2008/231/EC: Commission Decision of 1 February 2008 concerning the technical specification of interoperability relating to the operation subsystem of the trans-European high-speed rail system adopted referred to in Article 6(1) of Council Directive 96/48/EC and repealing Commission Decision 2002/734/EC of 30 May 2002 (notified under document number C(2008) 356) (Text with EEA relevance)
Date: 2008-02-01
Institutions: European Commission
Subjects: high-speed transport, rail transport, technical regulations, trans-European network, transport safety

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(Acts adopted under the EC Treaty/Euratom Treaty whose publication is not obligatory)

II

DECISIONS

COMMISSION

COMMISSION DECISION

of 1 February 2008

concerning the technical specification of interoperability relating to the operation subsystem of the
trans-European high-speed rail system adopted referred to in Article 6(1) of Council Directive
96/48/EC and repealing Commission Decision 2002/734/EC of 30 May 2002

(notified under document number C(2008) 356)

(Text with EEA relevance)

(2008/231/CE)

THE COMMISSION OF THE EUROPEAN COMMUNITIES,

Having regard to the Treaty establishing the European
Community,

Having regard to Council Directive 96/48/EC of 23 July 1996 on
the interoperability of the trans-European high-speed rail sys-
tem (1), and in particular Articles 6 (1) and 6(2) thereof,

Whereas:

(1)

(2)

(3)

In accordance with Article 6(2) of Directive 96/48/EC as
modified by Directive 2004/50/EC (2), amendments to
technical specifications for interoperability (TSIs) are
drafted by the European Railway Agency (ERA) under a
mandate of the Commission.

The TSI attached to this Decision was drafted by the Joint
Representative Body under a mandate delivered in 2001, in
accordance with Article 6(1) of Directive 96/48/EC before
entry into force of Directive 2004/50/EC. The European
Association for Railway Interoperability (AEIF) was
appointed as the joint representative body.

The draft TSI was accompanied by a presentation report
containing a cost-benefit analysis as provided for in
Article 6(5) of Directive 96/48/EC.

(1) OJ L 235, 17.9.1996, p. 6. Directive as last amended by Directive

2007/32/EC (OJ L 141, 2.6.2007, p. 63).

(2) OJ L 164, 30.4.2004, p. 114

(4)

(5)

(6)

The draft TSI has been examined by the Committee set up
by Directive 96/48/EC on the interoperability of the trans-
European high-speed rail system in the light of the presen-
tation report.

In its current version the TSI does not fully deal with all
essential requirements. In accordance with Article 17 of
Directive 96/48/EC as modified by Directive 2004/50/EC,
technical aspects which are not covered are identified as
‘Open Points’ in Annex U of this TSI.

In accordance with Article 17 of Directive 96/48/EC as
modified by Directive 2004/50/EC,
individual Member
States are to inform the other Member States and the Com-
mission of the relevant national technical rules in use for
implementing essential requirements related to these ‘open
points’, as well as of the bodies it appoints for carrying out
the procedure for the assessment of conformity or suitabil-
ity for use and the checking procedure in use for verifying
the interoperability of subsystems within the meaning of
Article 16(2) of Directive 96/48/EC. For this latter purpose,
Member States should apply, as far as possible, the prin-
ciples and criteria provided for in Directive 96/48/EC and
make use of the bodies notified under Article 20 of Direc-
tive 96/48/EC. The Commission should carry out an analy-
sis of the information forwarded by the Member States, in
the form of national rules, procedures, bodies in charge of
implementing procedures, and duration of these proce-
dures, and, where appropriate, should discuss with the
Committee the need for the adoption of any measures.

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(7)

(8)

The TSI in question should not demand the use of specific
technologies or technical solutions except where this is
strictly necessary for the interoperability of the trans-
European high-speed rail system.

The TSI shall be as set out in the Annex to this Decision.

The TSI shall be applicable to the traffic operation and manage-
ment subsystem as defined in Annex II to Directive 96/48/EC.

The TSI is based on best available expert knowledge at the
time of preparation of the relevant draft. Developments in
technology, operational, safety or social requirements
may make it necessary to amend or supplement this TSI.
Where applicable, a review or updating procedure
should be initiated in accordance with Article 6(3) of Direc-
tive 96/48//EC.

Article 2

1. With regard to those issues classified as ‘Open points’ set
out in Annex U of the TSI, the conditions to be complied with for
the verification of the interoperability pursuant to Article 16(2) of
Directive 96/48/EC shall be those applicable technical rules in use
in the Member State which authorise the placing in service of the
subsystem covered by this Decision.

(9)

To encourage innovation and in order to take into account
the experience acquired, the attached TSI should be sub-
ject to a periodical revision at regular intervals.

2.
Each Member State shall notify to the other Member States
and to the Commission within six months of the notification of
this Decision:

(10) Where innovative solutions are proposed the manufacturer
or the contracting entity shall state the deviation from the
relevant section of the TSI. The European Rail Agency will
finalise the appropriate functional and interface specifica-
tions of the solution and develop the assessment methods.

(11)

(12)

Implementation of the attached TSI and conformity with
the relevant sections of the TSI must be determined in
accordance with an implementation plan that shall be
drawn up by each Member State for the lines for which it
is responsible. The Commission should carry out an analy-
sis of the information forwarded by the Member States
and, where appropriate, should discuss with the Commit-
tee the need for the adoption of any further measures.

Rail traffic currently operates under existing national, bilat-
eral, multinational or international agreements. It is impor-
tant that those agreements do not hinder current and
future progress towards interoperability. To this end, it is
necessary that the Commission examine those agreements
in order to determine whether the TSI presented in this
Decision needs to be revised accordingly.

(a)

the list of the applicable technical rules mentioned in
paragraph 1;

(b)

the conformity assessment and checking procedures to be
applied with regard to the application of these rules;

(c)

the bodies it appoints for carrying out those conformity-
assessment and checking procedures.

Article 3

Member States shall notify the following types of agreement to
the Commission within six months of the entry into force of the
attached TSI:

(a) national, bilateral or multilateral agreements between Mem-
ber States and Railway Undertaking(s) or Infrastructure Man-
ager(s), agreed on either a permanent or a temporary basis
and required due to the very specific or local nature of the
intended train service;

(b) bilateral or multilateral agreements between Railway Under-
taking(s), Infrastructure Manager(s) or Member State(s) which
deliver significant levels of local or regional interoperability;

(13)

The provisions of this Decision are in conformity with the
opinion of the Committee set up by Article 21 of Council
Directive 96/48/EC,

(c)

HAS ADOPTED THIS DECISION:

Article 1

A revised version of Technical Specification for Interoperability
(‘TSI’) relating to the ‘traffic operation and management’ sub-
system of the trans-European high-speed rail system referred to in
Article 6(1) of Directive 96/48/EC is hereby adopted by the
Commission.

international agreements between one or more Member
State(s) and at least one third country, or between Railway
Undertaking(s) or Infrastructure Manager(s) of Member States
and at least one Railway Undertaking or Infrastructure Man-
ager of a third country, which deliver significant levels of
local or regional interoperability.

Article 4

Member States shall establish a national implementation plan of
the TSI in accordance with the criteria specified in Chapter 7 of
the Annex.

They shall forward this implementation plan to the other Mem-
ber States and the Commission not later than one year after the
date on which this Decision becomes applicable.

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Article 5

Article 7

Commission Decision 2002/734/EC (1) shall no longer apply as
from the date on which this Decision becomes applicable.

This Decision is addressed to the Member States.

Done at Brussels, 1 February 2008.

Article 6

This Decision shall apply from 1 September 2008.

For the Commission
Jacques BARROT
Vice-President

(1) JO L 245, 12.9.2002, p. 370.

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ANNEX

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

TECHNICAL SPECIFICATION FOR INTEROPERABILITY

‘Operations and traffic management’ Sub-System

1.

1.1.

1.2.

1.3.

2.

2.1.

2.2.

2.2.1.

2.2.2.

2.2.3.

2.3.

3.

3.1.

3.2.

3.3.

3.3.1.

3.3.2.

3.3.3.

3.3.4.

3.3.5.

3.4.

3.4.1.

3.4.2.

3.4.3.

4.

4.1.

4.2.

4.2.1.

4.2.1.1.

4.2.1.2.

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Technical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Geographical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

Content of this TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

DEFINITION OF SUBSYSTEM/SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Staff and trains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

Operating principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Applicability to existing vehicles and infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

Link between this TSI and Directive 2004/49/EC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

ESSENTIAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Compliance with the essential requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Essential requirements — overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Specific aspects in relation to these requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13

Reliability and availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Health . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Environmental protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14

Technical compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Aspects relating specifically to the Traffic Operation and Management subsystem . . . . . . . . . . . 15

Safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

Reliability and availability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

Technical compatibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16

CHARACTERISTICS OF THE SUB-SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Functional and technical specifications of the sub-system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Specifications relating to staff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

General requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

Documentation for drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

4.2.1.2.1.

Rule Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

4.2.1.2.2.

Description of the line and the relevant lineside equipment associated with the lines worked over . . . . 19

4.2.1.2.2.1.

Preparation of the Route Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19

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4.2.1.2.2.2. Modified elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

4.2.1.2.2.3.

Informing the driver in real time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

4.2.1.2.3.

Timetables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20

4.2.1.2.4.

Rolling stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.2.1.3.

Documentation for Railway Undertaking staff other than drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.2.1.4.

Documentation for Infrastructure Manager’s staff authorising train movements . . . . . . . . . . . . . . . . . . 21

4.2.1.5.

Safety-related communications between traincrew, other Railway Undertaking staff and staff authoris-
ing train movements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.2.2.

Specifications relating to trains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.2.2.1.

Train visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.2.2.1.1.

General requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.2.2.1.2.

Front end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21

4.2.2.2.

Train audibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.2.2.2.1.

General requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.2.2.2.2.

Control

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.2.2.3.

Vehicle identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.2.2.4.

Requirements for Passenger vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.2.2.5.

Train composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

4.2.2.6.

Train braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.2.2.6.1.

Minimum requirements of the braking system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.2.2.6.2.

Brake performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.2.2.7.

Ensuring that the train is in running order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.2.2.7.1.

General requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

4.2.2.7.2.

Data required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2.3.

Specifications relating to train operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2.3.1.

Train planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2.3.2.

Identification of trains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2.3.3.

Train departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2.3.3.1.

Checks and tests before departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2.3.3.2.

Informing the Infrastructure Manager of the train’s operational status . . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2.3.4.

Traffic management

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2.3.4.1.

General requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24

4.2.3.4.2.

Train reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

4.2.3.4.2.1.

Data required for train position reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

4.2.3.4.2.2.

Predicted hand over time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

4.2.3.4.3.

Dangerous goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

4.2.3.4.4.

Operational quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25

4.2.3.5.

Data recording . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

4.2.3.5.1.

Recording of supervision data outside the train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

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4.2.3.5.2.

Recording of supervision data on-board the train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

4.2.3.6.

Degraded operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

4.2.3.6.1.

Advice to other users

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

4.2.3.6.2.

Advice to train drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

4.2.3.6.3.

Contingency arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27

4.2.3.7.

Managing an emergency situation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

4.2.3.8.

Aid to traincrew in the event of an incident or of a major rolling stock malfunction . . . . . . . . . . . . . . 28

4.3.

4.3.1.

Functional and technical specifications of the interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Interfaces with the Infrastructure TSI

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

4.3.1.1.

Signal Sighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

4.3.1.2.

Passenger Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4.3.1.3.

Professional Competences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4.3.2.

Interfaces with the Control/Command and Signalling TSI

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4.3.2.1.

Recording of supervision data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4.3.2.2.

Driver vigilance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4.3.2.3.

ERTMS/ETCS and ERTMS/GSM-R operating rules

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4.3.2.4.

Signal and lineside marker sighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29

4.3.2.5.

Train braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.3.2.6.

Use of sanding. Minimum elements relevant to professional competences for the task of driving a train 30

4.3.2.7.

Data recording and hot axle box detection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.3.3.

Interfaces with the Rolling Stock TSI

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.3.3.1.

Braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.3.3.2.

Requirements for passenger vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.3.3.3.

Train visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.3.3.3.1.

On the leading vehicle of a train facing in the direction of travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

4.3.3.3.2.

On the rear end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.3.3.4.

Train audibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.3.3.5.

Signal sighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.3.3.6.

Driver vigilance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.3.3.7.

Train composition and annex B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.3.3.8.

Rolling Stock parameters which influence ground-based train monitoring systems and rolling stock
dynamic behaviour . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

4.3.3.9.

Sanding . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.10.

Train composition, annexes H and J . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.11.

Contingency arrangements and Managing an emergency situation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.12.

Data recording . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.13.

Aerodynamic effects on ballast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.14.

Environmental conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

26.3.2008

EN

Official Journal of the European Union

L 84/7

4.3.3.15.

Crosswinds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.16.

Maximum pressure variations in tunnels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.17.

Exterior noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.18.

Fire safety . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.19.

Lifting/rescue procedures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.20.

Monitoring and diagnostic concepts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.21.

Particular specification for long tunnels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

4.3.3.22.

Traction performance requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

4.3.3.23.

Traction adhesion requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

4.3.3.24.

Functional and technical specification related to power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

4.3.4.

4.3.5.

4.3.6.

4.4.

4.5.

4.6.

Interfaces with the HS Energy TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Interfaces with the Safety in Rail Tunnels TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Interfaces with the Persons with Reduced Mobility TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Operating rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Maintenance rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33

Professional competences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.6.1.

Professional competence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.6.1.1.

Professional knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.6.1.2.

Ability to put this knowledge into practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.6.2.

Linguistic competence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.6.2.1.

Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34

4.6.2.2.

Level of knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

4.6.3.

Initial and ongoing assessment of staff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

4.6.3.1.

Basic elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35

4.6.3.2.

Analysis of training needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.6.3.2.1.

Development of the analysis of training needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.6.3.2.2.

Updating the analysis of training needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.6.3.2.3.

Specific elements for traincrew and auxiliary staff

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.6.3.2.3.1.

Route knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.6.3.2.3.2.

Knowledge of rolling stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

4.6.3.2.3.3.

Auxiliary Staff

37

4.7.

4.7.1.

4.7.2.

4.7.3.

Health and Safety Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

Recommended criteria for approval of occupational doctors and medical organisations . . . . . . . . . . . . 37

Criteria for approval of psychologists involved in psychological assessment and psychological assess-
ment requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

4.7.3.1.

Certification of psychologists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

4.7.3.2.

Content and interpretation of psychological assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

4.7.3.3.

Selection of assessment tools

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.7.4.

Medical examinations and psychological assessments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.7.4.1.

Before appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

L 84/8

EN

Official Journal of the European Union

26.3.2008

4.7.4.1.1.

Minimum content of the medical examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.7.4.1.2.

Psychological assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38

4.7.4.2.

After appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.7.4.2.1.

Periodicity of periodic medical examinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.7.4.2.2.

Minimum content of the periodic medical examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.7.4.2.3.

Additional medical examinations and/or psychological assessments . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.7.5.

Medical requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.7.5.1.

General requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39

4.7.5.2.

Vision requirements

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

4.7.5.3.

Hearing requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

4.7.5.4.

Pregnancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

4.7.6.

Specific requirements regarding the task of driving a train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

4.7.6.1.

Periodicity of periodic medical examinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40

4.7.6.2.

Additional content of medical examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4.7.6.3.

Additional vision requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4.7.6.4.

Additional hearing and speaking requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4.7.6.5.

Anthropometrics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4.7.6.6.

Trauma Counselling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

4.8.

4.8.1.

4.8.2.

5.

5.1.

5.2.

5.3.

6.

6.1.

6.2.

6.2.1.

6.2.2.

6.2.3.

Infrastructure and Rolling stock registers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41

Rolling stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

INTEROPERABILITY CONSTITUENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

List of constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Constituents’ performances and specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS
AND VERIFICATION OF THE SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Interoperability constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Traffic Operation and Management Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42

Rules and procedures documentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

Assessment procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

6.2.3.1.

Decision by Competent Authority . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

6.2.3.2.

If an assessment is required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43

6.2.4.

System performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

7.

7.1.

7.2.

7.3.

7.3.1.

7.3.2.

IMPLEMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

Implementation guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45

Specific cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

List of specific cases

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

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ANNEX A:

ERTMS/ETCS AND ERTMS/GSM-R OPERATING RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47

ANNEX B:

OTHER RULES ENABLING A COHERENT OPERATION OF NEW STRUCTURAL SUBSYSTEMS . . . . . 48

A. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

B. STAFF SAFETY AND SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

C. OPERATIONAL INTERFACE WITH SIGNALLING AND COMMAND AND CONTROL EQUIPMENT 48

D. TRAIN MOVEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

E. ANOMALIES, INCIDENTS AND ACCIDENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

ANNEX C:

SAFETY RELATED COMMUNICATIONS METHODOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49

ANNEX D:

INFORMATION TO WHICH THE RAILWAY UNDERTAKING MUST HAVE ACCESS IN CONNECTION
WITH THE ROUTE(S) OVER WHICH HE INTENDS TO OPERATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60

ANNEX E:

LANGUAGE AND COMMUNICATION LEVEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65

ANNEX F:

INFORMATIVE AND NOT MANDATORY TRAFFIC OPERATION AND MANAGEMENT SUBSYSTEM
ASSESSMENT GUIDELINES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

ANNEX G:

INFORMATIVE AND NOT MANDATORY LIST OF ELEMENTS TO BE VERIFIED FOR EACH BASIC
PARAMETER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

ANNEX H: MINIMUM ELEMENTS RELEVANT TO PROFESSIONAL COMPETENCE FOR THE TASK OF DRIVING

A TRAIN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72

ANNEX I:

NOT USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

ANNEX J:

MINIMUM ELEMENTS RELEVANT TO PROFESSIONAL COMPETENCE FOR THE TASKS ASSOCIATED
WITH ‘ACCOMPANYING TRAINS’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75

ANNEX K:

NOT USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

ANNEX L:

MINIMUM ELEMENTS RELEVANT TO PROFESSIONAL COMPETENCE FOR THE TASK OF PREPAR-
ING TRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77

ANNEX M: NOT USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79

ANNEX N:

INFORMATIVE AND NOT MANDATORY IMPLEMENTATION GUIDELINES . . . . . . . . . . . . . . . . . . . . 79

ANNEX O:

NOT USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

ANNEX P:

VEHICLE IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

ANNEX Q:

NOT USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

ANNEX R:

TRAIN IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

ANNEX S:

NOT USED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126

ANNEX T:

BRAKE PERFORMANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

ANNEX U:

LIST OF OPEN POINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127

ANNEX V:

PREPARATION AND UPDATING RULES DOCUMENTATION FOR DRIVERS . . . . . . . . . . . . . . . . . . . 128

GLOSSARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129

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1.

