause 4.2.10.2 of the HS RST TSI, but it does not have to check the validity of the content of the maintenance file. The conformity assessment of maintenance is the responsibility the Relevant National Authority.

6.2.6. Assessment of operational rules The Railway Undertaking or Infrastructure Manager shall demonstrate compliance with the requirements of this TSI. They can do this as part of the Safety Management System as described in Directive 2004/49/EC. Compliance with operation rules of this TSI do not require separate assessment by a Notified Body, unless required by the OPE TSI. The relevant Competent Authority shall carry out an assessment of any new or amended operational procedures and processes, prior to implementation, before granting a new or revised safety authorisation/certificate. This assessment shall be a part of the process for granting the safety certificate/authorisation.

6.2.7. Additional requirements for assessment of specifications concerning the IM

6.2.7.1. Installation of switches and crossings The Notified body shall check the existence in the technical file of a technical study justifying the location of switches and crossings in the tunnel and confirming that only the minimum number of switch and crossing layouts has been installed in accordance with the requirements of 4.2.2.1.

6.2.7.2. Prevent unauthorised access to emergency exits and equipment rooms The assessment shall confirm that: — Emergency exit doors to the surface and doors to equipment rooms are provided with suitable locks — The locks provided are consistent with the overall strategy for security for the tunnel and adjacent infrastructure — Emergency exits are not lockable from the inside and may be opened by an evacuating passenger — Access arrangements are in place for the rescue services

6.2.7.3. Fire protection requirements for structures The Notified Body shall assess conformity with the fire protection requirements for structures, defined in 4.2.2.3, by using the results of calculations made by the Infrastructure Manager or the contracting entity.

6.2.7.4. Facilities for self-rescue, rescue and evacuation in the event of an incident 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 4.2.2.6. In the case of 4.2.2.6.5 Alternative technical solution the Notified Body shall check that the appropriate technical study has been carried out and was subsequently approved by the Relevant National Authority.

6.2.7.5. Access and equipment for rescue services The Notified Body shall confirm, by verification of the technical file and also considering evidence of consultation with the rescue services, that the requirements in the following clauses have been met: — 4.2.2.10 Emergency communication — 4.2.2.11 Access for rescue services — 4.2.2.12 Rescue areas outside tunnels — 4.2.2.13 Water supply — 4.2.3.2 Overhead line or conductor rail earthing — 4.2.3.3 Electricity supply

6.2.7.6. Reliability of electrical installations The Notified Body shall confirm only that a failure mode assessment complying with the functional requirements of 4.2.3.5 has been carried out.

6.2.7.7. Hot axle box detectors The Notified body shall confirm that hot axle box detectors or predictive equipment has been provided in accordance with the requirements of clause 4.2.4.1 and that the Infrastructure Manager has established procedures for action following alarm which prevent suspect rolling stock from entering or stopping in a tunnel.

6.2.8. Additional requirements for assessment of specifications concerning the RU The specifications for CR RST made in this TSI are the same as those described in the HS RST TSI. Therefore the assessment for rolling stock specifications has to be undertaken in accordance with the assessment specifications in HS RST TSI chapter 6, except the following clauses where additional requirements and information is provided: 4.2.5.3 Fire protection for freight trains 4.2.5.12 Rescue services information and access

6.2.8.1. Rescue service's information and access The Notified Body shall check by evidence of consultation with the rescue services that the requirements of 4.2.5.12 are satisfied.

6.2.8.2. Self-rescue device The conformity assessment is described in EN401:1994, EN402:2003, EN403:2004.

7. IMPLEMENTATION

This SRT TSI specifies the basic parameters required either in new, renewed and upgraded tunnels (on conventional lines) or new, renewed and upgraded CR rolling stock, in order to harmonise the current level of overall safety in tunnels throughout Europe. This can be achieved mainly through an optimal combination of safety requirements applied to the infrastructure, rolling stock and operation subsystems. In order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm, this chapter defines the implementation strategy for the SRT TSI.

7.1. Application of this TSI to subsystems to be put into service

7.1.1. General Chapters 4 to 6 apply in full to the subsystems falling within the geographical scope of this TSI (cf. paragraph 1.2) which will be put into service after this TSI enters into force In particular they refer both to new tunnels and new tunnel projects. For projects at an advanced stage of development, and for contracts already awarded see Art 7(a) of Directive 2001/16/EC.

