(2)

L-Anness III hu emendat kif ġej: (a) It-test li ġej jiżdied fl-aħħar tat-Taqsima 1.1: “Din it-TSI hija applikabbli għal subsistemi tal-kmand tal-kontroll u s-sinjalazzjoni maġenb il-binarji tan-netwerk ferrovjarju definiti fit-Taqsima 1.2. (Geographical scope) ta' din it-TSI u għas-subsistemi tal-kmand tal-kontroll u s-sinjalazzjoni abbord il-vetturi li huma (jew maħsuba li jiġu) mħaddma fuqu. Dawn il-vetturi huma ta' wieħed mit-tipi li ġejjin (kif definit fl-Anness I, taqsimiet 1.2. u 2.2. tad-Direttiva 2008/57/KE): (1) ferroviji b'awtopropulsjoni termali jew elettrika; (2) unitajiet tal-ġbid termali jew elettriċi; (3) vaguni tal-passiġġieri, jekk mgħammra b'kabina tas-sewqan; (4) tagħmir mobbli għall-bini u l-manutenzjoni ta' infrastruttura ferrovjarja, jekk mgħammar b'kabina tas-sewqan u maħsub biex jintuża f'mod ta' trasport fuq ir-roti tiegħu stess.” ; (b) It-test tat-Taqsima 1.2 huwa sostitwit b'dan li ġej: “the geographical scope of this TSI is the network of the whole rail system, composed of: (1) the trans-European conventional rail system network (TEN) as described in Annex I section 1.1 ‘Network’ of Directive 2008/57/KE; (2) the trans-European high-speed rail system network (TEN) as described in Annex I section 2.1 ‘Network’ of Directive 2008/57/KE; (3) other parts of the network of the whole rail system, following the extension of scope as described in Annex I section 4 of Directive 2008/57/KE. and excludes the cases referred to in Article 1(3) of Directive 2008/57/KE. The TSI shall apply to networks with 1 435 mm, 1 520 mm, 1 524 mm, 1 600 mm and 1 668 mm track gauges. However, it shall not apply to short border crossing lines with 1 520 mm track gauges that are connected to the network of third countries” ; (c) It-test tal-ħames paragrafu tat-Taqsima 2.2 qiegħed jiġi mibdul b'dan li ġej: “Class B systems for the trans-European rail system network are a limited set of legacy control-command and signalling systems that were in use in the trans- European rail network before 20 April 2001. Class B systems for other parts of the network of the rail system in the European Union are a limited set of legacy control-command and signalling systems that were in use in that networks before 1 July 2015. The list of Class B systems is established in the European Railway Agency technical documents ‘List of CCS Class B systems’, ERA/TD/2011-11, version 2.0” (d) Fit-tabella tat-Taqsima 4.1., tiżdied “4.2.1” mal-parametri bażiċi relatati mas-subsistema tal-kmand tal-kontroll u s-sinjalazzjoni maġenb il-binarji, il-parti tal-protezzjoni tal-ferrovija (“train protection”) u tiżdied “4.2.1.2” mal-parametri bażiċi relatati mas-subsistema tal-kmand tal-kontroll u s-sinjalazzjoni abbord, il-parti tal-komunikazzjoni bir-radju (“radio communication”), u lis-subsistema tal-kmand tal-kontroll u s-sinjalazzjoni maġenb il-binarji, il-parti tal-komunikazzjoni bir-radju (“radio communication”); (e) It-test tat-Taqsima 4.2.1.2 hu mibdul bit-test li ġej: “4.2.1.2 Availability/Reliability This section refers to the occurrence of failure modes not causing safety hazards but creating degraded situations, the management of which could decrease the overall safety of the system. In the context of this parameter, ‘failure’ means the termination of the ability of an item to perform a required function with the required performance and ‘failure mode’ means the effect by which the failure is observed. To ensure that the relevant infrastructure managers and railway undertakings are given all the information they need to define appropriate procedures for managing degraded situations, the technical file accompanying the EC declaration of verification for an on-board or track-side CCS subsystem shall contain the calculated availability/reliability values related to failure modes having an impact on the capability of the CCS subsystem to supervise the safe movement of one or more vehicles or to establish radio voice communication between traffic control and the train drivers. Compliance with the following calculated values shall be ensured: (1) Mean time of hours of operation between failures of a CCS on-board subsystem requiring the isolation of the train protection functions: [open point]; (2) Mean time of hours of operation between failures of a CCS on-board subsystem preventing radio voice communication between traffic control and the train driver: [open point]. To allow the infrastructure managers and railway undertakings to monitor, during the life of the subsystems, the level of risk and the respect of the reliability/availability values used for the definition of procedures to manage degraded situations, the requirements for maintenance stated in Section 4.5 (Maintenance rules) shall be respected” (f) It-tieni ringiela tat-tabella fit-Taqsima 4.3.2 “Interface to the rolling stock subsystem” hija emendata kif ġej: “Electromagnetic compatibility between rolling stock and Control-Command and Signalling track-side equipment 4.2.11 Rolling stock characteristics to be compatible with train detection