INTRODUCTION

1.1.

Technical scope

This TSI concerns the Traffic Operation and Management subsystem which is one of the subsystems listed in
Annex II (1) to Directive 96/48/EC as modified by Directive 2004/50/EC and its maintenance.

This TSI is applicable to the following classes of trains, regardless of whether the trains consist of fixed for-
mation trainsets (indivisible in service), or individual vehicles. It applies equally to passenger and/or non-
passenger carrying vehicles:

— class 1:

Trains having a maximum speed of at least 250 km/h,

— class 2:

Trains having a maximum speed of at least 190 km/h, but less than 250 km/h.

According to Annex I of the Directive, the specifications are defined for each of the following categories of
line:

— category I: specially built high-speed lines equipped for speeds generally equal to or greater than 250 km/h,

— category II: specially upgraded high-speed lines equipped for speeds of the order of 200 km/h,

— category III: specially upgraded high-speed lines which have special features as a result of topographical,

relief or town-planning constraints, on which the speed must be adapted to each case.]

1.2.

Geographical scope

The geographical scope of this TSI is the trans-European high speed rail system as described in Annex I to
Directive 96/48/EC as modified by Directive 2004/50/EC.

1.3.

Content of this TSI

In accordance with Article 5(3) and Annex I (1) (b) of Directive 96/48/EC, as modified by Directive 2004/50/EC.
In accordance with Article 5(3) of and with Annex I (1)(b) to Directive 96/48/EC, as modified by Directive
2004/50/EC, this TSI:

(a)

indicates its intended scope (chapter 2);

(b)

(c)

lays down essential requirements for the subsystem (chapter 3) and its interfaces vis-à-vis other subsystems
(chapter 4);

establishes the functional and technical specifications to be met by the target subsystem and its interfaces
vis-à-vis other subsystems (chapter 4);

(d) determines the interoperability constituents and interfaces which must be covered by European specifi-
cations, including European standards, which are necessary to achieve interoperability within the trans-
European high speed rail system (chapter 5);

(e)

states, in each case under consideration, which procedures are to be used in order to assess the confor-
mity or the suitability for use of the interoperability constituents, on the one hand, or the EC verification
of the subsystems, on the other hand (chapter 6);

(f)

indicates the strategy for implementing the TSI (chapter 7);

(g)

indicates, for the staff concerned, the professional competences and health and safety conditions at work
required for the operation and maintenance of the subsystem, as well as for the implementation of the TSI.

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

Lastly, this TSI also comprises, in Chapter 4, the operating and maintenance rules specific to the scope indi-
cated in clauses 1.1 and 1.2 above.

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2.

DEFINITION OF SUBSYSTEM/SCOPE

2.1.

Subsystem

The Traffic Operation and Management subsystem is one of the subsystems constituting the trans-European
high speed rail system as listed in annex II to Directive 96/48/EC.

2.2.

Scope

In conjunction with Annex I of directive 96/48/EC (as modified in Annex I of directive 2004/50/EC), the scope
of this TSI applies to the Traffic Operation and Management subsystem of Infrastructure Managers and Rail-
way Undertakings related to the operation of trains on the high speed rail TEN lines.

The specifications laid down in this TSI on Traffic Operation and Management may be used as a reference docu-
ment for the operation of other trains running on the high speed rail TEN lines even though they are not cov-
ered by the scope of this TSI.

2.2.1.

Staff and trains

It should be noted that Art 5.3 (g) of Dir. 96/48/EC as modified by Directive 2004/50/EC and Art 5.3 (g) of
Dir. 2001/16/EC as modified by Directive 2004/50/EC are at variance in that the first speaks of ‘professional
competence’ in respect to staff on the High Speed rail system, whilst ‘professional qualification’ is used in the
second one in connection with the Conventional rail system.

To differentiate between the CR and HS OPE TSIs would not be appropriate and so the assumption has been
made that the use of the term ‘professional competence’ covers the intention of the legislator.

Subsections 4.6 & 4.7 apply to those staff undertaking the safety critical tasks of driving a train and accom-
panying a train, when this involves crossing a border(s) between states and working beyond any location(s)
designated as the ‘frontier’ in the Network Statement of an Infrastructure Manager and included in his safety
authorisation.

A staff member will not be considered as crossing a border if the activity only involves working as far as any
‘frontier’ locations as described above.

For those staff undertaking the safety critical tasks of despatching trains and authorising train movements,
mutual recognition of professional competences and health and safety conditions between Member States will
apply.

For those staff undertaking the safety critical tasks associated with the last preparation of a train before it is
scheduled to cross a border(s) and work beyond any ‘frontier’ location(s) as described above, Subsection 4.6
will apply with mutual recognition between Member States of health and safety conditions. A train will not be
considered to be a cross border service, if all the vehicles of the train crossing the state border cross it only to
the ‘frontier’ location(s) as described above.

This can be summarised in the tables below:

Staff involved with the working of trains that will cross-state borders and proceed beyond the frontier location.

Task

Professional Competences

Medical Requirements

Driving a Train and
Accompanying a Train

4.6

4.7

Authorising Train movements

Mutual recognition

Tdrain Preparation

Train Despatch

4.6

Mutual recognition

Mutual recognition

Mutual recognition

Mutual recognition

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Staff working trains that do not cross state borders or do so as far as frontier locations.

Task

Professional Competences

Medical Requirements

Driving a Train and
Accompanying a Train

Mutual recognition

Mutual recognition

Authorising Train movements

Mutual recognition

Train Preparation

Train Despatch

Mutual recognition

Mutual recognition

Mutual recognition

Mutual recognition

Mutual recognition

In reading these tables it must be noted that the communications principles described in Chapter 4.2.1 are a
mandatory requirement.

For cross border sections, agreements between neighbouring Infrastructure Managers or Member States referred
in art. 7.1 describe:

— the safety rules to be applied between them concerning the protection of engineering worksites relating
to the maintenance of the infrastructure subsystems concerned, and the content of the training of staff
undertaking the safety critical tasks associated with the protection of these worksites,

— the safety rules to be applied between them concerning the operation and the protection of engineering
worksites related to the maintenance of the fixed installations of the energy subsystems concerned, and
the content of the training of staff undertaking the safety critical tasks associated with the operation and
the protection of these installations.

2.2.2.

Operating principles

The general objective of the present version of this TSI, which is the second one after the entry into force of
Directive 96/48/EC but the first taking into account the modifications brought by Directive 2004/50/EC, is to
enable a coherent operation of the structural subsystems intended to be used on the high speed network. In
particular rules and procedures that are linked directly to the operation of a new train control and signalling
system must be identical where identical situations exist.

Initially, this TSI has only covered those elements (as set out in Chapter 4) of the high speed rail ‘Traffic Opera-
tion and Management’ subsystem, where principally there are operational interfaces between Railway Under-
takings and Infrastructure Managers or where there is a particular benefit to interoperability. In doing this, due
consideration was given to the requirements of Directive 2004/49/EC (the Railway Safety Directive),

Subsequently, detailed operating rules for the European Train Control System (ETCS) and the Global System
for Mobile communication — Railways (GSM-R) are specified in Annex A to this TSI.

2.2.3.

Applicability to existing vehicles and infrastructure

While the majority of the requirements contained in this TSI relate to processes and procedures, a number also
relate to physical elements, trains and vehicles which are important for operation.

The design criteria for these elements are described in the TSIs covering other subsystems such as rolling stock.
In the context of the OPE TSI it is their operational function that is considered.

In such cases, it is recognised that modifying existing rolling stock/infrastructure facilities to meet the full
requirements of this TSI may not be cost effective. The requirements concerned need therefore, only be applied
to new elements or when the element is upgraded or renewed and requires new authorisation for placing into
service within the meaning of Directive 96/48/EC Article 14.3.

2.3.

Link between this TSI and Directive 2004/49/EC

Although this TSI is being developed under Interoperability Directive 96/48/EC (as amended by Directive
2004/50/EC), it addresses requirements closely related to the operational procedures and processes required
from an Infrastructure Manager or Railway Undertaking when applying for a safety authorisation/certificate
under the Safety Directive (2004/49/EC).

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3.

ESSENTIAL REQUIREMENTS

3.1.

Compliance with the essential requirements

In accordance with Article 4(1) of Directive 96/48/EC, the trans-European high speed rail system, its sub-
systems and their interoperability constituents must meet the essential requirements set out in general terms in
Annex III to the Directive.

3.2.

Essential requirements — overview

The essential requirements cover:

— safety,

— reliability and availability,

— health,

— environmental protection,

— technical compatibility.

According to Directive 96/48/EC, the essential requirements may be generally applicable to the whole trans-
European high speed rail system or be specific to each subsystem and its constituents.

3.3.

Specific aspects in relation to these requirements

The relevance of the general requirements to the Traffic Operation and Management subsystem is determined
in the following clauses.

3.3.1.

Safety

In accordance with Annex III of Directive 96/48/EC, the safety-related essential requirements that apply to the
Traffic Operation and Management subsystem are the following:

Essential requirement 1.1.1 of Annex III to Directive 96/48/EC:

‘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.’

As far as the Traffic Operation and Management subsystem is concerned, this essential requirement is addressed
by the specification of Subsection ‘train visibility’ (sub sections 4.2.2.1 and 4.3) and ‘train audibility’ in sub sec-
tions 4.2.2.2 and 4.3.

Essential requirement 1.1.2 of Annex III to Directive 96/48/EC:

‘The parameters involved in the wheel/rail contact must meet the stability requirements needed in order to guar-
antee safe movement at the maximum authorised speed.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

Essential requirement 1.1.3 of Annex III to Directive 96/48/EC:

‘The components used must withstand any normal or exceptional stresses that have been specified during their
period in service. The safety repercussions of any accidental failures must be limited by appropriate means.’

As far as the Traffic Operation and Management subsystem is concerned, this essential requirement is addressed
by the specification of Subsection ‘train visibility’ (sub sections 4.2.2.1 and 4.3).

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Essential requirement 1.1.4 of Annex III to Directive 96/48/EC:

‘The design of fixed installations and rolling stock and the choice of the materials used must be aimed at lim-
iting the generation, propagation and effects of fire and smoke in the event of a fire.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

Essential requirement 1.1.5 of Annex III to Directive 96/48/EC:

‘Any devices intended to be handled by users must be so designed as not to impair the safe operation of the
devices or the health and safety of users if used foreseeably in a manner not in accordance with the posted
instructions.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

3.3.2.

Reliability and availability

Essential requirement 1.2 of Annex III to Directive 96/48/EC:

‘The monitoring and maintenance of fixed or movable components that are involved in train movements must
be organised, carried out and quantified in such a manner as to maintain their operation under the intended
conditions.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

3.3.3.

Health

Essential requirement 1.3.1 of Annex III to Directive 96/48/EC:

‘Materials likely, by virtue of the way they are used, to constitute a health hazard to those having access to them
must not be used in trains and railway infrastructure.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

Essential requirement 1.3.2 of Annex III to Directive 96/48/EC:

‘Those materials must be selected, deployed and used in such a way as to restrict the emission of harmful and
dangerous fumes or gases, particularly in the event of fire.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

3.3.4.

Environmental protection

Essential requirement 1.4.1 of Annex III to Directive 96/48/EC:

‘The repercussions on the environment of the establishment and operation of the trans-European high speed
rail system must be assessed and taken into account at the design stage of the system in accordance with the
Community provisions in force.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

Essential requirement 1.4.2 of Annex III to Directive 96/48/EC:

‘The materials used in the trains and infrastructures must prevent the emission of fumes or gases which are
harmful and dangerous to the environment, particularly in the event of fire.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

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Essential requirement 1.4.3 of Annex III to Directive 96/48/EC:

‘The rolling stock and energy-supply systems must be designed and manufactured in such a way as to be elec-
tromagnetically compatible with the installations, equipment and public or private networks with which they
might interfere.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

3.3.5.

Technical compatibility

Essential requirement 1.5 of Annex III to Directive 96/48/EC:

‘The technical characteristics of the infrastructure and fixed installations must be compatible with each other
and with those of the trains to be used on the trans-European high speed rail system.’

‘If compliance with these characteristics proves difficult on certain sections of the network, temporary solu-
tions, which ensure compatibility in the future, may be implemented.’

This essential requirement is not relevant to the Traffic Operation and Management subsystem.

3.4.

Aspects relating specifically to the Traffic Operation and Management subsystem

3.4.1.

Safety

Essential requirement 2.7.1 of Annex III to Directive 96/48/EC:

‘Alignment of the network operating rules and the competences of drivers and on-board staff must be such as
to ensure safe international operation.

The operations and maintenance intervals, the training and qualifications of maintenance staff and the quality
assurance system set up in the maintenance centres of the operators concerned must be such as to ensure a
high level of safety.’

The essential requirement is addressed by the following Subsections of this specification:

— Vehicle identification (Subsection 4.2.2.3)

— Train braking (Subsection 4.2.2.6)

— Train composition (Subsection 4.2.2.5)

— Requirements for passenger vehicles (Subsection 4.2.2.4)

— Ensuring that the train is in running order (Subsection 4.2.2.7)

— Train visibility (Subsections 4.2.2.1 and 4.3)

— Train audibility (Subsections 4.2.2.2 and 4.3)

— Train departure (Subsection 4.2.3.3)

— Traffic management (Subsection 4.2.3.4)

— Signal sighting and vigilance device (Subsection 4.3)

— Safety related communication (Subsections 4.2.1.5 and 4.6)

— Documentation for drivers (Subsection 4.2.1.2)

— Documentation for Railway Undertaking staff other than drivers (Subsection 4.2.1.3)

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— Documentation for Infrastructure Manager’s staff authorising train movements (Subsection 4.2.1.4)

— Degraded operation (Subsection 4.2.3.6)

— Managing an emergency situation (Subsection 4.2.3.7)

— ERTMS operating rules (Subsection 4.4)

— Professional competences (Subsections 2.2.1 and 4.6)

— Health and safety conditions (Subsections 2.2.1 and 4.7)

3.4.2.

Reliability and availability

Essential requirement 2.7.2 of Annex III to Directive 96/48/EC:

‘The operation and maintenance periods, the training and qualifications of the maintenance staff and the qual-
ity assurance system set up by the operators concerned in the maintenance centres must be such as to ensure
a high level of system reliability and availability.’

The essential requirement is ensured by the following Subsections of this specification:

— Train composition (Subsection 4.2.2.5)

— Ensuring that the train is in running order (Subsection 4.2.2.7)

— Traffic Management (Subsection 4.2.3.4)

— Safety Related communication (Subsection 4.2.1.5)

— Degraded operation (Subsection 4.2.3.6)

— Managing an emergency situation (Subsection 4.2.3.7)

— Professional competences (Subsection 4.6)

— Health and safety conditions (Subsection 4.7)

3.4.3.

Technical compatibility

Essential requirement 2.7.3 of Annex III to Directive 96/48/EC:

‘The alignment of the operating rules of the networks and the qualifications of drivers, on-board staff and man-
agers in charge of traffic must be such as to ensure operating efficiency on the trans-European high speed rail
system.’

The essential requirement is addressed by the following Subsections of this specification:

— Vehicle identification (Subsection 4.2.2.3)

— Train Braking (Subsection 4.2.2.6)

— Train composition (Subsection 4.2.2.5)

— Requirements for passenger vehicles (Subsection 4.2.2.4)

— Safety Related communication (Subsection 4.2.1.5)

— Degraded operation (Subsection 4.2.3.6)

— Managing an emergency situation (Subsection 4.2.3.7)

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4.

CHARACTERISTICS OF THE SUB-SYSTEM

4.1.

Introduction

The trans-European high speed rail system (TEN), to which Directive 96/48/EC applies and of which the Traf-
fic Operation and Management subsystem is a part, is an integrated system whose consistency must be veri-
fied. This consistency must be checked in particular with regard to the specifications of the subsystem, its
interfaces vis-à-vis the system with which it is integrated, as well as the operating rules.

Taking into account all the relevant essential requirements, the Traffic Operation and Management subsystem,
as described in Subsection 2.2, covers only the elements specified in the following section.

In conformity with Directive 2001/14/EC, it is the overall responsibility of the Infrastructure Manager to pro-
vide all the appropriate requirements which must be met by trains permitted to run on his network, taking
into account the geographic particularities of individual lines and the functional or technical specifications set
out below.

4.2.

Functional and technical specifications of the sub-system

The functional and technical specifications of the Traffic Operation and Management subsystem comprise of
the following:

— specifications relating to staff

— specifications relating to trains

— specifications relating to train operations

4.2.1.

Specifications relating to staff

4.2.1.1.

General requirements

This section deals with the staff who contributes to the operation of the subsystem by performing safety criti-
cal tasks involving a direct interface between Railway Undertakings and Infrastructure Managers.

— Railway Undertaking staff:

— undertaking the task of driving trains and forming part of the ‘traincrew’ (referred to throughout this

document as ‘driver’)

— undertaking tasks on-board (other than driving) and forming part of the ‘traincrew’

— undertaking the task of preparing trains

— Infrastructure Manager’s staff undertaking the task of authorising the movement of trains

The areas covered are:

— Documentation

— Communication

and, in the scope specified in section 2.2 of this TSI:

— Competences (see Subsection 4.6 and Annexes H, J and L)

— Health and Safety conditions (see Subsection 4.7)

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4.2.1.2.

Documentation for drivers

The Railway Undertaking operating the train must supply the driver in due time with all the necessary infor-
mation required to carry out his duties.

This information must take into account the necessary elements for operation in normal, degraded and emer-
gency situations for the routes to be worked over and the rolling stock used on those routes.

4.2.1.2.1.

Rule Book

All the necessary procedures for the driver must be included in a document or a computer medium called the
‘Driver’s Rule Book’.

The ‘Driver’s Rule Book’ must state the requirements for all the routes worked and the rolling stock used on
those routes according to the situations of normal operation, degraded operation and in emergency situations
which the driver may encounter.

The ‘Driver’s Rule Book’ must cover two distinct aspects:

— one which describes the set of common rules and procedures valid across the TEN (taking into account

the contents of Annexes A, B and C)

— another which sets out any necessary rules and procedures specific to each Infrastructure Manager

It must include procedures covering, as a minimum, the following aspects:

— Staff Safety and Security

— Signalling and Control Command

— Train Operation including degraded mode

— Traction and Rolling Stock

— Incidents and accidents

The Railway Undertaking is responsible for compiling this document.

The Railway Undertaking must present the Driver’s Rule Book in the same format for the entire infrastructure
over which their drivers will work.

It shall have two appendices:

— appendix 1: Manual of communication procedures;

— appendix 2: Book of Forms

The Railway Undertaking must write the driver’s rule book in either the language of one of the Member States
or the ‘operating’ language of one of the Infrastructure Managers to which the rules will apply. This will not
apply for messages and forms which must remain in the ‘operating’ language of Infrastructure Manager(s).