7.1.2. Newly built rolling stock constructed to an existing design Newly built rolling stock constructed to a design existing before entry into force of this TSI and already authorised by one or more Member States, for operation on defined lines is permitted to be placed into service within four years after this TSI enters into force without an assessment of conformity with the SRT TSI, as long as the train remains on its defined lines of operation. However, if this rolling stock is intended to run on lines with tunnels > 1 km in length, it shall be equipped with an emergency brake override device in conformity with clause 4.2.5.8 of this TSI

7.1.3. Existing rolling stock intended to run in new tunnels Unless it would lower the overall level of safety defined by notified national rules, no restriction shall be placed upon the operation of existing trains in respect of TSI compliant tunnels.

7.2. Application of this TSI to subsystems already in service

7.2.1. Introduction Subsystems already in service will be upgraded and renewed in accordance with the conditions laid down in Article 14(3) of the Directive 2001/16/EC. In this particular context, the migration strategy (see 7.2.2) indicates the manner in which each existing subsystem inside the tunnel undergoing renewal or to upgrading processes shall be adapted to meet the requirements of the TSI. Upgrading and renewal are defined in Directive 2001/16EC Art 2, alineas l, m, and n. However, the measures prescribed thereafter all apply to both upgrading and renewal actions. To enable a proactive implementation of this TSI, Member States are encouraged to promote and support the implementation strategy. Whenever subsystems of a tunnel section or of rolling stock already in service are to be upgraded or renewed, the opportunity to include other parts that are not included within the plans for upgrade and renewal, but that can be brought into conformity with this TSI, should be considered, particularly where there are significant safety benefits and improvement can be achieved at limited additional cost. In the event that a subsystem relevant to tunnel safety is re-assessed against any other TSI as a result of renewal or upgrading works it shall only require re-assessment against this TSI in respect of those systems and components directly affected by the works.

7.2.2. Upgrade and renewal measures for tunnels of more than 1 km, subsystems INS and ENE When upgrading or renewal of parts of the following subsystems affecting tunnel safety are undertaken, then the following measures shall be implemented. Assemblies and components that are not included in the scope of a particular upgrade or renewal programme do not have to be made compliant at the time of such a programme.

7.2.2.1. INS — 4.5.1 Inspection of tunnel condition (responsible entity: IM) — 4.2.2.2 Prevent unauthorised access to emergency exits and equipment rooms (responsible entity: IM) — 4.2.2.4 Fire safety requirements for building materials (only for the new material to be installed. Responsible entity: IM, procurement entity) — 4.2.2.9 Escape signage (responsible entity: IM) — 4.2.2.10 Emergency communication (responsible entity: IM)

7.2.2.2. ENE 4.2.3.4 Requirements for electrical cables in tunnels, when replacing cables (responsible entity: IM)

7.2.3. Upgrade and renewal measures for the subsystems CCS, OPE, RST When upgrading or renewal of parts of the following subsystems affecting tunnel safety are undertaken, then the following measures shall be implemented. Assemblies and components that are not included in the scope of a particular upgrade or renewal programme do not have to be made compliant at the time of such a programme.

7.2.3.1. CCS: no measure required

7.2.3.2. OPE: OPE measures shall be implemented in existing tunnels independently of renewal or upgrading actions in other subsystems, according to the requirements in CR OPE TSI chapter 7 — 4.4.3 Tunnel emergency plan and exercises (responsible: IM) — 4.4.4 Earthing procedures (responsible: IM) — 4.4.5 Route book (responsible: RU) — 4.6.1 Tunnel specific competence of the train crew and other staff (responsible: IM and RU) — 4.4.6 Provision of on-train safety and emergency information to passengers (responsible: RU)

7.2.3.3. RST (Passenger rolling stock) — 4.2.5.1 Material properties for rolling stock (only for the new material to be installed) (responsible: RU, procurement entity) — 4.2.5.2 Fire extinguishers for passenger rolling stock (responsible: RU, procurement entity) — 4.2.5.7 Communication means on trains (responsible: RU, procurement entity) — 4.2.5.8 Emergency brake override (responsible: RU) except for locomotive-hauled trains where national decisions shall apply — 4.2.5.9 Emergency lighting system in the train (responsible: RU, procurement entity) — 4.2.5.10 Switching off air conditioning in the train (responsible: RU) — 4.2.5.11.1 Escape design of passenger rolling stock (responsible: RU, procurement entity) — 4.2.5.12 Rescue services information and access (responsible: RU, procurement entity) The measures required for freight wagons are as specified in the CR RST TSI (freight wagons).