systems based on track circuits HS RS TSI LOC & PAS TSI Wagon TSI 4.2.6.6.1 4.2.3.3.1.1 None Rolling stock characteristics to be compatible with train detection systems based on axle counters HS RS TSI LOC & PAS TSI Wagon TSI 4.2.6.6.1 4.2.3.3.1.2 None” (g) It-test li ġej jiżdied fl-aħħar tat-Taqsima 6.1.1.: “With regard to checking if essential requirements are fulfilled through compliance with the basic parameters, and without prejudice to the obligations set out in Chapter 7 of this TSI, control-command and signalling interoperability constituents and subsystems that do not implement all functions, performance and interfaces as specified in Chapter 4 (including the specifications referred to in Annex A), can obtain EC certificates of conformity or, respectively, EC certificates of verification, under the following conditions for issuing and using the certificates: (1) The applicant for EC verification of a track-side control-command and signalling subsystem is responsible for deciding which functions, performance and interfaces need to be implemented to meet the objectives for the service and to ensure that no requirements contradicting or exceeding the TSIs are exported to the on-board control-command and signalling subsystems; (2) The operation of an on-board control-command and signalling subsystem, that does not implement all functions, performance and interfaces specified in this TSI, may be subject to conditions or restrictions due to compatibility and/or safe integration with track-side control-command and signalling subsystems. Without prejudice to the tasks of a notified body described in respective EU legislation and related documents, the applicant for EC verification is responsible for ensuring that the technical file provides all the information that an operator needs to identify such conditions and restrictions; (3) The Member State may refuse for duly justified reasons the authorisation for placing in service, or place conditions and restrictions on the operation, of control-command and signalling subsystems that do not implement all functions, performance and interfaces specified in this TSI. If some essential requirements are fulfilled by national rules or if a control-command and signalling interoperability constituent or subsystem does not implement all functions, performance and interfaces specified in this TSI, the provisions of section 6.4.2 shall apply.” (h) It-test tat-tielet paragrafu tat-Taqsima 6.1.2 huwa emendat kif ġej: fis-subparagrafu 2 “See Annex A 4.2.2c” titħassar u fis-subparagrafu 3 “unless otherwise specified in Annex A 4.2.2c” titħassar. (i) It-test tat-Taqsima 6.4 huwa sostitwit b'dan li ġej: “6.4 Provisions in case of the partial fulfilment TSI requirements 6.4.1 Assessment of parts of control-command and signalling subsystems Pursuant to Article 18(5) of the Railway Interoperability Directive, the notified body may issue certificates of verification for certain parts of a subsystem, if allowed to do so under the relevant TSI. As pointed out in section 2.2 (Scope) of this TSI, the track-side control-command and signalling subsystem contains three parts, while the on-board control-command and signalling subsystem contains two parts, specified in section 4.1 (Introduction). A certificate of verification may be issued for each part specified in this TSI; the notified body only checks if that particular part fulfils the TSI requirements. Regardless of which module is chosen, the notified body shall check that: (1) the TSI requirements for the part in question have been fulfilled and (2) the TSI requirements already assessed for other parts of the same subsystem are still fulfilled. 6.4.2 Control-command and signalling subsystems' partial fulfilment of the requirements due to limited application of the TSI. If some essential requirements are fulfilled by national rules, the EC certificate of conformity for an interoperability constituent and the EC certificate of verification for a subsystem shall make precise reference to the parts of this TSI whose conformity has been assessed and the parts whose conformity has not been assessed. If an interoperability constituent does not implement all functions, performance and interfaces specified in this TSI, an EC certificate of conformity may only be issued if the unimplemented functions, interfaces or performance are not required to integrate the interoperability constituent into a subsystem for the use indicated by the applicant, for example (*), (a) the on-board ERTMS/ETCS interface to STM if the interoperability constituent is intended for installation on vehicles in which no external STM is needed, (b) the RBC interface to other RBCs, if the RBC is intended for use in an application for which no neighbouring RBCs are planned. The EC certificate of conformity (or accompanying documents) for the interoperability constituent shall fulfil all the following requirements: (a) it indicates which functions, interfaces or performance are not implemented, (b) it provides enough information to make it possible