The process for preparing and updating the Driver’s Rule Book shall include the following steps:

— the Infrastructure Manager (or the organisation responsible for the preparation of the operating rules)
must provide the Railway Undertaking with the appropriate information in the Infrastructure Manager’s
‘operating’ language,

— the Railway Undertaking must draw up the initial or updated document;

— if the language chosen by the Railway Undertaking for the Driver’s Rule Book is not the language in which
the appropriate information was originally supplied, it is the responsibility of the Railway Undertaking to
arrange for any necessary translation.

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In conformity with Annex III paragraph 2 of Directive 2004/49/EC, the Infrastructure Manager’s Safety Man-
agement System must contain a validation process to ensure that the content of the documentation provided
to the Railway Undertaking(s) is complete and accurate.

In conformity with Annex III paragraph 2 of Directive 2004/49/EC, the Railway Undertaking’s Safety Man-
agement System must contain a validation process to ensure the content of the Rule Book is complete and
accurate.

Annex V outlines this process in flowchart format and provides an overview to the process.

4.2.1.2.2.

Description of the line and the relevant lineside equipment associated with the lines worked over

Drivers must be provided with a description of the lines and the associated lineside equipment for the lines
over which they will operate and relevant to the driving task. Such information must be set out in a single docu-
ment called the ‘Route Book’ (which can either be a traditional document or computer based).

The following is a list of information which must as a minimum, be provided:

— the general operating characteristics

— indication of rising and falling gradients

— detailed line diagram

4.2.1.2.2.1. Preparation of the Route Book

The Route Book must be prepared in either a language of one of the Member States chosen by the Railway
Undertaking or the ‘operating’ language used by the Infrastructure Manager.

The following information must be included (this list is not exhaustive):

— the general operating characteristics:

— type of signalling and corresponding running regime (double track, reversible working, left or right

hand running, etc.)

— type of power supply

— type of ground-train radio equipment.

— indication of rising and falling gradients:

— gradient values and their precise location

— detailed line diagram:

— names of stations on the line and key locations and their location;

— tunnels — including, location, name, length, specific information such as the existence of walkways
and points of safe egress as well as the location of safe places where evacuation of passengers can
take place

— essential locations such as neutral sections

— permissible speed limits for each track, including, if necessary, differential speeds relating to certain

types of train

— the name of the organisation responsible for traffic management control and the name(s) of the traf-

fic management control areas;

— the names and areas of control of traffic management centres such as signal boxes;

— identification of the radio channels to be used;

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The format of the Route Book must be prepared in the same manner for all the infrastructures worked over by
the trains of an individual Railway Undertaking.

The Railway Undertaking is responsible for the preparation of the Route Book using the information supplied
by the Infrastructure Manager(s).

In conformity with Annex III paragraph 2 of Directive 2004/49/EC, the Infrastructure Manager’s Safety Man-
agement System must contain a validation process to ensure that the content of the documentation provided
to the Railway Undertaking(s) is complete and accurate.

In conformity with Annex III paragraph 2 of Directive 2004/49/EC, the Railway Undertaking’s Safety Man-
agement System must contain a validation process to ensure the content of the Route Book is complete and
accurate.

4.2.1.2.2.2. Modified elements

The Infrastructure Manager must advise any elements modified either permanently or temporarily to the Rail-
way Undertaking. Changes must be made known in time for the RU to process their impact, update docu-
ments and instruct staff. They must be grouped by the Railway Undertaking into a dedicated document or
computer medium whose format must be the same for all the infrastructures worked over by the trains of an
individual Railway Undertaking.

In conformity with Annex III paragraph 2 of Directive 2004/49/EC, the Infrastructure Manager’s Safety Man-
agement System must contain a validation process to ensure that the content of the documentation provided
to the Railway Undertaking(s) is complete and accurate.

In conformity with Annex III paragraph 2 of Directive 2004/49/EC, the Railway Undertaking’s Safety Man-
agement System must contain a validation process to ensure the content of the document of modified ele-
ments is complete and accurate.

4.2.1.2.2.3.

Informing the driver in real time

The procedure for advising drivers in real time about all modifications to safety arrangements on the route must
be defined by the Infrastructure Managers concerned (the process must be unique where ERTMS/ETCS is in
use).

4.2.1.2.3.

Timetables

The provision of train schedule information facilitates the punctual running of trains and assists in service
performance.

The Railway Undertaking must provide drivers with the information necessary for the normal running of the
train and as a minimum include:

— the train identification;

— the train running days (if necessary);

— the stopping points and the activities associated with them

— other timing points;

— the arrival/departure/passing times at each of those points.

Such train running information, which must be based on information supplied by the Infrastructure Manager,
may be provided either electronically or in a paper format.

Presentation to the driver must be consistent across all the lines over which the Railway Undertaking operates.

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4.2.1.2.4.

Rolling stock

The Railway Undertaking must provide the driver with all information relevant to the working of the rolling
stock during degraded situations (such as trains requiring assistance). Such documentation must also focus on
the specific interface with the Infrastructure Manager’s staff in these cases.

4.2.1.3.

Documentation for Railway Undertaking staff other than drivers

The Railway Undertaking must provide all members of his staff (whether on train or otherwise) who under-
take safety critical tasks involving a direct interface with the staff, equipment or systems of the Infrastructure
Manager with the rules, procedures, rolling stock and route specific information it deems appropriate to such
tasks. Such information shall be applicable in both normal and degraded operation.

For staff on-board trains, the structure, format, content and process for preparation and updating of such infor-
mation must be based on the specification set out in Subsection 4.2.1.2 of this TSI.

4.2.1.4.

Documentation for Infrastructure Manager’s staff authorising train movements

All the information necessary to ensure safety-related communication between staff authorising the move-
ment of trains and train crews must be set out in:

— documents describing the Communications Protocol (annex C);

— the document entitled Book of Forms.

The Infrastructure Manager must draw up these documents in his ‘operating’ language.

4.2.1.5.

Safety-related communications between traincrew, other Railway Undertaking staff and staff authorising train
movements

The language used for safety-related communication between traincrew, other Railway Undertaking staff (as
defined in Annex L) and the staff authorising train movements shall be the ‘operating’ language (see glossary)
used by the Infrastructure Manager on the route concerned.

The principles for safety-related communication between traincrew and staff responsible for authorising the
movement of trains are to be found in Annex C.

In conformity with Directive 2001/14/EC, the Infrastructure Manager is responsible for publishing the ‘oper-
ating language’ used by his personnel in daily operational use.

Where however, local practice requires that a second language is also provided for, it is the responsibility of
the Infrastructure Manager to determine the geographic boundaries for its use.

4.2.2.

Specifications relating to trains

4.2.2.1.

Train visibility

4.2.2.1.1.

General requirement

The Railway Undertaking must ensure that trains are fitted with means of indicating the front and rear of the
train.

4.2.2.1.2.

Front end

The Railway Undertaking must ensure that an approaching train is clearly visible and recognisable as such, by
the presence and layout of its lit white front-end lights. This is to enable it to be distinguished as an approach-
ing train from nearby road vehicles or other moving objects.

The detailed specification can be found in Subsection 4.3.3.4.1.

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4.2.2.2.

Train audibility

4.2.2.2.1.

General requirement

The Railway Undertaking must ensure that trains are fitted with an audible warning device to indicate the
approach of a train.

4.2.2.2.2.

Control

The ability to sound the audible warning device must be possible from all driving positions.

4.2.2.3.

Vehicle identification

Each vehicle must have a number to uniquely identify it from any other rail vehicle. This number must be
prominently displayed at least on each longitudinal side of the vehicle.

It must also be possible to identify operational restrictions applicable to the vehicle.

Further requirements are specified in Annex P.

4.2.2.4.

Requirements for Passenger vehicles

— Compatibility between passenger vehicles and platforms at scheduled passenger stops must be sufficient

in order to ensure safe access and egress.

— Passengers must not be able to open body-side doors intended for their use until the train is at a standstill

and the doors have been released by a member of the train crew.

— Door release must be separate for each side of the train. The integrity of door closure and blocking on

passenger trains must be permanently indicated.

— Activation of the door release must prevent traction power from being applied. (For the purposes of this
‘door release’ means the doors have been enabled by the traincrew for opening by

requirement,
passengers.)

— All vehicles carrying passengers must be equipped with exits that facilitate emergency egress.

— Vehicles intended for passenger use must have either a passenger activated alarm or emergency brake fit-
ted. In the event of this being triggered, the driver must be immediately alerted but be able to retain con-
trol of the train.

4.2.2.5.

Train composition

The Railway Undertaking must define the rules and procedures to be followed by his staff so as to ensure that
the train is in compliance with the allocated path.

Train Composition requirements must take into account the following elements:

— the vehicles

— all vehicles in the train must be in compliance with all the requirements applicable on the routes over

which the train will run;

— all vehicles on the train must be fit to run at the maximum speed at which the train is scheduled to

run;

— all vehicles on the train must be currently within their specified maintenance interval and will remain

so for the duration (in terms of both time and distance) of the journey being undertaken;

— the train

— the combination of vehicles forming a train must comply with the technical constraints of the route
concerned and be within the maximum length permissible for forwarding and receiving terminals;

— the Railway Undertaking is responsible for ensuring that the train is technically fit for the journey to

be undertaken and remains so throughout the journey;

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— the weight and axle load

— the weight of the train must be within the maximum permissible for the section of route, the strength
of the couplings, the traction power and other relevant characteristics of the train. Axle load limi-
tations must be respected;

— the maximum speed of the train

— the maximum speed at which the train can run must take into account any restrictions on the

route(s) concerned, braking performance, axle load and vehicle type;

— the kinematic envelope

— the kinematic gauge of each vehicle (inclusive of any load) in the train must be within the maximum

permissible for the section of route.

Additional constraints may be required or imposed due to the type of braking regime or traction type on a
particular train.

Train composition must be described in a harmonised train composition document (see Annex U)

4.2.2.6.

Train braking

4.2.2.6.1. Minimum requirements of the braking system

All vehicles in a train must be connected to the continuous automatic braking system as defined in the RST TSI.

The first and last vehicles (including any traction units) in any train must have the automatic brake operative.

In the case of a train becoming accidentally divided into two parts, both sets of detached vehicles must come
automatically to a stand as a result of a maximum application of the brake.

4.2.2.6.2.

Brake performance

The Infrastructure Manager must decide whether to:

— provide Railway Undertakings with the information necessary for calculating the required braking per-
formance for the route(s) concerned, including information on the braking systems which can be accepted,
and on the conditions of their use, or

— alternatively provide the actual performance required.

The Railway Undertaking is responsible for ensuring that the train has sufficient braking performance by pro-
viding braking rules for its staff to follow.

The information required by the Railway Undertaking to calculate the braking performance enabling their
trains to stop and remain stopped must take into account the geography of all the routes involved, the allo-
cated pathway and the development of ERTMS/ETCS.

Further requirements are specified in Annex T.

4.2.2.7.

Ensuring that the train is in running order

4.2.2.7.1.

General requirement

The Railway Undertaking must define the process to ensure that all safety-related on-train equipment is in a
fully functional state and that the train is safe to run.

The Railway Undertaking must inform the Infrastructure Manager of any modification to the characteristics of
the train affecting its performance or any modification that might affect the ability to accommodate the train
in its allocated path.

The Infrastructure Manager and the Railway Undertaking must define and keep up to date conditions and pro-
cedures for train running in degraded mode.

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4.2.2.7.2.

Data required

The data required for safe and efficient operation and the process by which this data must be forwarded must
comprise:

— the train identification

— the identity of the Railway Undertaking responsible for the train

— the actual length of the train

— if a train carries passengers or animals when it is not scheduled to do so

— any operational restrictions with an indication of the vehicle(s) concerned (gauge, speed restrictions, etc.)

— information the Infrastructure Manager requires for transport of dangerous goods.

The Railway Undertaking must define a process in order to ensure that this data is made available to the Infra-
structure Manager(s) prior to the departure of the train.

The Railway Undertaking must define a process for advising the Infrastructure Manager(s) if a train will not
occupy its allocated path or is cancelled.

4.2.3.

Specifications relating to train operations

4.2.3.1.

Train planning

The Infrastructure Manager must advise what data is required when a train path is requested. Further aspects
of this element are set out in Directive 2001/14/EC.

4.2.3.2.

Identification of trains

An unambiguous identification for all trains must exist.

These requirements are specified in Annex R.

4.2.3.3.

Train departure

4.2.3.3.1.

Checks and tests before departure

The Railway Undertaking must, in accordance with the requirements set out in the third paragraph of clause
4.1 of this TSI and all applicable rules, define the checks and tests (especially in relation to brakes) that must be
undertaken before departure.

4.2.3.3.2.

Informing the Infrastructure Manager of the train’s operational status

The Railway Undertaking must inform the Infrastructure Manager of any anomaly affecting the train or its
operation having possible repercussions on the train’s running prior to departure and during the journey.

4.2.3.4.

Traffic management

4.2.3.4.1.

General requirements

Traffic management must ensure the safe, efficient and punctual operation of the railway, including effective
recovery from service disruption.

The Infrastructure Manager must determine procedures and means for:

— the real time management of trains,

— operational measures to maintain the highest possible performance of the infrastructure in case of delays

or incidents, whether actual or anticipated, and

— the provision of information to Railway Undertakings in such cases.

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Any additional processes required by the Railway Undertaking and which affect the interface with the Infra-
structure Manager(s) can be introduced after being agreed with the Infrastructure Manager.

4.2.3.4.2.

Train reporting

4.2.3.4.2.1. Data required for train position reporting

The Infrastructure Manager must:

— provide a means of real time recording of the times at which trains depart from, arrive at or pass appro-

priate pre-defined reporting points on their networks and the delta-time value;

— provide the specific data required in relation to train position reporting. Such information must include:

— Train identification

— Identity of reporting point

— Line on which the train is running

— Scheduled time at reporting point

— Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure
times must be provided in respect of intermediate reporting points at which the train calls)

— Number of minutes early or late at the reporting point

— Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the perfor-

mance monitoring regime

— Indication that a report for a train is overdue and the number of minutes by which it is overdue

— Former train identification(s), if any

— Train cancelled for a whole or a part of its journey.

4.2.3.4.2.2. Predicted hand over time

The Infrastructure Manager must have a process, which enables an indication of the estimated number of min-
utes of deviation from the scheduled time a train is scheduled to be handed over from one Infrastructure Man-
ager to another.

This must include information on service disruption (description and location of problem).

4.2.3.4.3.

Dangerous goods

The Railway Undertaking must define the procedures to supervise the transport of dangerous goods.

These procedures must include:

— existing European standards as specified in EC directive 96/49 for identifying dangerous goods on board

a train

— advice to the driver of the presence and position of dangerous goods on the train

— information the Infrastructure Manager requires for transport of dangerous goods

— determination of, in conjunction with the Infrastructure Manager, lines of communication and

planning of specific measures in case of emergency situations involving the goods.

4.2.3.4.4.

Operational quality

Infrastructure Managers and Railway Undertakings shall have processes in place to monitor the efficient opera-
tion of the all the services concerned.

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Monitoring processes shall be designed to analyse data and detect underlying trends, both in terms of human
error and system error. The results of this analysis shall be used to generate improvement actions, designed to
eliminate or mitigate against events which could compromise the efficient operation of the trans-European high
speed rail system.

Where such improvement actions would have network-wide benefits, involving other Infrastructure Managers
and Railway Undertakings, then, subject to commercial confidentiality, they shall be communicated
accordingly.

Events that have significantly disrupted operations shall be analysed as soon as possible by the Infrastructure
Manager. Where appropriate, and in particular where one of their staff is concerned, the Infrastructure Man-
ager shall invite those Railway Undertakings involved in the event concerned to participate in the analysis.
Where the result of such analysis leads to network improvement recommendations designed to eliminate or
mitigate against causes of accidents/incidents, these shall be communicated to all relevant Infrastructure Man-
agers and Railway Undertakings concerned.

These processes shall be documented and subject to internal audit.

4.2.3.5.

Data recording

Data pertaining to the running of a train must be recorded and retained for the purposes of:

— Supporting systematic safety monitoring as a means of preventing incidents and accidents.

— Identifying driver, train and infrastructure performance in the period leading up to and (if appropriate)
immediately after an incident or accident, to enable the identification of causes related to train driving or
train equipment, and supporting the case for new or changed measures to prevent recurrence.

— Recording information relating to the performance and where appropriate, the working time of both the

locomotive/traction unit and the person driving.

It must be possible to match recorded data to:

— the date and time of the recording

— the precise geographic location of the event being recorded (distance in kilometres from a recognisable

location)

— the train identification

— the identity of the driver

Requirements with regard to storage, periodic evaluation of and access to this data are specified in rel-
evant national laws of the Member State:

— in which the Railway Undertaking is licensed (with regard to on-board recorded data), or

— of the Member State in which the infrastructure is located (with regard to data recorded outside the train).

4.2.3.5.1.

Recording of supervision data outside the train

As a minimum, the Infrastructure Manager must record the following data:

— the failure of lineside equipment associated with the movement of trains (signalling, points etc.);

— the detection of an overheating axle bearing;

— communication between the train driver and Infrastructure Manager’s staff authorising train movements.

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4.2.3.5.2.

Recording of supervision data on-board the train

As a minimum, the Railway Undertaking must record the following data:

— the passing of signals at danger or ‘end of movement authority’ without authority

— application of the emergency brake

— speed at which the train is running

— any isolation or overriding of the on-board train control (signalling) systems

— operation of the audible warning device (horn)

— operation of door controls (release, closure)

— detection by on-board hot axle box detectors, if fitted

— identity of the cab for which data is being recorded to be checked

— data in order to record working time of drivers.

4.2.3.6.

Degraded operation

4.2.3.6.1.

Advice to other users

Infrastructure Managers in conjunction with Railway Undertakings must define a process to immediately
inform each other of any situation that impedes the safety, performance and/or the availability of the rail net-
work or rolling stock.

4.2.3.6.2.

Advice to train drivers

In any case of degraded operation associated with the Infrastructure Manager’s area of responsibility, the Infra-
structure Manager must give formal instructions to drivers on what measures to take in order to safely over-
come the degradation.

4.2.3.6.3.

Contingency arrangements

The Infrastructure Manager in conjunction with all the Railway Undertakings operating over his infrastruc-
ture, and neighbouring Infrastructure Managers as appropriate, must define, publish and make available appro-
priate contingency measures and assign responsibilities based on the requirement to reduce any negative
impact as a result of degraded operation.

The planning requirements and the response to such events must be proportional to the nature and potential
severity of the degradation.