7.2.4. Other existing tunnels This TSI does not apply to existing subsystems not subject to renewal or upgrading. It is not applicable to tunnels shorter than 1 000 m subject to upgrade or renewal. In order to harmonise the safety level on the TEN, attention is drawn to the recommendation of UNECE (TRANS/AC.9/9, 01.12.2003 that says in part E ‘There are a great many tunnels already in service. Many of them were built when safety considerations were less stringent than today. Obviously they cannot be adapted at reasonable cost to the dimensions suggested for new tunnels. But safety in railway tunnels does not depend only on structural measures — it can be enhanced also through rolling stock and operational measures. Therefore, the Group recommends that safety plans (2) for existing tunnels should be established, assessing their safety level and proposing to raise this level, if necessary, through measures that could be realized at reasonable costs. The Group expects these measures to be selected among the minimal standard measures for new tunnels, the first priority being given to non-structural measures.’

7.3. TSI revision

In conformity with article 6(3) of Directive 2001/16/EC as modified by Directive 2004/50/EC, the Agency ‘shall be responsible for preparing the review and updating of TSIs and making appropriate recommendations to the Committee referred to in Article 21 in order to take account of developments in technology or social requirements’.

In addition, the progressive adoption and revision of other TSIs may also impact this TSI. Proposed changes to this TSI shall be subject to rigorous review and updated TSIs will be published on an indicative periodic basis of 3 years.

The Agency shall be notified of any innovative solutions under consideration in order to determine its future inclusion within the TSI.

7.4. Exceptions for national, bilateral, multilateral or multinational agreements

7.4.1. Existing agreements Where agreements contain requirements related to tunnels, then Member States shall notify the Commission, within 6 months after the entry into force of this TSI, of the following agreements under which trains related to the scope of this TSI are operated: (a) national, bilateral or multilateral agreements between Member States and Railway Undertakings or Infrastructure Managers, agreed on either a permanent or a temporary basis and necessitated by the very specific or local nature of the intended transport service; (b) bilateral or multilateral agreements between Railway Undertakings, Infrastructure Managers or Member States which deliver significant levels of local or regional interoperability; (c) international agreements between one or more Member States and at least one third country, or between Railway Undertakings or Infrastructure Managers of Member States and at least one Railway Undertaking or Infrastructure Manager of a third country, which deliver significant levels of local or regional interoperability. The compatibility of these agreements with EU legislation including their non discriminatory character and, in particular, this TSI, will be assessed and the Commission will take the necessary measures such as, for example, the revision of this TSI to include possible specific cases or transitional measures. These agreements remain permitted until the necessary measures are taken including EU level agreements related to this TSI with Russian Federation and all the other CIS countries having a border with the EU. The RID Agreement and COTIF instruments shall not be notified because they are known.

7.4.2. Future agreements or modification of existing agreements Any future agreement or modification of existing agreements shall take into account EU legislation and, in particular, this TSI. Member States shall notify the Commission with such agreements/modifications. The same procedure as § 7.4.1 then applies.

7.5. Specific cases

7.5.1. Introduction The following special provisions are permitted in the specific cases below. These specific cases belong to two categories: the provisions apply either permanently (case ‘P’), or temporarily (case ‘T’). In temporary cases, it is recommended that the Member States concerned should conform with the relevant subsystem either by 2010 (case ‘T1’), an objective set out in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network, or by 2020 (case ‘T2’).

7.5.2. List of specific cases None

(1) Train crew is defined in the OPE TSI Glossary as follows: Members of the on-board staff of a train, who are certified as competent and appointed by a Railway Undertaking to carry out specific, designated safety related tasks on the train, for example the driver or the guard.

(2) Safety plan is defined in part D of the UNECE-recommendations.

ANNEX A INFRASTRUCTURE REGISTER Requirements for the Infrastructure Register Data Item Interoperability Critical Safety Critical Basic Data Type of traffic (passengers, freight, dangerous goods or a combination, including freight-passenger regimes) Type of line Start and end of tunnel (in line kilometres) Type of tunnel (single, double bored) Location of underground station (position in tunnel — or line — km) Technical information tunnel length (in m) maximum speed (in km/h) Speed regime (minimum and max speeds for types or trains Cross section (in m2) location of emergency exits (in line kilometres) Type of emergency exit (shaft with stairs, elevator, horizontal, length of passage) For double bored tunnels: location of cross passages Emergency lighting Emergency communication (System, channel, etc.) location of access for rescue services location of rescue areas fire extinguishing water tubes (existing, dry, filled) volume of fire extinguishing water capacity ( ) overhead line earthing device (automatic/manual) > 5 km: segmentation of overhead line, location of switches minimum width of escape walkway loading gauge (two level coaches) Extra available safety measures (type and location): Length of underground station (in m) Distance to surface of underground station (in m) Access/exit facilities of underground station (stairs, elevator, escalator) Ventilation of underground station Special fire protection measures in underground station (e.g. water mist) Operational information Name of all railway control centres involved Name of responsible rescue control centre Name of other control centres involved Emergency plan (yes/no) Required fire safety category of passenger rolling stock (1.1.3)