to identify the conditions under which the interoperability constituent can be used, (c) it provides enough information to make it possible to identify the conditions of and restriction on the use that will apply to the interoperability of a subsystem incorporating it. If a control-command and signalling subsystem does not implement all functions, performance and interfaces of this TSI (e.g. because they are not implemented by an interoperability constituent integrated into it), the EC certificate of verification shall indicate which requirements have been assessed and the corresponding conditions and restrictions on the use of the subsystem and its compatibility with other subsystems. In any event, notified bodies shall coordinate with the Agency the way in which conditions and limits of use of interoperability constituents and subsystems are managed in the relevant certificates and technical files in the working group set up under Article 21a (5) of Regulation (EC) No 881/2004 of the European Parliament and of the Council (**). 6.4.3 Intermediate Statement of Verification. If conformity is assessed for parts of subsystems specified by the applicant and different from the parts allowed by section 4.1 (Introduction) of this TSI, or if only certain stages of the verification procedure have been performed, only an intermediate statement of verification may be issued. (*) The procedures described in this Chapter do not prejudice the possibility of grouping constituents together." (**) Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency (Agency Regulation) (OJ L 164, 30.4.2004, p. 1).”" (j) Fit-Taqsima 7.2.9.3, jiżdiedu r-ringieli li ġejjin fl-aħħar tat-tabella:: “4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.3.1: The minimum wheel rim width (BR) for 1 600 mm track gauge network is 127 mm T3 Applicable in North Ireland 4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.3.3: The minimum flange thickness (Sd) for 1 600 mm track gauge network is 24 mm T3 Applicable in North Ireland” (k) It-titolu tat-Taqsima 7.2.9.6 huwa mibdul b' “'Lithuania, Latvia and Estonia” (l) It-tabella fit-taqsima 7.2.9.6 hija mibdula b'dan li ġej: Specific case Category Notes “4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.3.3: The minimum flange thickness (Sd) for 1 520 mm track gauge network is 20 mm T3 This specific case is needed as long as ČME locomotives operate on 1 520 mm network 4.2.10 Track-side Train Detection Systems Index 77, Section 3.1.3.4: The minimum flange height (Sh) for 1 520 mm track gauge network is 26,25 mm T3 This specific case is needed as long as ČME locomotives operate on 1 520 mm network” (m) Fit-Taqsima 7.2.9.7, “index 65” hija mibdula bi “index 33”; (n) It-test tat-Taqsima 7.3.3. huwa mibdul b'li ġej: “7.3.3. ERTMS on-board implementation 7.3.3.1. New vehicles New vehicles authorised to be placed in service for the first time shall be equipped with ERTMS in line either with the set of specifications #1 or the set of specifications #2 listed in Table A2 of Annex A. From 1 January 2018, new vehicles authorised to be placed in service for the first time shall be equipped with ERTMS only in line with the set of specifications # 2 listed in Table A2 of Annex A. The requirement to be equipped with ERTMS does not apply to new mobile railway infrastructure construction and maintenance equipment, new shunting locomotives or other new vehicles not intended for high speed service, if they are intended exclusively for national service operated outside the corridors defined in section 7.3.4 and outside the lines ensuring the connections to the main European ports, marshalling yards, freight terminals and freight transport areas defined in section 7.3.5., or if they are intended for off-TEN cross-border service, i.e. service until the first station in the neighbouring country or to the first station where there are connections further in the neighbouring country. 7.3.3.2. Upgrading and renewal of existing vehicles It is mandatory to fit ERTMS/ETCS on-board existing vehicles if installing any new train protection part of a control-command and signalling on-board subsystem on existing vehicles intended for high-speed service 7.3.3.3. Additional requirements Member States may introduce additional requirements at national level, in particular with a view to (1) allowing only ERTMS-equipped vehicles to access ERTMS-equipped lines, so that existing national systems can be decommissioned; (2) requesting that new and upgraded or renewed mobile railway infrastructure construction and maintenance equipment, shunting locomotives and/or other vehicles, even if intended exclusively for national service, be equipped with ERTMS.” (o) L-Anness A jiġi emendat b'konformità mal-Anness ta' din id-Deċiżjoni; (p) It-tabella fl-Anness G hija emendata kif ġej: (1) Il-linja relatata ma' “Vehicle metal mass” titħassar; (2) Il-linja relatata ma' “DC and low frequency components of traction current” titħassar; (3) Il-linja relatata ma' “safety requirements for ETCS DMI functions” titħassar.