These measures, which must as a minimum include plans for recovering the network to ‘normal’ status, may
also address:

— rolling stock failures (for example, those which could result in substantial traffic disruption, the proce-

dures for rescuing failed trains);

— infrastructure failures (for example, when there has been a failure of the electric power or the conditions

under which trains may be diverted from the booked route);

— extreme weather conditions.

The Infrastructure Manager must establish and keep updated contact information for key Infrastructure Man-
ager and Railway Undertaking staff who may be contacted in the event of service disruption leading to degraded
operation. This information must include contact details both during and outside office hours.

The Railway Undertaking must submit this information to the Infrastructure Manager and advise the Infra-
structure Manager of any changes to these contact details.

The Infrastructure Manager must advise all the Railway Undertakings of any changes to his details.

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4.2.3.7.

Managing an emergency situation

The Infrastructure Manager shall, in consultation with:

— all Railway Undertakings operating over his infrastructure, or

— where appropriate, representative bodies of railway undertakings operating over his infrastructure, and

— neighbouring Infrastructure Managers, as appropriate, as well as

— local authorities and

— representative bodies at either local or national level as appropriate, of the emergency services including

fire fighting and rescue

and in conformity with Directive 2004/49/EC, define, publish and make available appropriate measures to
manage emergency situations and restore the line to normal operation.

Such measures shall typically cover:

— collisions,

— fires on train,

— evacuation of trains,

— accidents in tunnels,

— incidents involving dangerous goods,

— derailments.

The Railway Undertaking shall provide the Infrastructure Manager with any specific information in respect to
these circumstances, especially in respect to the recovery or re-railing of their trains. (See also clause 4.2.7.5 in
the Conventional Rail Freight Wagon TSI).

Additionally, the Railway Undertaking shall have processes to inform passengers about onboard emergency
and safety procedures.

4.2.3.8.

Aid to traincrew in the event of an incident or of a major rolling stock malfunction

The Railway Undertaking shall define appropriate procedures to assist the train crew in degraded situations in
order to avoid or decrease delays caused by technical or other failures of the rolling stock (e.g. lines of com-
munication, measures to be taken in case of evacuation of a train).

4.3.

Functional and technical specifications of the interfaces

In light of the essential requirements in Chapter 3, the functional and technical specifications of the interfaces
are as follows:

4.3.1.

Interfaces with the Infrastructure TSI

4.3.1.1.

Signal Sighting

The driver must be able to observe signals, and signals must be observable by the driver from his normal driv-
ing position. The same applies for line side signs if they are safety related.

Lineside signs and information boards must be designed in such a consistent way to facilitate this. Issues that
must be taken into account include:

— suitably sited so that train headlights allow the driver to read the information

— suitability and intensity of lighting, where required to illuminate the information

— where retro-reflectivity is employed, the reflective properties of the material used are in compliance with
appropriate specifications and that they are fabricated so as to allow train headlights to allow the driver
to read the information

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4.3.1.2.

Passenger Vehicles

The compatibility between passenger vehicles and platforms of scheduled passenger stops in order to ensure
safe access and egress must be assured.

The minimum distance between platform surfaces and live electrical parts of vehicles must be respected.

4.3.1.3.

Professional Competences

There is an interface with subsection 2.2.1 of this TSI and subsection 4.6 of the HS INS TSI.

4.3.2.

Interfaces with the Control/Command and Signalling TSI

4.3.2.1.

Recording of supervision data

The Traffic Operation and Management subsystem determines the operational requirements for the recording
of supervision data (see Subsection 4.2.3.5 of this TSI) with which the Control/Command subsystem (see sec-
tion 4.2.15 of the HS CCS TSI) must comply.

4.3.2.2.

Driver vigilance

Where the infrastructure supports the facility, this device shall be capable of automatically reporting an acti-
vation to the controlling signalling centre. There is an interface between this operational requirement and Sub-
section 4.2.2 in the HS CCS TSI associated with ERTMS.

4.3.2.3.

ERTMS/ETCS and ERTMS/GSM-R operating rules

Annex A of this TSI has an interface with the ERTMS/ETCS FRS and SRS, the ERTMS/GSM-R FRS and SRS
detailed in annex A of the HS CCS TSI.

There is also an interface between Subsection 4.4 of this TSI and Annex A of the HS CCS TSI in respect to the
informative guideline documents for the rules, principles and implementation of ERTMS.

There is also an interface with the ETCS Driver/Machine Interface (DMI) specifications (section 4.2.13 of the
HS CCS TSI) and the EIRENE DMI specifications (section 4.2.14 of the HS CCS TSI).

There is an interface between annex A of this TSI and subsection 4.2.2 of the HS CCS TSI in respect to isola-
tion of the On-Board ETCS functionality.

4.3.2.4.

Signal and lineside marker sighting

The driver must be able to observe signals and lineside markers, and they must be observable by the driver
from his normal driving position. The same applies for other types of lineside signs if they are safety related.

Lineside markers, signs and information boards shall be designed in such a consistent way to facilitate this.
Issues that must be taken into account include:

— that they are suitably sited so that train headlights allow the driver to read the information,

— suitability and intensity of lighting, where required to illuminate the information,

— where retro-reflectivity is employed, the reflective properties of the material used are in compliance with
appropriate specifications and the signs are fabricated so that train headlights easily allow the driver to
read the information.

There is an interface with subsection 4.2.16 of the HS CCS TSI in respect to driver’s external field of view. There
will also be a new item in a future version of Annex A of the HS CCS TSI in respect to lineside markers on
ETCS-fitted lines.

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4.3.2.5.

Train braking

An interface exists between subsection 4.2.2.6.2 of this TSI and subsection 4.3.1.5 (Guaranteed train braking
performance and characteristics) of the HS CCS TSI.

4.3.2.6.

Use of sanding. Minimum elements relevant to professional competences for the task of driving a train

An interface exists between annex H and annex B (§ C1) of this TSI on one hand, and subsection 4.2.11 (com-
patibility with track-side Train Detection Systems) and § 4.1 of appendix 1 of Annex A (as quoted in subsec-
tion 4.3.1.10) of the HS CCS TSI on the other hand, in respect to the use of sanding.

4.3.2.7.

Data recording and hot axle box detection

An interface exists between subsection 4.2.3.5 of this TSI on one hand, and subsection 4.2.2 (On-board ETCS
functionality), indexes 5, 7 and 55 in annex A, and subsection 4.2.10 (HABD (Hot Axle Box Detector)) of the
HS CCS TSI on the other hand. There will be a future interface with annex B of the OPE TSI, when the HS CCS
open point is resolved.

4.3.3.

Interfaces with the Rolling Stock TSI

4.3.3.1.

Braking

Interfaces exists between Subsection 4.2.2.5.1, 4.2.2.6.1 and 4.2.2.6.2 of this OPE TSI, and subsection 4.2.4.1
and 4.2.4.3 of the HS RST TSI.

An interface also exists between subsection 4.2.4.5 (Eddy Current brakes) of the HS RST TSI and subsec-
tion 4.2.2.6.2 of this OPE TSI.

An interface also exists between subsection 4.2.4.6 (protection of an immobilised train) of the HS RST TSI and
subsection 4.2.2.6.2 of this OPE TSI.

An interface also exists between subsection 4.2.4.7 (brake performance on steep gradients) of the HS RST TSI
and subsections 4.2.2.6.2 and 4.2.1.2.2.3 of this OPE TSI.

4.3.3.2.

Requirements for passenger vehicles

Interfaces exists between Subsection 4.2.2.4 of this OPE TSI and subsections 4.2.2.4 (doors), 4.2.5.3 (alarms),
4.3.5.16 (passenger alarm) and 4.2.7.1 (emergency exits) of the HS RST TSI.

4.3.3.3.

Train visibility

The Traffic Operation and Management subsystem determines that the basic requirements for train visibility,
which the Rolling Stock subsystem must define, are shown in the following clauses.

4.3.3.3.1.

On the leading vehicle of a train facing in the direction of travel

The forward facing front-end of the leading vehicle of a train must be fitted with three lights, in the shape of
an isosceles triangle, as shown below. These lights shall always be lit when the train is being driven from that
end.

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The front lights must optimise train detectability (e.g. to track workers and those using public crossings), pro-
vide sufficient visibility for the train driver (illumination of the line ahead, lineside information markers/boards,
etc) by night and during low light conditions and shall not dazzle the drivers of oncoming trains.

The spacing, the height above rails, the diameter, the intensity of the lights, the dimensions and shape of the
emitted beam in both day and night time operation must be standardised.

An interface exists with subsection 4.2.7.4.1 of the HS RST TSI and Subsection 4.2.2.1.2 of this TSI.

4.3.3.3.2.

On the rear end

An interface exists between subsection 4.2.2.1.3 of this TSI and subsection 4.2.7.4.1 of the HS RST TSI.

4.3.3.4.

Train audibility

The Traffic Operation and Management subsystem determines that the basic requirements for train audibility
with which the Rolling Stock subsystem must comply is that a train must be able to provide an audible warn-
ing of its presence.

The sounds emitted by this warning device, the frequency and intensity of these sounds and the method of acti-
vation by the driver shall be standardised.

An interface with subsection 4.2.7.4.2 of the HS RST TSI and Subsection 4.2.2.2 of this TSI.

4.3.3.5.

Signal sighting

The driver must be able to observe signals, and signals must be observable by the driver. The same applies for
line side signs if they are safety related.

Driving cabs shall be designed in such a consistent way that the driver is able to easily see the information dis-
played to him from his usual driving position.

An interface exists between subsection 4.3.2.4 of this TSI and subsection 4.2.2.7 of the HS RST TSI.

4.3.3.6.

Driver vigilance

A means of monitoring the reactions of the driver, intervening to bring the train to a stand if the driver does
not react within a time to be specified.

An interface exists between subsections 4.3.3.2 and 4.3.3.7 of this TSI and subsection 4.2.7.9 of the HS RST TSI
in respect to driver vigilance.

4.3.3.7.

Train composition and annex B

There is an interface between:

— subsections 4.2.2.5, 4.2.3.6.3 and 4.2.3.7 of this TSI on one hand,

— and subsections 4.2.2.2.b (End couplers and coupling arrangements to rescue trains) of the HS RST TSI

and its annex K, also subsection 4.2.3.5 (maximum train length) on the other hand,

in respect of:

— the maximum permissible weight of the train on the maximum gradient of the line concerned

— the maximum train length, and

— acceleration in case of banking.

4.3.3.8.

Rolling Stock parameters which influence ground-based train monitoring systems and rolling stock dynamic
behaviour

Interfaces exists between subsections 4.2.3.3.2 and 4.2.3.4 of the HS RST TSI and subsection 4.2.3.6 of this
OPE TSI.

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4.3.3.9.

Sanding

An interface exists between annex H and annex B (§ C1) of this TSI on one hand, and subsection 4.2.3.10 the
HS RST TSI on the other hand, in respect to the use of sanding.

4.3.3.10.

Train composition, annexes H and J

Interfaces exist between subsection 4.2.2.5 and Annexes H and J of this TSI with subsections 4.2.1.2 (design of
train) and 4.2.7.11 (Monitoring and diagnostic concepts) of the HS RST TSI in respect to train crew knowledge
of rolling stock functionality.

4.3.3.11.

Contingency arrangements and Managing an emergency situation

There is an interface between subsection 4.2.3.6.3 and 4.2.3.7 of this TSI and subsection 4.2.2.2 (end couplers
and coupling arrangements to rescue trains) and Annex K of the HS RST TSI.

There is also an interface between subsections 4.2.3.6 and 4.2.3.7 of this TSI and subsection 4.2.7.1 (Emer-
gency measures) and 4.2.7.2 (Fire safety) of the HS RST TSI.

4.3.3.12.

Data recording

There is an interface between subsection 4.2.3.5.2 (Recording of supervision data on-board the train) of this
TSI and subsection 4.2.7.11 of the HS RST TSI (Monitoring and diagnostic concepts).

4.3.3.13.

Aerodynamic effects on ballast

An interface exists between subsection 4.2.3.11 of the HS RST TSI and subsection 4.2.1.2.2.3 of this TSI.

4.3.3.14.

Environmental conditions

An interface exists between subsection 4.2.6.1 of the HS RST TSI and subsections 4.2.2.5 and 4.2.3.3.2 of
this TSI.

4.3.3.15.

Crosswinds

An interface exists between subsection 4.2.6.3 of the HS RST TSI and subsections 4.2.1.2.2.3 and 4.2.3.6 of
this TSI.

4.3.3.16.

Maximum pressure variations in tunnels

An interface exists between subsection 4.2.6.4 of the HS RST TSI and subsections 4.2.1.2.2.3 and 4.2.3.6 of
this TSI.

4.3.3.17.

Exterior noise

An interface exists between subsection 4.2.6.5 of the HS RST TSI and subsection 4.2.3.7 of this TSI.

4.3.3.18.

Fire safety

An interface exists between subsection 4.2.7.2 of the HS RST TSI and subsection 4.2.3.7 of this TSI.

4.3.3.19.

Lifting/rescue procedures

An interface exists between subsection 4.2.7.5 of the HS RST TSI and subsection 4.2.3.7 of this TSI.

4.3.3.20.

Monitoring and diagnostic concepts

An interface exists between subsection 4.2.7.11 of the HS RST TSI and subsection 4.2.3.5.2 and Annexes H
and J of this TSI.

4.3.3.21.

Particular specification for long tunnels

An interface exists between subsection 4.2.7.12 of the HS RST TSI and subsections 4.2.1.2.2.1, 4.2.3.7
and 4.6.3.2.3.3 of this TSI.

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4.3.3.22.

Traction performance requirements

An interface exists between subsection 4.2.8.1 of the HS RST TSI and subsections 4.2.2.5 and 4.2.3.3.2 of
this TSI.

4.3.3.23.

Traction adhesion requirements

An interface exists between subsection 4.2.8.2 of the HS RST TSI and subsections 4.2.3.3.2, 4.2.3.6
and 4.2.1.2.2 of this TSI.

4.3.3.24.

Functional and technical specification related to power supply

An interface exists between subsection 4.2.8.3 of the HS RST TSI and subsections 4.2.3.6 and 4.2.1.2.2 of
this TSI.

4.3.4.

Interfaces with the HS Energy TSI

There is an interface with subsection 2.2.1 of this TSI and subsection 4.6 of the HS ENE TSI.

4.3.5.

Interfaces with the Safety in Rail Tunnels TSI

A number of requirements in the SRT TSI rely on elements within the OPE TSI as a complement. These are
detailed in subsection 4.3.4 of the SRT TSI.

A specific interface exists between subsection 4.2.5.1.3.2 of the SRT TSI and subsection 4.6.3.2.3.3 of this TSI.

4.3.6.

Interfaces with the Persons with Reduced Mobility TSI

A number of requirements in the PRM TSI rely on elements within the OPE TSI. These are detailed in subsec-
tions 4.1.4 and 4.2.4 of the PRM TSI.

4.4.

Operating rules

The rules and procedures enabling coherent operation of new and different structural subsystems intended to
be used in the TEN, and in particular those that are linked directly to the operation of a new train control and
signalling system, shall be identical where identical situations exist.

To this end, operating rules for the European Train Control System (ETCS) and the Global System for Mobile
communication — Railways (GSM-R) have been written. These are specified in Annex A.

AnnexA (ETCS and GSM-R rules and principles) is complemented by the two following informative documents:

— Presentation Report of ETCS/GSM-R Rules and Principles (EEIG Ref.: 05E374)

— Recommendations for the Implementation of ERTMS (EEIG Ref.: 05E375)

Other operating rules, which are able to be standardised across the TEN, are specified in Annex B.

As these rules are designed to be applied across the entire TEN, it is important that there is complete consis-
tency. The only organisation able to make modifications to these rules shall be the ERA, which is responsible
for the timely upkeep of Annexes A, B and C to this TSI.

4.5.

Maintenance rules

Not applicable

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4.6.

Professional competences

In accordance with Subsection 2.2.1 of this TSI, this section deals with professional and linguistic competence
and the assessment process required for staff to attain this competence.

4.6.1.

Professional competence

Staff (including contractors) of Railway Undertakings and Infrastructure Managers must have attained appro-
priate professional competence to undertake all necessary safety-related duties in normal, degraded and emer-
gency situations. Such competence comprises professional knowledge and the ability to put this knowledge
into practice.

Minimum elements relevant to professional competence for individual tasks can be found in annexes H, J and L.

4.6.1.1.

Professional knowledge

Taking these annexes into account and dependant on the duties of the individual staff member concerned, the
knowledge required will comprise the following:

— general railway operation with particular emphasis on safety-critical activity:

— principles of operation of their organisation’s safety management system;

— the roles and responsibilities of the key players involved in interoperable operations;

— appreciation of hazards, especially in relation to the risks involving railway operation and electric

traction supply

— appropriate knowledge of safety-related tasks in respect to procedures and interfaces for:

— lines and lineside equipment;

— rolling stock;

— the environment.

4.6.1.2.

Ability to put this knowledge into practice

The ability to apply this knowledge in routine, degraded and emergency situations will require staff to be fully
acquainted with:

— the method and principles for applying these rules and procedures

— the process for the use of lineside equipment and rolling stock, as well as any specific safety-related

equipment

— the principles of the safety management system to avoid the introduction of any undue risk to people and

process

as well as a general ability to adapt to the different circumstances an individual may encounter.

In conformity with Annex III clause 2 of Directive 2004/49/EC, Railway Undertakings and Infrastructure Man-
agers are required to establish a competence management system to ensure that the individual competence of
their staff involved is assessed and maintained. Additionally, training shall be provided, as necessary, to ensure
that knowledge and skills are kept current, especially in relation to weaknesses or deficiencies in system or indi-
vidual performance.

4.6.2.

Linguistic competence

4.6.2.1.

Principles

Infrastructure Managers and Railway Undertakings are required to ensure that their relevant personnel are com-
petent in the use of the communication protocols and principles set out in this TSI.

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Where the ‘operating’ language used by the Infrastructure Manager differs from that habitually used by the Rail-
way Undertaking’s personnel, such linguistic and communications training must form a critical part of the Rail-
way Undertaking’s overall competence management system.

Railway Undertaking staff whose duties require them to communicate with staff of the Infrastructure Manager
in connection with safety critical matters, whether in routine, degraded or emergency situations, shall have a
sufficient level of knowledge in the ‘operating’ language of the Infrastructure Manager.

4.6.2.2.

Level of knowledge

The level of knowledge in the Infrastructure Manager’s language must be sufficient for safety purposes:

— As a minimum this must comprise of the driver being able to:

— send and understand all the messages specified in annex C to the present TSI;

— effectively communicate in routine, degraded and emergency situations;

— complete the forms associated with the use of the ‘Book of Forms’.

— Other members of the train crew whose duties require them to communicate with the Infrastructure Man-
ager on safety critical matters, must as a minimum, be able to send and understand information describ-
ing the train and its operational status.