ANNEX B ROLLING STOCK REGISTER Requirements for the rolling stock register Data Item Interoperability Critical Safety Critical Basic Data Name of rolling stock Type A. High-speed B. Conventional C. Freight a. Electrical locomotive b. Diesel locomotive c. EMU d. DMU e. Normal Passenger coach f. Double deck passenger coach g. Sleeping car h. Others (e.g. steam) Fire safety category of passenger rolling stock (A or B, see 1.1.3) Rolling stock not made for operation in tunnels Technical information Hot axle box detectors (on board or not) Material fire properties (ignitability) Fire barriers (locations, minutes) Emergency brake override (yes/no) On board fire detectors (traction unit, technical cabinets etc.) Communication means on trains (yes/no) Communication to control centre (yes/no) Emergency lighting system in the train (yes/no) Switching off of air conditioning (local and/or central, manual and/or automatically) Passengers' emergency exits (type and distance in meters) Provision of on-train safety and emergency information to passengers (yes/no & languages) Rescue service's information and access The rolling stock register also requires basic information like: 2. Parties involved — Owner or keeper — Notified body that has certified the rolling stock. — National authority that has notified the notified body. — National authority that emitted the authorisation for placing into service 3. Conformity assessment: — Certificate of conformity — EC declaration of verification — Authorisation for placing in service — TSI's that have been applied

ANNEX C OPEN POINTS Conformity assessment procedure for maintenance rules referred to in Chapter 6 — section F4

ANNEX D THE RELATIONSHIP BETWEEN INCIDENT TYPES AND MEASURES As suggested in a workshop with DG TREN and rescue services, the three ‘umbrella’ risk scenarios defined in section 2.2 — 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: spontaneous evacuation have been correlated to the measures defined in this TSI. The following table shows the qualitative relationship between the incident types and the measures, indicating which measures deal with each type of incident. The line of defence for the promotion of safety in tunnels comprises four successive layers: Prevention, mitigation, evacuation and rescue. As an example: for ‘hot’ incidents, the underlying strategy is: Prevention the use of appropriate designs of materials (4.2.5.1) with a low flammability reduces the risk of a starting of a fire. In addition checking (4.4.1) the condition of a train and appropriate action limits the start of a fire. Mitigation: the use of appropriate designs of materials (4.2.5.1) with low fire spread considerably reduces the amount of heat and smoke release and the speed of fire spreading in passenger trains. The use of fire extinguishers (4.2.5.2) could limit the growth of fire. If a fire is discovered, the alarm (4.2.5.7) is raised. Passengers will first seek refuge in a sound part of the train and are protected by fire barriers (4.2.5.4) for class B trains. Air conditioning is switched off to prevent spread of smoke (4.2.5.10). Whenever possible the train leaves the tunnel. The emergency brake override system (4.2.5.8) prevents an unwanted stop in a tunnel and additional measures are present to maintain the running capability (4.2.5.5) of a train with a fire on board. Evacuation and rescue: In case a train comes to an unwanted stop in the tunnel, the use of appropriate designs of materials (4.2.5.1) with low fire spread, low toxicity and low smoke density of the material contributes to maintain a tunnel climate acceptable for evacuation. If the train comes to a stop, passengers are evacuated, directed by the train crew (4.6.1), to a safe area. The rolling stock (4.2.5.11) and the tunnel infrastructure (4.2.2.6 — 4.2.2.10) are designed to allow for evacuation in a tunnel. The rescue services are informed how to obtain access to the tunnels (4.2.2.11) and to the interior of the rolling stock (4.2.5.12) Legend: INS, ENE, CCS measures blue, RST measures green, OPE measures yellow A Hot incident Prevention Mitigation Evacuation and rescue Fire, explosion, toxic gas release 4.2.5.1 Material properties for rolling stock 4.2.5.1 Material properties for rolling stock 4.2.5.1 Material properties for rolling stock 4.4.1 Checking the condition of trains and appropriate action 4.2.2.4 Fire safety requirements for building material 4.2.2.3 Fire protection requirements for structures 4.2.3.1 Segmentation of overhead line or conductor rails 4.2.2.7 Escape walkways 4.2.3.4 Requirement for electrical cables in tunnels 4.2.