Guidance on the appropriate levels of competence is defined in Annex E. The level of knowledge for drivers
shall be at least level 3. The level of knowledge for staff accompanying trains shall be at least level 2.

4.6.3.

Initial and ongoing assessment of staff

4.6.3.1.

Basic elements

In conformity with Annex III clause 2 of Directive 2004/49/EC, Railway Undertakings and Infrastructure Man-
agers are required to define the assessment process for their staff. It is recommended that account be taken of
each of the following:

A.

Selection of personnel

— evaluation of individual experience and competence

— evaluation of individual competence in the use of any required foreign language(s) or the aptitude to

learn them

B.

I n i t i a l p r o f e s s i o n a l

t r a i n i n g

— analysis of training needs;

— training resources

— training of the trainers

C.

I n i t i a l a s s e s s m e n t

— basic conditions (minimum age for drivers, …);

— assessment programme, including practical demonstration;

— trainer competence;

— deliver a certificate of competence.

D. C o m p e t e n c e r e t e n t i o n

— principles for retention of competence

— in particular, for those staff undertaking the task of driving a train, re-assessment of compe-

tence shall be undertaken at least on an annual basis

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— methods to be followed

— formalisation of the competence retention process.

— assessment process.

E.

R e f r e s h e r t r a i n i n g

— principles for ongoing training (including language)

4.6.3.2.

Analysis of training needs

4.6.3.2.1.

Development of the analysis of training needs

Railway Undertakings and Infrastructure Managers must undertake an analysis of training needs for their rel-
evant staff.

This analysis must set out both scope and complexity and take into account the risks associated with the opera-
tion of trains on the TEN, especially in relation to human capabilities and limitations (human factors) which
may come about as a result of:

— differences in operating practices between Infrastructure Managers and the risks associated with chang-

ing between these;

— the differences between tasks, operating procedures and communication protocols;

— any difference in the ‘operating’ language used by the Infrastructure Manager’s personnel;

— local operating instructions which may include special procedures or particular equipment to be applied

in certain cases, for example a specific tunnel.

Guidance on the elements that should be considered can be found in the annexes referred to in Subsection 4.6.1
above. As appropriate, elements of the training for staff must be put in place which take these into account.

It is possible that due to the type of operation envisaged by a Railway Undertaking or the nature of the net-
work being run by an Infrastructure Manager, some of the elements in these annexes will not be appropriate.
The analysis of training needs shall document those not deemed appropriate and the reasons why.

4.6.3.2.2.

Updating the analysis of training needs

Railway Undertakings and Infrastructure Managers shall define a process for reviewing and updating their indi-
vidual training needs, taking into account issues such as previous audits, system feedback and known changes
to rules and procedures, infrastructure and technology.

4.6.3.2.3.

Specific elements for traincrew and auxiliary staff

4.6.3.2.3.1. Route knowledge

The Railway Undertaking shall define the process by which knowledge of train crew of the routes worked over
is acquired and maintained, at the level that is deemed appropriate depending on the level of responsibilities.
This process must be:

— based upon the route information provided by the Infrastructure Manager and

— in accordance with the process described in Subsection 4.2.1 of this TSI.

Drivers must learn these routes through both theoretical and practical elements.

4.6.3.2.3.2. Knowledge of rolling stock

The Railway Undertaking shall define the process for the acquisition and retention of traction and rolling stock
knowledge by its train crew.

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4.6.3.2.3.3. Auxiliary Staff

The RU shall make sure that the auxiliary staff (e.g catering, cleaning) not forming part of the ‘traincrew’ is, in
addition to their basic training, trained to respond to the instructions of the fully trained members of the
‘traincrew’.

4.7.

Health and Safety Conditions

4.7.1.

Introduction

Staff specified in Subsection 4.2.1 as staff performing safety critical tasks in accordance with Subsection 2.2 of
this TSI must have appropriate fitness to ensure that overall operational and safety standards are met.

In conformity with Directive 2004/49/EC, Railway Undertakings and Infrastructure Managers shall set up and
document the process they put in place to meet the medical, psychological and health requirements for their
staff within their Safety Management System.

Medical examinations as specified in Subsection 4.7.4 and any associated decisions on the individual fitness of
staff must be conducted by a recognised occupational doctor.

Staff must not perform safety critical work whilst vigilance is impaired by substances such as alcohol, drugs or
psychotropic medication. Therefore, Railway Undertakings and Infrastructure Managers shall have procedures
in place to control the risk that staff attend for work under the influence of such substances, or consume such
substances at work.

National rules of the Member State where a train service is operated apply with regard to defined limits of the
above mentioned substances.

4.7.2.

Recommended criteria for approval of occupational doctors and medical organisations

Railway Undertakings and Infrastructure Managers should select occupational doctors and organisations
involved in medical examinations in accordance with the national rules and practices of the country in which
the Railway Undertaking or Infrastructure Manager is licensed or registered.

Occupational doctors performing medical examinations as specified in Subsection 4.7.4 should have the
following:

— Expertise in occupational medicine;

— Knowledge of the hazards of the work concerned and of the railway environment;

— An understanding of how measures intended to eliminate or reduce the risks from those hazards could

be affected by lack of medical fitness.

The occupational doctor complying with these criteria may seek external medical or paramedical assistance to
support his or her medical consultation and assessment, e. g. ophthalmologists.

4.7.3.

Criteria for approval of psychologists involved in psychological assessment and psychological assessment
requirements

4.7.3.1.

Certification of psychologists

It is recommended that the psychologist should hold the relevant university qualification and be certified and
recognised as competent according to national rules and practices of the country in which the Railway Under-
taking or Infrastructure Manager is licensed or registered.

4.7.3.2.

Content and interpretation of psychological assessment

The content and the procedure for interpretation of the psychological assessment shall be determined by a per-
son certified according to section 4.7.3.1, taking account of the railway work and environment.

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4.7.3.3.

Selection of assessment tools

The assessment shall only include assessment tools that are based on psychological-scientific principles.

4.7.4.

Medical examinations and psychological assessments

4.7.4.1.

Before appointment

4.7.4.1.1. Minimum content of the medical examination

Medical examinations shall cover:

— General medical examination;

— Examinations of sensory functions (vision, hearing, colour perception);

— Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clini-

cal examination;

— Screening for drugs of abuse.

4.7.4.1.2.

Psychological assessment

The aim of the psychological assessment is to support the Railway Undertaking in the appointment and man-
agement of staff who have the cognitive, psychomotor, behavioural and personality capabilities to perform
their roles safely.

In determining the content of the psychological assessment the psychologist shall, as a minimum, take the fol-
lowing criteria into account relevant to the requirements of each safety function:

— Cognitive:

— Attention and concentration

— Memory

— Perceptive capability

— Reasoning

— Communication

— Psychomotor:

— Speed of reaction

— Gestured co-ordination

— Behavioural and personality:

— Emotional self control

— Behavioural reliability

— Autonomy

— Conscientiousness

If the psychologist omits any of the above, the respective decision must be justified and documented.

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4.7.4.2.

After appointment

4.7.4.2.1.

Periodicity of periodic medical examinations

At least one systematic medical examination shall be performed:

— Every 5 years for staff aged up to 40;

— Every 3 years for staff aged between 41 and 62;

— Every year for staff aged over 62.

Increased periodicity of examination shall be set by the occupational doctor if the state of health of the mem-
ber of the staff requires so.

4.7.4.2.2. Minimum content of the periodic medical examination

If the worker complies with the criteria required at the examination, which is carried out before practising an
occupation, the periodic specialised examinations must include as a minimum:

— General medical examination;

— Examination of sensory functions (vision, hearing, colour perception);

— Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clini-

cal examination;

— Screening for drugs of abuse where clinically indicated.

4.7.4.2.3.

Additional medical examinations and/or psychological assessments

Besides the periodic medical examination, an additional specific medical examination and/or psychological
assessment shall be performed where there is reasonable ground for doubting the medical or psychological fit-
ness of a member of staff or reasonable suspicion of use of drugs of abuse or abuse or inappropriate use of
alcohol. This would be the case especially after an incident or accident caused by human error on the part of
the individual.

The employer must request a medical examination after any sickness absence exceeding 30 days. In suitable
cases such an examination can be limited to an assessment by the occupational doctor based on available medi-
cal information indicating that the employee’s fitness for work has not been affected.

Railway Undertakings and Infrastructure Managers must put systems in place to ensure that such additional
examinations and assessments are undertaken as appropriate.

4.7.5.

Medical requirements

4.7.5.1.

General requirements

Staff shall not suffer from medical conditions or take medical treatment likely to cause:

— Sudden loss of consciousness;

— Impairment of awareness or concentration;

— Sudden incapacity;

— Impairment of balance or co-ordination;

— Significant limitation of mobility.

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The following vision and hearing requirements must be met:

4.7.5.2.

Vision requirements

— Aided or unaided distance visual acuity: 0.8 (right eye + left eye — measured separately); Minimum of 0.3

for the worse eye.

— Maximum corrective lenses: hypermetropia + 5/myopia – 8. The recognised occupational doctor (as
defined in Subsection 4.7.2) may allow values outside this range in exceptional cases and after having
sought the opinion of an eye specialist.

— Intermediate and near vision: sufficient whether aided or unaided.

— Contact lenses are allowed.

— Normal colour vision: using a recognised test, such as the Ishihara, completed by another recognised test

if required.

— Vision field: normal (absence of any abnormality affecting the task to be performed)

— Vision for both eyes: present

— Binocular vision: present

— Contrast sensitivity: good

— Absence of progressive eye disease

— Lens implants, keratotomies and keratectomies are allowed only on condition that they are checked on a

yearly basis or according to a periodicity set by the occupational doctor.

4.7.5.3.

Hearing requirements

Sufficient hearing confirmed with tone audiogram, that is:

— Hearing good enough to keep a phone conversation going and be able to hear alert tones and radio

messages;

— The following values given for information should be taken as guidelines;

— The hearing deficiency must not be higher than 40 dB at 500 and 1 000 Hz;

— The hearing deficiency must not be higher than 45 dB at 2 000 Hz for the ear with the worst air con-

duction of sound.

4.7.5.4.

Pregnancy

Pregnancy shall be considered a temporary cause for exclusion as regards drivers in the event of poor tolerance
or pathological condition. The employer shall ensure that the legal provisions protecting pregnant workers are
applied.

4.7.6.

Specific requirements regarding the task of driving a train

4.7.6.1.

Periodicity of periodic medical examinations

In respect to staff undertaking the task of driving a train, Subsection 4.7.4.2.1 of this TSI is modified as follows:

‘At least one systematic medical examination must be performed:

— Every 3 years for staff aged up to 60;

— Every year for staff aged over 60.’

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4.7.6.2.

Additional content of medical examination

Regarding the task of train driving the medical examination before appointment as well as each periodic medi-
cal examination concerning staff aged 40 and older must additionally involve monitoring by ECG at rest.

4.7.6.3.

Additional vision requirements

— Aided or unaided distance visual acuity 1.0 (binocularly); at least 0.5 for the worse eye.

— Coloured contact lenses and photochromatic lenses are not allowed. UV filter lenses are allowed.

4.7.6.4.

Additional hearing and speaking requirements

— No anomaly of the vestibular system.

— No chronic speech disorder (given the necessity to exchange messages loudly and clearly).

— Hearing requirements as set out in Subsection 4.7.5.3 must be achieved without the use of hearing aids.

However, subject to medical opinion, the use of hearing aids is allowed in special cases.

4.7.6.5.

Anthropometrics

The anthropometric measures of staff must be suitable for the safe use of the rolling stock. Drivers must not be
required or allowed to operate particular types of rolling stock if their height, weight or other physical char-
acteristics would make this unsafe.

4.7.6.6.

Trauma Counselling

Staff who, while performing the task of driving a train, are affected by traumatising accidents causing death or
serious injuries of persons, shall be subject to appropriate care by the employer.

4.8.

Infrastructure and Rolling stock registers

In accordance with Article 22a(1) of Directive 96/48/EC, ‘the Member States shall ensure that registers of infra-
structure and of rolling stock are published and updated annually. Those registers shall indicate the main fea-
ture of each subsystem or part subsystem involved and their correlation with the features laid down by the
applicable TSIs. To that end, each TSI shall indicate precisely which information must be included in the reg-
isters of infrastructure and of rolling stock.’

Due to the annual update and publication of these registers they are not suitable for the particular require-
ments of the ‘Traffic Operations and Management’ subsystem. Therefore this TSI specifies nothing in respect
of these registers.

However, there is an operational requirement for certain infrastructure related data items to be made available
to a Railway Undertaking and conversely for certain rolling stock related items to be made available to an Infra-
structure Manager. In both cases the data concerned shall be complete and accurate.

4.8.1.

Infrastructure

The requirements for the high speed rail infrastructure related data items with regard to the Traffic Operation
and Management subsystem, and which must be made available to railway undertakings, are specified in
Annex D. The Infrastructure Manager is responsible for the correctness of the data.

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4.8.2.

Rolling stock

The following rolling stock related data items shall be available to infrastructure managers. The keeper (vehicle
owner) is responsible for the correctness of the data:

— whether the vehicle is constructed from materials which can be hazardous in case of accidents or fire

(e.g. asbestos)

— length over buffers.

5.

INTEROPERABILITY CONSTITUENTS

5.1.

Definition

According to Article 2(d) of Directive 96/48/EC:

Interoperability constituents are ‘any elementary component, group of components, subassembly or complete
assembly of equipment incorporated or intended to be incorporated into a subsystem upon which the interop-
erability of the trans-European high speed rail system depends directly or indirectly. The concept of a constitu-
ent covers both tangible objects and intangible objects such as software’.

An interoperability constituent is:

— a product which can be placed on the market before integration and use in the subsystem; in this respect,
it shall be possible to verify its conformity independently of the subsystem into which it will be
incorporated,

— or an intangible object such as software or a process, organisation, procedure, etc. which has a function
in the subsystem and the conformity of which shall be verified to ensure that the essential requirements
are met.

5.2.

List of constituents

The interoperability constituents are covered by the relevant provisions of Directive 96/48/EC. In respect to
the Traffic Operation and Management Subsystem, there are, at present, no interoperability constituents.

5.3.

Constituents’ performances and specifications

Not applicable

6.

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

6.1.

Interoperability constituents

As this TSI does not yet specify any interoperability constituents no assessment arrangements are discussed.

If however interoperability constituents are subsequently defined and therefore able to be assessed by a Noti-
fied Body, the relevant assessment procedure(s) may then be added to a revised version.

6.2.

Traffic Operation and Management Subsystem

6.2.1.

Principles

The Traffic Operation and Management subsystem is a structural subsystem according to annex II to Directive
96/48/EC.

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However, the individual elements are closely aligned with the operational procedures and processes required
from an Infrastructure Manager or Railway Undertaking for the granting of a safety authorisation/certificate
under the terms of the Directive 2004/49/EC. The Railway Undertaking or Infrastructure Manager shall dem-
onstrate compliance with the requirements of this TSI. They can do this as part of the Safety Management Sys-
tem as described in Directive 2004/49/EC. It should be noted that at present none of the elements contained
within this TSI require separate assessment by a Notified Body.

The relevant Competent Authority shall carry out an assessment of any new or amended operational proce-
dures 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. Where the scope
of this SMS will impact on another Member State(s), co-ordination with that Member State in respect to assess-
ment should be ensured.

Subject to satisfactory completion of the assessment process described below, the Competent Authority shall
authorise the Infrastructure Manager or Railway Undertaking to implement the relevant elements of its Traffic
Operation and Management System in conjunction with the granting of the Safety Authorisation or Safety Cer-
tificate required by Articles 10 and 11 of Directive 2004/49/EC.

Wherever an Infrastructure Manager or Railway Undertaking introduces new/upgraded/renewed operational
process(es) (or materially changes existing ones) covered by the requirements of this TSI, then they shall draw
up a commitment indicating that such process(es) is(are) in compliance with the Traffic Operation and Man-
agement TSI (or a part of it in the transitional period — see Chapter 7).

The assessment process of new or amended operational procedures and processes as described in this chapter
is equivalent to the authorisation of placing in service delivered by the Member State in accordance with
Article 14(1) of Directive 96/48/EC.

6.2.2.

Rules and procedures documentation

In respect to the assessment of the documentation described in Subsection 4.2.1 of this TSI, assurance that the
process for preparing the content of the documentation provided by both Infrastructure Manager and Railway
Undertaking is complete and accurate is the responsibility of the Competent Authority.

6.2.3.

Assessment procedure

6.2.3.1.

Decision by Competent Authority

In conjunction with Annex G, Infrastructure Managers and Railway Undertakings shall submit a description of
any proposed new or amended operational process(es).

In respect to those items shown as being under Part A of the Safety Certificate/Authorisation as defined by
Directive 2004/49/EC, these shall be presented to the Competent Authority of the Member State in which the
company is established.

In respect to items shown as being under Part B of the Safety Certificate/Authorisation as defined by Directive
2004/49/EC, these shall be presented to the Competent Authority of each Member State concerned.

This shall be provided in sufficient detail to allow the Competent Authority(ies) to make a judgement as to
whether a formal assessment will be required.

6.2.3.2.

If an assessment is required

Where the Competent Authority(ies) decide(s) that such an assessment is required, then this shall be carried
out as part of the assessment leading to granting/renewal of the safety certificate/authorisation in conformity
with Directive 2004/49/EC.

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The assessment procedures shall be in compliance with the Common Safety Method to be established for
assessment and certification/authorisation of Safety Management Systems required by Articles 10 and 11 of
Directive 2004/49/EC.

Some informative and not mandatory guidelines as to how this assessment could be conducted are contained
in Annex F.

6.2.4.

System performance

Article 14 paragraph 2 of Directive 96/48/EC requires Member States to check at regular intervals that interop-
erability subsystems are being operated and maintained in accordance with the essential requirements. In
respect to the Traffic Operation and Management subsystem, such checks will be conducted in conformity with
Directive 2004/49/EC.

7.

IMPLEMENTATION

7.1.

Principles

Implementation of this TSI and conformity with the relevant sections of this TSI must be determined in accor-
dance with an implementation plan that shall be drawn up by each Member State for the High Speed lines for
which they are responsible.

This plan must take into account:

— The specific human factors issues associated with operating any given line;

— The individual operating and safety elements of each line involved; and

— Whether implementation of the element(s) under consideration is to be:

— only for certain High Speed lines,

— applicable on all High Speed lines,

— applicable to all trains, as described in Chapter 1.1 of this TSI, running on High Speed lines

— the relationship with implementation of other subsystems (CCS, RST, INS, ENE, …);

At this time any specific exceptions that may be applicable should be taken into account and documented as
part of the plan.

The implementation plan shall take into account the various levels of potential for implementation from
whenever:

— a Railway Undertaking or Infrastructure Manager commences operations, or

— a renewal or upgrade to the existing operational systems of a Railway Undertaking or Infrastructure Man-

ager is introduced, or

— new or upgraded infrastructure, energy, rolling stock or command control & signalling subsystems,

requiring a corresponding set of operating procedures, are put into service.

Where upgrades to existing operational systems affect both Infrastructure Manager(s) and Railway Undertak-
ing(s), the Member State is responsible for ensuring that such projects are assessed and placed into service
coincidentally.

It is commonly understood that the full implementation of all elements of this TSI cannot be complete until
the hardware (infrastructure, control and command, etc.) that is to be operated has been harmonised. The
guidelines set out in this chapter shall therefore only be seen as an interim phase supporting migration to the
target system.

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In conformity with Articles 10 and 11 of Directive 2004/49/EC, the certification/authorisation is required to
be renewed every 5 years. Once this revised TSI has been put into force and as part of the review process lead-
ing to this certification/authorisation renewal, Railway Undertakings and Infrastructure Managers must be able
to demonstrate that they have taken the contents of this TSI into account and provide justification for any ele-
ments of it with which they do not yet comply.

Whilst full compliance with the target system described in this TSI is clearly the ultimate position, migration
may be done in stages through the development of national or international, bilateral or multilateral agree-
ments. Such agreements, which may be drawn up by and between a combination of IM-IM, IM — RU, RU —
RU, shall always involve input from the Safety Authorities concerned.

Where existing agreements contain requirements related to traffic operation and management, then Member
States shall notify the Commission, within 6 months after the entry into force of this TSI, of the following
agreements:

(a)

national, bilateral or multilateral agreements between Member States and Railway Undertakings or Infra-
structure Managers, agreed on either a permanent or a temporary basis and required due to the very spe-
cific or local nature of the intended train 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 the revi-
sion of this TSI to include possible specific cases or transitional measures.

The RIC agreements and the COTIF instruments shall not be notified, because they are known.

Renewal of such agreements shall be possible, but only in the interests of continued through working arrange-
ments and only when no other suitable alternatives exist. Any modification of existing agreements or any future
agreement shall take into account EU legislation and, in particular, this TSI. Member States shall notify the
Commission of such modifications or new agreements. The same procedure as shown above shall then apply.

7.2.

Implementation guidelines

The table shown in Annex N, which is informative and not mandatory, has been prepared as a guide to what
the Member State could identify as the trigger for implementation of each of the elements in Chapter 4.

There are three distinct elements to implementation:

— Confirmation that any existing systems and processes comply with the requirements of this TSI

— Adaptation of any existing systems and processes to comply with the requirements of this TSI

— New systems and processes arising from implementation of other sub-systems

— New/upgraded high speed lines (INS/ENE)

— New or upgraded ETCS signalling installations, GSM-R radio installations, Hot Axle Box Detectors,

… (CCS)

— New rolling stock (RST)

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7.3.

Specific cases

7.3.1.

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 rel-
evant subsystem either by 2010 (case ‘T1’), an objective set out in Decision No 1692/96/EC of the Euro-
pean 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’).

7.3.2.

List of specific cases

Temporary Specific Case (T2) Ireland

For the implementation of annex P of this TSI in the Republic of Ireland, vehicles, which are used solely in
domestic traffic, may be exempted from carrying the standard 12-digit number. This may also apply for cross-
border traffic between Northern Ireland and the Republic of Ireland.

Temporary Specific Case (T2) UK

For the implementation of annex P of this TSI in United Kingdom, passenger coaches and locomotives, which
are used solely in domestic traffic, may be exempted from carrying the standard 12-digit number. This may
also apply for cross-border traffic between Northern Ireland and the Republic of Ireland.

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ANNEX A

ERTMS/ETCS and ERTMS/GSM-R operating rules

This Annex contains the rules for ERTMS/ETCS and ERTMS/GSM-R as they appear in version 1 (document published on the
European Railway Agency Internet site www.era.europa.eu).

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ANNEX B

Other rules enabling a coherent operation of new structural subsystems

(see also section 4.4)

This Annex will evolve over a period of time and will be subject to regular review and update.

Typical content of this Annex will be rules and procedures which are to be applied in an identical way across the entire TEN
and the high speed network in particular and which are not today covered in Chapter 4 of this TSI. It is also likely that some
elements of Chapter 4 and associated annexes will also be integrated into this Annex.

A. GENERAL

A1. Train Staffing

Reserved

B. STAFF SAFETY AND SECURITY

Reserved

C. OPERATIONAL INTERFACE WITH SIGNALLING AND COMMAND AND CONTROL EQUIPMENT

C1. Sanding

The application of sand is an effective way of improving the adhesion of wheels to the rail, to aid braking and starting
away especially in conditions of inclement weather.

A build-up of sand on the railhead can however, cause a number of problems, especially in connection with the acti-
vation of track circuits and the effective operation of points and crossings.

The driver must always be able to apply sand but this must be avoided wherever possible:

— in the area of points and crossings

— during braking at speeds less than 20 km/h.

These restrictions are nevertheless not applicable if there is a risk of SPAD, or other serious incident and the application
of sand would assist adhesion.

— when at a standstill. The exception to this is when starting away and when required to test the sanding equipment
on the traction unit. (Testing should normally be undertaken in areas specifically designated in the Infrastructure
Register).

C2. Activation of Hot Axle Box Detectors

Reserved

D. TRAIN MOVEMENTS

D1. Normal conditions

D2. Degraded conditions

Reserved

E. ANOMALIES, INCIDENTS AND ACCIDENTS

Reserved

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ANNEX C

Safety related communications methodology

Introduction

The purpose of this document is to set out the rules for safety-related ground-to-mobile and mobile-to-ground communi-
cations applicable to information transmitted or exchanged for safety critical situations on the interoperable network and in
particular to:

— define the nature and structure of the safety-related messages;

— define the methodology for voice transmission of those messages.

This annex is to serve as the basis:

— to enable the Infrastructure Manager to draw up the messages and Books of Forms. These elements shall be addressed

to the Railway Undertaking at the same time as the rules and regulations are made available;

— for the Infrastructure Manager and the Railway Undertaking to draw up the documents for their staff (Books of Forms),
instructions for staff authorising train movements and Appendix 1 to the Driver’s Rule Book ‘Manual of communica-
tion procedures’.

The extent to which forms are used and their structure may vary. For some risks the use of forms will be appropriate, whilst
for others it will not be appropriate.

In the context of a given risk, the Infrastructure Manager shall, acting in compliance with Article 9(3) of 2004/49/EC, decide
whether the use of a form is appropriate. A form should only be used if the value of its safety and performance benefits
exceeds that of any safety and performance disbenefits.

The Infrastructure Managers must structure his communications protocol in a formalised way and in line with the following
3 categories:

— urgent (emergency) verbal messages;

— written orders;

— additional performance messages;

To support the disciplined approach to transmission of these messages a Communications Methodology has been developed.

1.

Communications methodology

1.1.

Elements and principles of the methodology

1.1.1.

Standard terminology to be used in the procedures

1.1.1.1.

Speech transmission procedure

Term transferring the opportunity to speak to the opposite party:

over

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1.1.1.2. Message receiving procedure

— upon receiving a direct message

Term confirming that the sent message has been received:

received

Term used to have the message repeated in the event of poor reception or misunderstanding

say again (+ speak slowly)

— upon reception of a message that has been read-back

Terms used to ascertain whether a read-back message exactly matches the sent message:

correct

or not:

error (+ I say again)

1.1.1.3.

Communications breaking procedure

— if the message has ended:

out

— if break is temporary and does not break the connection

Term used to keep the other party waiting:

wait

— if break is temporary but the connection is broken

Term used to tell the other party that the communication is going to be broken but will be resumed later
on:

I call again

1.1.1.4.

Cancelling a written order

Term used to cancel the written order procedure underway:

cancel procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . …

If the message is then to subsequently be resumed, the procedure shall be repeated from the start.

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1.1.2.

Principles to be applied in the event of error or misunderstanding

To permit the correction of possible errors during communication, the following rules shall be applied:

1.1.2.1.

Errors

— error during transmission

When a transmission error is discovered by the sender himself, the sender must request cancellation by
sending the following procedure message:

error (+ prepare new form …)

or:

error + I say again

and then send the initial message again.

— error during read-back

When the sender discovers an error whilst the message is being read back to him, the sender shall send the
following procedure messages:

error + I say again

and send the initial message again.

1.1.2.2. Misunderstanding

If one of the parties misunderstands a message he must ask the other party to repeat the message by using the
following text:

say again (+ speak slowly)

1.1.3.

Word, number, time, distance, speed and date spelling code

To aid in understanding and expressing messages in different situations, each term must be pronounced slowly
and correctly by spelling out any words or names and figures likely to be misunderstood. Examples would be
the identifying codes for signals or points.

The following spelling rules shall apply:

1.1.3.1.

Spelling out of words and letter groups

The International Phonetic Alphabet shall be used.

G

Golf

H Hotel

I

J

K

India

Juliet

Kilo

L

Lima

M Mike

N November

O Oscar

P

Papa

Q Quebec

V

Victor

R

S

T

Romeo

Sierra

Tango

U Uniform

W Whisky

X

Y

Z

X-ray

Yankee

Zulu

A

B

C

D

E

F

Alpha

Bravo

Charlie

Delta

Echo

Foxtrot

Example:

Points A B = points alpha-bravo.

Signal Number KX 835 = signal Kilo X-Ray eight three five.

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The Infrastructure Manager may add further letters, along with a phonetic pronunciation for each letter added,
if required by the alphabet of the Infrastructure Manager’s operating language(s).

The Railway Undertaking may add further indications about pronunciation, as it deems necessary.

1.1.3.2.

Expression of numbers

Numbers shall be spoken digit by digit.

0

1

2

Zero

One

Two

3

4

5

Three

Four

Five

6

7

8

Six

Seven

Eight

9

Nine

Example: train 2183 = train two-one-eight-three.

Decimals shall be expressed by the word ‘point’.

Example: 12,50 = one-two-point-five-zero

1.1.3.3.

Expression of time

The time shall be given in local time, in plain language.

Example: 10:52 hours = ten fifty-two.

Whilst this is the principle, it would also be acceptable, whenever necessary, for the time to be spelled out digit
by digit (one zero five two hours).

1.1.3.4.

Expression of distances and speeds

Distances shall be expressed in kilometres and speeds in kilometres per hour.

Miles may be used if that unit is used on the infrastructure concerned.

1.1.3.5.

Expression of dates

Dates shall be expressed in the usual manner.

Example: 10 December

1.2.

Communications structure

The voice transmission of safety-related messages shall in principle comprise 2 phases as follows:

— identification and request for instructions;

— transmission of the message itself and termination of the transmission.

The first phase may be cut back or entirely skipped for top priority safety messages.

1.2.1.

Rules for identification and requests for instruction

To enable the parties to identify one another, define the operational situation and transmit procedural instruc-
tions, the following rules shall apply:

1.2.1.1.

Identification

It is very important that before each communication, other than very urgent top priority safety messages, the
persons who are going to communicate identify themselves. Not only is this a polite thing to do it, more impor-
tantly, provides a confidence that the person authorising train movements is in communication with the driver
of the correct train and the driver knows he is speaking with the correct signalling or control centre. This is espe-
cially critical when communication is taking place in areas where communications boundaries overlap.

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This principle shall apply even after an interruption during transmission.

The following messages shall be used for this purpose by the different parties.

— by the staff authorising train movements:

train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

this is . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Signals

(number)

(name)

— by the driver:

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Signals

(name)

this is train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(number)

It should be noted that the identification may be followed by an additional information message giving the
staff authoring train movements enough details of the situation to determine precisely the procedure that
the driver may subsequently be required to follow.

1.2.1.2.

Request for instructions

Every application of a procedure supported by a written order must be preceded by a request for instructions.

The following terms shall be used to request instructions:

prepare procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1.2.2.

Rules for transmission of written orders and verbal messages

1.2.2.1.

Top priority safety messages

Due to their urgent and imperative nature, these messages:

— may be sent or received while running;

— may skip the identification part;

— shall be repeated;

— shall, as soon as possible, be followed by further information.

1.2.2.2. Written Orders

In order to reliably send or receive (at a standstill) the procedural messages contained in the Book or Forms, the
following rules shall be followed:

1.2.2.2.1. Message sending

The form may be completed prior to transmitting the message so that the full text of the message can be sent in
one single transmission.

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1.2.2.2.2. Message receiving

The receiver of the message must fill in the form contained in the Book of Forms based upon the information
given by the sender.

1.2.2.2.3. Read-back

All the messages in the Book of Forms shall be read back.

1.2.2.2.4. Acknowledgement of correct read-back

Every read-back message shall be followed by an acknowledgement of conformity or non-conformity given by
the sender of the message.

correct

or

error + I say again

followed by a repeat sending of the initial message

1.2.2.2.5. Acknowledgement

Every message received shall be acknowledged positively or negatively as follows:

received

or

negative, say again (+ speak slowly)

1.2.2.2.6. Traceability and verification

A unique identification or authorisation number shall accompany all messages initiated from the ground:

— if the message concerns an action for which the driver requires a specific authorisation (e.g. passing a signal

at danger, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .):

Genehmigung . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(number)

— in all other cases (e.g. proceeding with caution, . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .):

message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(number)

1.2.2.2.7. Reporting Back

Every message comprising a request to ‘report back’ shall be followed by a ‘report’.

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1.2.2.3.

Additional messages

Additional messages:

— shall be preceded by the identification procedure;

— shall be short and precise (limited wherever possible to information to be communicated and where it

applies);

— shall be read back and followed by an acknowledgement of correct read-back, or not

— may be followed by a request for instructions or a request for further information.

1.2.2.4.

Information messages with a variable non-predetermined content

Information messages with a variable content shall be:

— preceded by the identification procedure;

— prepared before sending;

— read back and followed by an acknowledgement of correct read-back, or not.

2.

Procedural Messages

2.1.

Nature of the messages

Procedural messages are used to send operational instructions associated with appropriate situations represented
in the Driver’s Rule Book.

They comprise the text of the message itself, corresponding to a situation, and a number identifying the message.

If the message requires the recipient to report back, the text of the report is also given.

These messages use predetermined wording prescribed by the Infrastructure Manager in his ‘operating language’
and they are presented in the form of pre-prepared forms in either paper format or in computer medium.

2.2.

Forms

Forms are a formalised medium for communicating procedural messages. These messages are generally those
associated with degraded working conditions. Typical examples would be the authority for a driver to pass a sig-
nal or an ‘end of movement authority’, the requirement to run at reduced speed in a particular area, or to exam-
ine the line. There may well be other circumstances that will require the used of such messages.

Their purpose is to:

— provide a common working document used in real-time by the staff authorising train movements and by

the drivers;

— provide the driver (especially when working in an unfamiliar or rare environment) with a reminder of the

procedure he will required to follow

— enable traceability of communications.

In order to identify the forms, a unique code word or number relating to the procedure should be developed.
This could be based on the potential frequency that a form would be used. If, of all the forms being developed,
the likelihood is that the one most often used is the one for passing a signal or EOA at danger, then this one
could be numbered 001 and so on.

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2.3.

Book of Forms

Having identified all the forms to be used, the whole set must be collected into a document or a computer
medium called the Book of Forms.

It is a joint document that will be used by the driver and the staff authorising the movement of trains when they
communicate with each other. It is important therefore that the book used by the driver and the one used by the
staff authorising the movement of trains are constructed and numbered in the same manner.

The Infrastructure Manager is responsible for drawing up the Book of Forms and the forms themselves in his
‘operating language’.

The Railway Undertaking may add translations of the forms and associated information contained in the Book
of Forms, if he thinks that would help his drivers both during training and in real-time situations.

The language to be used when transmitting the messages shall always be the ‘operating language’ of the Infra-
structure Manager.

The Book of Forms shall comprise two parts.

— The first part contains the following items:

— a reminder about the utilisation of the Book of Forms;

— an index of ground-originated Procedure Forms;

— an index of driver-originated Procedure Forms, where appropriate;

— the list of situations cross-referencing to which procedure form is to be used;

— a glossary giving the situations to which each procedure form applies;

— the code for spelling out messages (phonetic alphabet etc.).

The second part contains the Procedure Forms themselves.

Several examples of each form should be included in the Book of Forms and it is suggested that dividers should
be used to separate the sections.

The Railway Undertaking may include explanatory text relevant to each form and the situations covered, in the
drivers’ Book of Forms.

3.

Additional messages

Additional messages are information messages used either:

— by the driver to inform the staff authorising train movements or

— by the staff authorising train movements to advise the driver

of situations of a rare nature and for which therefore a pre-determined form is considered unnecessary, or related
to train running or to the technical condition of the train or the infrastructure.

To make it easier to describe the situations and construct the information messages, message guidelines, a glos-
sary of railway terminology, a descriptive diagram of the rolling stock being employed and a descriptive state-
ment of the infrastructure equipment (track, traction supply, etc.) might be beneficial.

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3.1.

Guideline structure for messages

These messages may be structured along the following lines:

Stage in the communication flow

Message element

Reason for passing the information

Observation

Position
— along the line

for information
for action

There is
I saw
I had
I hit

at . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (station name)
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(characteristic point)

at mile post/kilometre point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(number)

— in respect to my train

power car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (number)

trailer car . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (number)

Nature

— object

— person

State

— static

— moving

Location with respect to the tracks

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(see glossary)

standing on

lying on

fallen on

walking

running

towards

These messages may be followed by a request for instructions.

The elements of the messages are provided in both the language chosen by the Railway Undertaking and in the
operating language(s) of the Infrastructure Managers concerned.

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3.2.

Glossary of Railway Terminology

The Railway Undertaking shall produce a glossary of railway terminology for each network over which his trains
operate. It shall supply the terms in regular use in the language chosen by the Railway Undertaking and in the
‘operating’ language of the Infrastructure Manager(s) whose infrastructure is worked over.

The glossary shall be composed of two parts:

— a listing of terms by subject matter;

— a listing of the terms in alphabetical order.

3.3.

Descriptive diagram of the rolling stock

If the Railway Undertaking feels it would benefit his operation a descriptive diagram of the rolling stock used
shall be prepared. It should list the names of the various components that may be the subject of communica-
tions with the different Infrastructure Managers concerned. It should include the common names for the stan-
language of the
dard terms in the language chosen by the Railway Undertaking and in the ‘operating’
Infrastructure Manager(s) whose infrastructure is worked over.

3.4.

Descriptive statement of the characteristics of the infrastructure equipment (track, traction supply, etc.)

If the Railway Undertaking feels it would benefit his operation a descriptive statement of the characteristics of
the infrastructure equipment (track, traction supply, etc.) on the route worked over shall be prepared. This shall
show the names of the various components that may be the subject of communications with the Infrastructure
Manager(s) concerned. It should include the common names for the standard terms in the language chosen by
the Railway Undertaking and in the ‘operating’ language of the Infrastructure Manager(s) whose infrastructure is
worked over.

4.

Type and structure of verbal messages

4.1.

Emergency messages

Emergency messages are intended to give urgent operational instructions that are directly linked with the safety
of the railway.

To avoid any risk of misunderstanding, messages must always be repeated once.

Classified according to need, the main messages which can be sent are indicated hereafter.

The Infrastructure Manager may, in addition, define other emergency messages according to the needs of his
operation.

Emergency messages may be followed by a Written Order (see Subsection 2).

The type of text that goes to form Emergency messages must be included in Appendix 1 ‘Manual of communi-
cations procedures’ to the Driver’s Rule Book and in the documentation issued to staff authorising train
movements.

4.2.

Messages sent either by the ground or the driver

— Need to stop all trains:

The need to stop all trains must be transmitted by means of an acoustic signal; if this is not available the
following phrase must be used:

Emergency, stop all trains

Information on location or area is, if necessary, specified in the message.

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In addition, this message is to be quickly complemented, if possible, by the reason, the location of the emer-
gency and the train’s identification:

Obstruction
Or Fire
Or . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(other reason)
on line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . at . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (km)
(name)
Driver of train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(number)

— Need to stop a particular train:

Train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (on line/track)

(number)

(name/number)

Emergency stop

In this circumstance the name or number of the line or track on which the train is running may be used to
complement this message.

4.3.

Messages issued by the driver

— Need to cut the traction power supply:

Emergency current isolation

This message is to be quickly complemented, if possible, by the reason, the location of the emergency and
the train’s identification:

At . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(km)
on . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . line/track
(name/number)
between . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . and . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

(station)

(station)

Reason . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Driver of train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
(number)

In this circumstance the name or number of the line or track on which the train is running may be used to
complement this message.

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ANNEX D

Information to which the Railway Undertaking must have access in connection with the route(s)
over which he intends to operate

PART 1. GENERIC INFORMATION REGARDING THE INFRASTRUCTURE MANAGER

1.1.

1.2.

1.3.

1.4.

Name (s)/Identity of Infrastructure Manager(s)

Country (or Countries)

Brief description

List of general operational rules and regulations (and how to obtain them)

PART 2. MAPS AND DIAGRAMS

2.1.

Geographic map

2.1.1.

Routes

2.1.2.

Principal locations (stations, yards, junctions, freight terminals)

2.2.

Line diagram

Information to be included on diagrams, supplemented as necessary by text. Where a separate station/yard/depot
diagram is provided then information on line diagram may be simplified

2.2.1.

Indication of distance

2.2.2.

Identification of running lines, loops, sidings and catch/trap points

2.2.3.

Connections between running lines

2.2.4.

Principal locations (stations, yards, junctions, freight terminals)

2.2.5.

Location and meanings of all fixed signals

2.3.

Station/Yard/Depot diagrams (N.B. applies only to locations available to interoperable traffic)

Information to be identified on location specific diagrams, supplemented as necessary by text

2.3.1.

Name of location

2.3.2.

Location identity code

2.3.3.

Type of location (passenger terminal, freight terminal, yard, depot)

2.3.4.

Location and meanings of all fixed signals

2.3.5.

Identification and plan of tracks, including catch/trap points

2.3.6.

Identification of platforms

2.3.7.

Length of platforms

2.3.8.

Height of platforms

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2.3.9.

Identification of sidings

2.3.10.

Length of sidings

2.3.11.

Availability of shore electric supply

2.3.12.

Distance between the edge of the platform and the centre of the track, parallel to the running surface

2.3.13.

(For passenger stations) Availability of access for disabled persons

PART 3. SPECIFIC LINE SEGMENT INFORMATION

3.1.

General Characteristics

3.1.1.

Country

3.1.2.

Line segment identification code: national code

3.1.3.

Line segment extremity 1

3.1.4.

Line segment extremity 2

3.1.5.

Times of opening for traffic (times, days, special arrangements for holidays)

3.1.6.

Lineside indications of distance (frequency, appearance and positioning)

3.1.7.

Type of traffic (mixed, passenger, freight, …)

3.1.8.

Maximum permissible speed(s)

3.1.9.

Any other information which is necessary for safety reasons

3.1.10.

Specific local operational requirements (including any special staff competences)

3.1.11.

Special restrictions for dangerous goods

3.1.12.

Special loading restrictions

3.1.13. Model of temporary works notice (and way to obtain it)

3.1.14.

Indication that Line segment is congested (art. 22 of 2001/14/EC)

3.2.

Specific Technical Characteristics

3.2.1.

EC verification for Infrastructure TSI

3.2.2.

Date of putting into service as an interoperable line

3.2.3.

List of possible specific cases

3.2.4.

List of possible specific derogations

3.2.5.

Track gauge

3.2.6.

Structure gauge

3.2.7.

Maximum axle load

3.2.8.

Maximum load per linear metre

3.2.9.

Transversal track forces

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3.2.10.

Longitudinal track forces

3.2.11. Minimum radius of curvature

3.2.12.

Gradient percentage

3.2.13.

Gradient location

3.2.14.

For brake system that does not use wheel-rail adhesion, accepted braking effort

3.2.15.

Bridges

3.2.16.

Viaducts

3.2.17.

Tunnels

3.2.18.

Comments

3.3.

Energy subsystem

3.3.1.

EC verification for Energy TSI

3.3.2.

Date of putting into service as an interoperable line

3.3.3.

List of possible specific cases

3.3.4.

List of possible specific derogations

3.3.5.

Type of power supply system (e.g. none, overhead, 3rd rail)

3.3.6.

Power supply system frequency (e.g. AC, DC)

3.3.7.

Minimum voltage

3.3.8.

Maximum voltage

3.3.9.

Restriction related to power consumption of specific electric traction unit(s)

3.3.10.

Restriction related to the position of Multiple Traction unit(s)s to comply with contact line separation (position
of pantograph)

3.3.11.

How to obtain electrical isolation

3.3.12.

Contact wire height

3.3.13.

Permissible contact wire gradient in relation to the track and the variation of the gradient

3.3.14.

Type of pantographs approved

3.3.15. Minimum static force

3.3.16. Maximum static force

3.3.17.

Location of neutral sections

3.3.18.

Information on operation

3.3.19.

Lowering of pantographs

3.3.20.

Conditions applying with regard to regenerative braking

3.3.21. Maximum allowable train current

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3.4.

Control-Command and Signalling subsystem

3.4.1.

EC verification for CCS TSI

3.4.2.

Date of putting into service as an interoperable line

3.4.3.

List of possible specific cases

3.4.4.

List of possible specific derogations

ERTMS/ETCS

3.4.5.

Level of application

3.4.6.

Optional functions installed lineside

3.4.7.

Optional functions required on board

3.4.8.

Software version number

3.4.9.

Placing-in-service date of this version

ERTMS/GSM-R RADIO

3.4.10.

Optional functions as specified in FRS

3.4.11.

Version number

3.4.12.

Placing-in-service date of this version

FOR ERTM/ETCS LEVEL 1 WITH INFILL FUNCTION

3.4.13.

Technical implementation required for rolling stock

CLASS B TRAIN PROTECTION, CONTROL AND WARNING SYSTEM(S)

3.4.14.

National rules for operating class B systems (+ way to obtain them)

LINE SYSTEM

3.4.15.

Responsible Member State

3.4.16.

System name

3.4.17.

Software Version number

3.4.18.

Placing-in-service date of this version

3.4.19.

End of period of validity

3.4.20.

Need for more than one system active simultaneously

3.4.21.

On-board system

CLASS B RADIO SYSTEM

3.4.22.

Responsible Member State

3.4.23.

System name

3.4.24.

Version number

3.4.25.

Placing-in-service date of this version

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3.4.26.

End of period of validity

3.4.27.

Special conditions to switch over between different class B train protection, control and warning systems

3.4.28.

Special technical conditions required to switch over between ERTMS/ETCS and Class B Systems

3.4.29.

Special conditions to switch over between different radio systems

TECHNICAL DEGRADED MODES OF:

3.4.30.

ERTM/ETCS

3.4.31.

Class B train protection, control and warning system

3.4.32.

ERTM/GSM-R

3.4.33.

Class B radio system

3.4.34.

Line side signalling

SPEED RESTRICTIONS RELATED TO BRAKING PERFORMANCE

3.4.35.

ERTM/ETCS

3.4.36.

Class B train protection, control and warning systems

NATIONAL RULES FOR FUNCTIONING CLASS B SYSTEM

3.4.37.

National rules linked to braking performance

3.4.38.

Other national rules, e.g.: data corresponding with UIC leaflet 512 (8th edition of 1.1.79 and 2 Amendments)

EMC SUSCEPTIBILITY OF INFRASTRUCTURE-SIDE CONTROL-COMMAND AND SIGNALLING

3.4.39.

Requirement to be specified according to European Standards

3.4.40.

Permissibility to use Eddy-current brake

3.4.41.

Permissibility to use magnetic brake

3.4.42.

Requirements for technical solutions concerning implemented derogations

3.5.

Traffic Operation and Management Subsystem

3.5.1.

EC verification for OPE TSI

3.5.2.

Date of putting into service as an interoperable line

3.5.3.

List of possible specific cases

3.5.4.

List of possible specific derogations

3.5.5.

Language used for safety critical communications with infrastructure manager staff

3.5.6.

Special climatic conditions and associated arrangements

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ANNEX E

Language and communication level

Oral competence in a language can be subdivided into five levels:

Level

Description

— can adapt the way he/she speaks to any interlocutor
— can put forward an opinion
— can negotiate
— can persuade
— can give advice

— can cope with totally unforeseen situations
— can make assumptions
— can express an argued opinion

— can cope with practical situations involving an unforeseen element
— can describe
— can keep a simple conversation going

— can cope with simple practical situations
— can ask questions
— can answer questions

— can talk using memorised sentences

5

4

3

2

1

This annex is a provisional position. A more detailed piece of work is being prepared and will be available for a future
revision of this TSI and which will match the proposals in the CR OPE TSI.

There are also plans to incorporate a tool to be used when assessing the level of competence of an individual. This will be
made available in a future version of this TSI.

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ANNEX F

Informative and not mandatory Traffic Operation and Management Subsystem assessment guidelines

(The use of the expression ‘Member State’ when taken in the context of this module means the Member State or other body
appointed by them, undertaking the assessment.)

1.

This annex sets out guidelines to facilitate assessments by Member States to confirm that the operational process(es)
proposed:

— complies with this TSI and demonstrates that the essential requirements (1) of Directive 96/48/EC (and any

amendments included in Directive 2004/50/EC) have been met,

— complies with the other regulations as appropriate, including Directive 2004/49/EC,

and may be placed into service.

2.

The Infrastructure Manager or Railway Undertaking concerned must supply the Member State with appropriate docu-
mentation (as described in clause 3 below) describing the new or amended operations process(es).

The documentation supplied about the conception and development of the new or amended operational process(es)
must be sufficiently detailed so as to enable the Member State to understand the rationale behind the proposal. Addi-
tionally, where subsystems are being upgraded or renewed, the submission must also include feedback of operational
experience.

The documentation may be supplied in either paper or computer medium format (or a combination of both). The
Member State may request further copies if needed for carrying out the assessment.

3.

Details of assessment

3.1. The documentation describing the operational process(es) concerned should contain at least the following elements:

— a general description of the Infrastructure Manager’s or Railway Undertaking’s operations organisation (overview
of the management/supervision and functionality), together with a detail of the conditions and the framework
within which the operations process(es) to be assessed shall be used and operated;

— details of all relevant operational processes required to be carried out (typically procedures, instructions, com-

puter programs, etc.);

— a description of how the operations process(es) concerned shall be implemented, used and controlled, including

an analysis of any specific equipment to be used;

— details of the people who will be affected by the operational process(es), the training and/or briefing that will take

place and any assessment of risk to personal exposure to which the people might be subjected;

— a procedure for how subsequent amendments and updates to the operations process(es) will be managed (NOTE:
this does not included any future major changes or new process(es) — in this case, a new submission under these
guidelines would be applicable);

— diagram showing how necessary feedback information (and all other information relating to the operation) flows
into, out of and around the Infrastructure Manager’s or Railway Undertaking’s operations organisation to sup-
port the relevant operation processes;

(1) The essential requirements are reflected in the technical parameters, interfaces and performance requirements set out in Chapter 4 of

the TSI.

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— descriptions, explanations and all the records necessary for understanding the conception and development of
the new or amended operations process(es) concerned (NOTE: for Safety Critical processes, this should include
an assessment of the risks associated with implementing the new/amended process(es));

— demonstration of compliance between of the operation process(es) concerned with the requirements of the TSI;

The following elements should also be supplied, where relevant:

— a list of the specifications or European standards, against which the relevant operation processes of the subsystem

have been validated and the evidence of this conformity;

— evidence of conformity with other regulations deriving from the treaty (including certificates);

— specific conditions or restrictions of relevant operation processes

3.2. The Member State shall:

— identify the relevant provisions of the TSI, with which operations process(es) concerned must comply;

— check that the documentation supplied is complete and in accordance with clause 3.1;

— examine the documentation supplied and evaluate whether:

— the operations process(es) concerned comply with the relevant requirements of the TSI;

— the conception and development of the new or revised operations process(es) (including any assessment of

risks) are robust and have been managed in a controlled manner;

— the arrangements for implementation and subsequent use/control of the operations process(es) will ensure

continued compliance with the relevant TSI requirements;

— document (in an assessment report, see Clause 4 below) its findings with regards to compliance of the operations

process(es) with the TSI provisions.

4.

The assessment report shall include at least the following information:

— details of the Infrastructure Manager/Railway Undertaking concerned,

— description of operations process(es) that have been assessed, including details of any specific procedures, instruc-

tions, computer programs concerned;

— description of those elements relating to the control and use of the operations process(es) concerned, including

monitoring, feedback and adjustment,

— any subsidiary inspection and audit reports drawn up in connection with the assessment

— confirmation that the operations process(es) concerned and their conditions of implementation will ensure com-
pliance with the appropriate requirements stated in the relevant sections of the TSI, including any reservations
remaining at the conclusion of the assessment.

— A statement of any conditions and limits (including any appropriate restrictions to address any reservations) for

implementing the relevant operations process(es),

— name and address of the Member State involved in the assessment and date of the completion of the report.

If the Infrastructure Manager/Railway Undertaking is denied authorisation/certification to implement the relevant
operation processes on the basis of the assessment report, the Member State must provide detailed reasons for such
denial in accordance with Directive 2004/49/EC.

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ANNEX G

Informative and not mandatory List of elements to be verified for each basic parameter

This Annex is at an early stage of development and requires further work; it is included as a working draft.

In association with the certification and authorisation processes described in Articles 10 and 11 of Directive 2004/49/EC,
this annex outlines the following supporting information:

— A — an item that is of an organisational or principals nature and should be included in the Safety Management System

— B — an item that is a detailed procedure or operational process in support of the organisational principals in the SMS

and which is only applicable within the Member State

Parameters
to be assessed

Elements to be verified for each parameter

TSI reference

A/B

Applicable to

Documentation for
Drivers

Process for compilation of Driver’s Rule Book
(including language translation [where appro-
priate] and validation process)

Process for IM to provide RU with appropri-
ate information

Content of Driver’s Rule Book includes mini-
mum requirements of this TSI and specific
procedures required by IM

Process for compilation of Driver’s Route
Book (and validation process)

Content of Driver’s Route Book includes mini-
mum requirements of this TSI

Process for IM to advise RU of changes to
operational rules/information

Process for grouping changes into a dedicated
document

Process for advising drivers in real time of
changes

Process for providing drivers with train sched-
ule information

Process for providing drivers with rolling
stock information

Process for compilation of location-specific
rules and procedures (including validation
process) ground staff

Process
between IM and RU staff

for

safety-related communication

4.2.1.2.1

4.2.1.2.1

4.2.1.2.1

4.2.1.2.2.1

4.2.1.2.2.1

4.2.1.2.2.2

4.2.1.2.2.2

4.2.1.2.2.3

4.2.1.2.3

4.2.1.2.4

4.2.1.3

4.2.1.4

Documentation for
IM’s staff authoris-
ing train move-
ments

Safety-related com-
munication
between RU and
IM staff

Train Visibility

Process for ensuring that staff apply the opera-
tional communication methodology as speci-
fied in annex C of this TSI

4.2.1.5,
4.6.1.3.1

Process for ensuring front end illumination of
trains complies with the requirements of this
TSI

4.2.2.1.2,
4.3.3.4.1

IM

X

X

X

X

X

RU

X

X

X

X

X

X

X

X

X

X

A

A

B

A

B

A

A

A

A

A

B

A

A

A

A

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Elements to be verified for each parameter

TSI reference

Parameters
to be assessed

Train Audibility

Process for ensuring audibility of trains com-
plies with the requirements of this TSI

Vehicle Identifica-
tion

Process to demonstrate compliance with
Annex P of this TSI

Requirements for
passenger vehicles

Process to demonstrate compliance with the
requirements of this TSI

Train composition

Process for compilation of Train Composition
Rules (including validation process)

Content of Train Composition Rules includes
minimum requirements specified in this TSI

Braking require-
ments

Process for ensuring provision of route related
information required for brake performance
calculations or provision of the actual perfor-
mance required

4.2.2.2,
4.3.3.5

4.2.2.3

4.2.2.4

4.2.2.5

4.2.2.5

4.2.2.6.2

Responsibility to
ensure that the
train is in running
order

Process for calculation or provision of brake
performance required (‘Braking Rules’)

4.2.2.6.2,
4.3.2.1

Definition of the safety-related on-train equip-
ment required to ensure train safe to run

4.2.2.7.1

Process for ensuring that any modification to
the characteristics of the train affecting its per-
formance are identified, and that this informa-
tion is provided to IM

4.2.2.7.1

Process to ensure that train running informa-
tion is made available to IM prior to departure

4.2.2.7.2

Train Planning

Process of ensuring RU provides required data
to IM when requesting a train path

Identification of
Trains

Process for assigning unique and unambigu-
ous train identification numbers

4.2.3.1

4.2.3.2

Departure Proce-
dures

Definition of pre-departure checks and tests

4.2.3.3.1

Process for reporting factors that could affect
train running

4.2.3.3.2

Traffic Manage-
ment

Provision of means of recording real time
information,
including minimum data
required by this TSI

4.2.3.4.1

Definition of procedures for control and
supervision of traffic operation

4.2.3.4.2.1

Process of ensuring management of changes
in line conditions and train characteristics

4.2.3.4.2

Process for indication of estimated time a train
is to be handed over from IM to IM

4.2.3.4.2.2

Dangerous Goods

Process of ensuring supervision of dangerous
goods, including minimum requirements of
this TSI

Operational
Quality

Process to monitor efficient operation of all
concerned services and communicate trends
to all relevant IMs and RUs

4.2.3.4.3

4.2.3.4.4

Applicable to

RU

X

X

X

X

X

X

X

X

X

X

X

X

X

A/B

IM

A

A

A

A

B

A

B

B

A

A

A

A

B

A

B

B

B

B

A

B

B

X

X

X

X

X

X

X

X

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Parameters
to be assessed

Data Recording

Elements to be verified for each parameter

TSI reference

A/B

Applicable to

RU

IM

X

List of data to be recorded outside the train
includes minimum list of items required by
this TSI

4.2.3.5.1

List of data to be recorded inside the train
includes minimum list of items required by
this TSI

4.2.3.5.2,
4.3.2.3

Degraded Opera-
tion

Process for informing other users of distur-
bances likely to cause disruption of services

4.2.3.6.2

Definition of instructions to be given from IM
to train drivers in times of service disruption

4.2.3.6.3

appropriate measures

Definitions of
to
address service disruption scenarios identified,
including minimum requirements listed in
this TSI

4.2.3.6.4

Managing an
Emergency Situa-
tion

Process to define and publish contingency
measures to manage emergency services

Process for provision of emergency and safety
instructions for passengers

Aid to traincrew in
the event of major
incident

Process to assist traincrew in degraded situa-
tions in order to avoid delays

Professional and
Linguistic Compe-
tence

Process for assessing professional knowledge
according to minimum requirements of this
TSI

Definition of competence management sys-
tem to ensure staff’s ability to put knowledge
into practice according to minimum require-
ments of this TSI

4.2.3.7

4.2.3.7

4.2.3.8

4.6.1.1

4.6.1.2

Process for assessing linguistic ability to meet
minimum requirements of this TSI

4.6.2

Definition of the assessment process for train
crew, including:

4.6.3.1,
4.6.3.2.3

Basic competences, procedures and languages

Route knowledge

Rolling stock knowledge

Special competence (e.g. long tunnels)

X

X

X

X

X

X

X

X

Definition of a training and competence needs
analysis for staff with safety-critical duties, to
take into account minimum requirements of
this TSI

4.6.3.2

X

X

X

X

X

X

X

X

X

X

A

A

A

A

B

B

A

A

A

A

A

A

A

A

A

A

A

A

A

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Parameters
to be assessed

Health and Safety
Conditions

Elements to be verified for each parameter

TSI reference

A/B

Applicable to

Process for ensuring medical fitness of staff,
including controls of affects of drugs and alco-
hol on operational performance

4.7.1

Determination of criteria for:

Approval of occupational doctors and medi-
cal organisations

4.7.2, 4.7.3,
4.7.4

Approval of psychologists

Medical and psychological examination

RU

X

X

requirements,

4.7.5

X

Determination of medical
including

— General health

— Vision

— Hearing

— Pregnancy (drivers)

Special requirements for drivers:

4.7.6

X

— Vision

— Hearing/speaking requirements

— anthropometrics

IM

X

X

X

A

A

A

A

A

A

A

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ANNEX H

Minimum elements relevant to professional competence for the task of driving a train

1.

GENERAL REQUIREMENTS

— This Annex, which must be read in conjunction with Subsections 4.6 and 4.7 of this TSI and the requirements
of the SRT TSI, is a list of the elements that are deemed to be relevant to the task of driving a train on the high
speed lines of the TEN.

It should be noted that whilst this document is as complete as it can be in terms of a generally applicable list,
there will be additional items, of a local/national nature, that will also need to be considered.

— The expression ‘professional competence’, when taken within the context of this TSI, refers to those elements
that are important to ensuring that operational staff are trained and able to understand and discharge the ele-
ments of the task.

— Rules and procedures apply to the task being performed and to the person carrying out the task. These tasks
may be carried out by any authorised competent person irrespective of any name, job title or grade used in rules
or procedures or by the individual company.

— Any authorised competent person must carry out all rules and procedures related to the task being performed.

2.

PROFESSIONAL KNOWLEDGE

Any authorisation requires a successfully passed initial examination and provisions for ongoing assessment and
training as described in Subsection 4.6.

2.1. General professional knowledge

— General principles of safety management within the railway system, relevant to the task, including interfaces with

other subsystems

— General conditions relevant to the safety of passengers and/or cargo and persons on or about the railway track

— Conditions of health and safety at work

— General principles of security of the railway system

— Personal safety including when leaving the driving cab on the running line

— Train composition (as required by the company)

— Knowledge of electrical principles in respect to rolling stock and the infrastructure.

2.2. Knowledge of operational procedures and safety systems applied to the infrastructure to be used

— Operational procedures and safety rules

— Control command and signalling system including related cab signalling indications

— Regulations for train driving in normal, degraded and emergency conditions

— Communications protocol and formalised messaging procedure including use of communication equipment

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— The different roles and responsibilities of persons involved in the operation process

— Documents and other information related to the task including additional advice on current conditions e.g.

regarding speed limits or temporary signalling received before departure

2.3. Knowledge of rolling stock

— Traction unit equipment relevant to the driving task:

— Constituent parts and their purpose

— Communication and emergency equipment

— Control devices and indicators placed at the disposal of the driver and which concern traction, braking and

traffic safety related elements.

— Vehicle equipment relevant to the driving task:

— Constituent parts and their purpose

— Control devices and indicators placed at the disposal of the driver which concern braking and traffic safety

related elements

— Meaning of markings on the inside and outside of vehicles and the symbols used for the transportation on

dangerous goods.

3.

ROUTE KNOWLEDGE

Route knowledge comprises the specific knowledge and/or experience of the individual characteristics of a route that
a driver needs to have before being permitted to drive a train over it on his own responsibility. It comprises the knowl-
edge that is needed in addition to information given by signals and documents such as timetables and other on board
documents and in addition to knowledge of operations and safety rules applying to the route and as specified in
clause 2.2 of this Annex.

Route knowledge covers in particular:

— The conditions of operation such as: signalling and control and communications

— Knowledge of the location of signals, steep gradients, and level crossings

— Points of transition between different operating systems or power supplies

— The type of traction power supply on the line concerned including location of neutral sections

— Local operating and emergency arrangements

— Stations and stopping points

— Local installations (depots, sidings, …) as required by the company.

4.

ABILITY TO PUT THE KNOWLEDGE INTO PRACTISE

The staff undertaking train driving duties must be capable of carrying out the following tasks (as appropriate to
the company’s activities)

4.1.

Prepare for duty

— Identify the characteristics of the work to be done including any corresponding documents

— Ensure that documents and necessary equipment are complete

— Verify any requirements set out in the on board documents

4.2.

Prior to departure, perform the required tests, checks and verifications on the traction unit

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4.3.

Take part in checking the operation of the brakes on the train

— Check before departure, based on the relevant documents, if the available brake performance complies with what

is required for the train and the route it is to travel over.

— Contribute to the brake tests as required by relevant operation rules and verify the correct working of the brake

system

4.4. Drive the train respecting the appropriate safety regulations, driving rules and timetable

— Start movement of the train only if all requirements provided — especially train data — in the relevant rules are

met.

— Observation of track side signals and in-cab devices, understanding them immediately and correctly and react

accordingly while running the train.

— Take into account the speed limit of the train in relation to the type of train, the characteristics of the line, the

traction unit and any information the driver is provided with before departure.

4.5. Act and report in accordance with the applicable rules in case of irregularities or defects either of lineside

installations or rolling stock

4.6. Apply measures relating to operational incidents and accidents, particularly those relating to train protec-

tion and to fire or dangerous goods

— Initiate all appropriate measures to protect passengers and other persons that could be endangered. Provide nec-

essary information and take part in the evacuation of passengers as required

— Inform the Infrastructure Manager as appropriate.

— Communication with on-board staff (as required by the Railway Undertaking).

— Apply the special rules related to the transport of dangerous goods.

4.7. Determine the conditions to continue to run after incidents affecting the rolling stock

— Decide dependent on the operational procedures and on the basis of personal examination or external advice, if

the train is able to continue to run and what kind of conditions must be observed.

— Communicate to the Infrastructure Manager as required by the operational rules

4.8.

Park the train and, once stationary, take all required measures to ensure the train remains stationary

4.9.

Communicate with the Infrastructure Manager’s staff on the ground

4.10. Report any unusual occurrences concerning the operation of the train, the conditions of the infrastructure

etc.

— If required this report must be made in writing, in the language chosen by the Railway Undertaking.

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ANNEX I

Not used

ANNEX J

Minimum elements relevant to professional competence for the tasks associated with ‘accompanying trains’

1.

GENERAL REQUIREMENTS

— This Annex, which must be read in conjunction with Subsections 4.6 and 4.7 of this TSI and the requirements of
the SRT TSI, is a list of the elements that are deemed to be relevant to the task of accompanying a train on the
high speed lines of the TEN.

It should be noted that whilst this document is as complete as it can be in terms of a generally applicable list,
there will be additional items, of a local/national nature, that will also need to be considered.

— The expression ‘professional competence’, when taken within the context of this TSI, refers to those elements that
are important to ensuring that operational staff are trained and able to understand and discharge the elements of
the task.

— Rules and procedures apply to the task being performed and to the person carrying out the task. These tasks may
be carried out by any authorised competent person irrespective of any name, job title or grade used in rules or
procedures or by the individual company.

— Any authorised competent person must carry out all rules and procedures related to the task being performed.

2.

PROFESSIONAL KNOWLEDGE

Any authorisation requires a successfully passed initial examination and provisions for ongoing assessment and train-
ing as described in Subsection 4.6.

2.1. General professional knowledge

— General principles of safety management within the railway system, relevant to the task, including interfaces with

other subsystems

— General conditions relevant to the safety of passengers and/or cargo (incuding the carriage of dangerous goods)

and persons on or about the railway track

— Conditions of health and safety at work

— General principles of security of the railway system

— Personal safety including when leaving the train on the running line

— First aid where staff is required to administer first aid as part of their duties

2.2. Knowledge of operational procedures and safety systems applied to the infrastructure to be used

— Operational procedures and safety rules

— Control command and signalling system

— Communications protocol and formalised messaging procedure including use of communication equipment

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2.3. Knowledge of rolling stock

— Passenger vehicle interior equipment:

— Repairing minor defects within the passenger areas of rolling stock, as required by the Railway Undertaking

2.4. Knowledge of the route

— Operational arrangements (such as the method of train despatch) at individual locations (signalling, station equip-

ment etc.)

— Stations at which passengers may alight or join

— Local operating and emergency arrangements specific to the line(s) of route

3.

ABILITY TO PUT THE KNOWLEDGE INTO PRACTISE

— Checks before departure, including brake tests and correct closure of the doors.

— Departure processes

— Communication with passengers especially in relation to circumstances involving passenger safety.

— Degraded operations

— Assess the potential of a defect within the passenger areas and react according to rules and procedures

— Protection and warning measures as required by the rules and regulations or in assistance to the driver

— Train evacuation and passenger safety especially if they are required to be on or near the line.

— Communicate with the Infrastructure Manager’s staff when assisting the driver or during an evacuation incident.

— Report any unusual occurrences concerning the operation of the train, the condition of the rolling stock and the
safety of passengers. If required these reports must be made in writing, in the language chosen by the Railway
Undertaking.

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ANNEX K

Not used

ANNEX L

Minimum elements relevant to professional competence for the task of preparing trains

1.

GENERAL REQUIREMENTS

— This Annex, which must be read in conjunction with Subsection 4.6, is a list of the elements that are deemed to

be relevant to the task of preparing a train on the that will operate in the high speed lines of the TEN.

It should be noted that whilst this document is as complete as it can be in terms of a generally applicable list,
there will be additional items, of a local/national nature, that will also need to be considered.

— The expression ‘professional competence’, when taken within the context of this TSI, refers to those elements that
are important to ensuring that operational staff are trained and able to understand and discharge the elements of
the task.

— Rules and procedures apply to the task being performed and to the person carrying out the task. These tasks may
be carried out by any authorised competent person irrespective of any name, job title or grade used in rules or
procedures or by the individual company.

— Any authorised competent person must carry out all rules and procedures related to the task being performed.

2.

PROFESSIONAL KNOWLEDGE

Any authorisation requires a successfully passed initial examination and provisions for ongoing assessment and train-
ing as described in Subsection 4.6.

2.1. General professional knowledge

— General principles of safety management within the railway system, relevant to the task, including interfaces with

other subsystems

— General conditions relevant to the safety of passengers and/or cargo including the carriage of dangerous goods

and exceptional loads

— Conditions of health and safety at work

— General principles of security of the railway system

— Personal safety when on or in the vicinity of rail lines

— Communications protocol and formalised messaging procedure including use of communication equipment

2.2. Knowledge of operational procedures and safety systems applied to the infrastructure to be used

— Working of trains in normal, degraded and emergency conditions

— Operational procedures at individual locations (signalling, station/depot/yard equipment) and safety rules

— Local operating arrangements

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2.3. Knowledge of train equipment

— Purpose and use of wagon and vehicle equipment

— Identification of and arranging for technical inspections.

3.

ABILITY TO PUT THE KNOWLEDGE INTO PRACTISE

— Application of train composition rules, train braking rules, train loading rules etc. to ensure the train is in run-

ning order

— Understanding of marking and labels on vehicles

— Process for determining and making train data available

— Communication with train crew

— Communication with staff responsible for controlling the movement of trains

— Degraded operations especially as it affects the preparation of trains

— Protection and warning measures as required by the rules and regulations or local arrangements at the location in

question

— Actions to be taken in respect to incidents involving the carriage of dangerous goods (where relevant)

ANNEX M

Not used

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ANNEX N

Informative and not mandatory Implementation Guidelines

The table below is informative and lists clauses from Chapter 4 and identifies a likely trigger for each of them.

Chapter 4 section

Work required by IM/RU to comply
with requirements

Typical Trigger

4.2.1.2.1
Rule Book

4.2.1.2.2.1
Preparation of the Route Book

4.2.1.2.2.2
Modified Elements

RU — Production/revision of a document
or a computer medium containing neces-
sary operational procedures for working
over IM’s network

RU — Production/revision of a document
or a computer medium containing a
description of the lines over which they
will operate

RU — Definition/revision of procedure(s)
whereby a document or computer medium
is provided to drivers to inform them of
any [route] elements modified

Change to network operational instructions

Change to network infrastructure (e.g. junc-
tion re-modelling, re-signalling) resulting in
amended route information

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

4.2.1.2.2.3
Informing the driver in real
time

IM — Definition/revision of procedure(s)
for advising drivers in real time about all
modifications to [route] safety arrange-
ments

Change to IM’s or RU’s organisational struc-
ture, resulting in amended roles and respon-
sibilities

RU — Definition/revision of procedure(s)
for providing drivers with timetable infor-
mation, in paper or electronic format

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

4.2.1.2.3
Timetables

4.2.1.2.4
Rolling Stock

RU — Production/revision of a document
or a computer medium containing neces-
sary operational procedures associated
with working of rolling stock during
degraded situations.

4.2.1.3
Documentation for RU staff
other than drivers

RU — Production/revision of a document
or a computer medium containing neces-
sary operational procedures for staff other
than drivers working on or over IM’s net-
work

4.2.1.4
Documentation for IM staff
authorising train movements

IM — Production/revision of a document
or a computer medium containing net-
including
work operational procedures,
communications protocol and the ‘Book
of Forms’

4.2.1.5
Safety-related communication
between RU and IM staff

IM/RU — Document/computer mediums
referred to in 4.2.1.2.1, 4.2.1.3 & 4.2.1.4
to include operational communication
methodology as specified in annex C of the
TSI

Implementation of new (electronic) traffic
management system

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Implementation of new/modified rolling
stock

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Change to network infrastructure resulting in
amended route information or introduction
of new/modified rolling stock

Change to network operational arrangements
as a result of an identified improvement
action (e.g. inquiry recommendation)

Change to network infrastructure resulting in
amended operational arrangements

In conjunction with 4.2.1.2.1, 4.2.1.3 &
4.2.1.4

4.2.2.1.2
Train Visibility (Front End)

RU — Definition/revision of procedure(s)
for drivers and/or other operational staff to
ensure correct front end illumination

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Implementation of new/modified rolling
stock

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Chapter 4 section

Work required by IM/RU to comply
with requirements

Typical Trigger

4.2.2.4
Requirements for passenger
vehicles

RU — Definition/revision of procedure(s)
to ensure that passenger vehicles are in
compliance with the requirements of this
TSI

Implementation of new/modified passenger
vehicles

Change to network operational rules affecting
passenger vehicles

4.2.2.5
Train composition

RU — Definition/revision of procedure(s)
to ensure that the trains is in compliance
with the allocated path

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Change to network operational rules affecting
train composition

New/altered infrastructure,
signalling or
implementation of new (electronic) traffic
management system

4.2.2.6.1
Minimum requirements of the
braking system

RU — Definition/revision of procedure(s)
for operational staff to ensure that vehicles
in train comply with braking requirements

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

4.2.2.6.2
Brake performance

IM — Definition/revision of procedure(s)
for supplying RU’s with braking perfor-
mance information

Change to IM’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

RU — Production/revision of a document
or a computer medium containing braking
rules for its staff to follow, taking into
account geography of route(s), allocated
pathway
of
ERTMS/ETCS

development

and

4.2.2.7.1
Ensuring that
in running order
Requirements)

the train is
(General

RU — Definition/revision of procedure(s)
for operational staff to ensure that vehicles
are in running order, including advising IM
of changes that may affect running perfor-
mance and running in degraded mode.

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Change to network operational rules affecting
braking rules

signalling or
New/altered infrastructure,
implementation of new (electronic) traffic
management system

Implementation of new/modified rolling
stock

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

4.2.2.7.2
Data required

RU — Definition/revision of procedure(s)
to ensure that train running information is
made available to IM prior to departure

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Implementation of new (electronic) traffic
management system

4.2.3.2
Identification of Trains

IM — Definition/revision of procedure(s)
for assigning unique and unambiguous
train identification numbers

Change to IM’s or RU’s train planning system,
resulting in amended roles and responsibili-
ties

Implementation of new (electronic) traffic
management system

4.2.3.3.1
Checks & tests before depar-
ture

RU — Definition/revision of checks and
tests that must be undertaken before
departure

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

4.2.3.3.2
Informing IM of train’s opera-
tional status

RU- Definition/revision of procedure(s) for
reporting rolling stock-related factors that
could affect train running

Change to IM’s or RU’s operational safety
management system, resulting in amended
roles and responsibilities

Implementation of new (electronic) traffic
management system

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Chapter 4 section

Work required by IM/RU to comply
with requirements

Typical Trigger

4.2.3.4.1
Traffic Management General
Requirements

IM — Definition/revision of procedure(s)
for control and supervision of
traffic
including interface with any
operation,
additional processes required by RU’s

Change to IM’s or RU’s operational safety
management system, resulting in amended
roles and responsibilities

Implementation of new (electronic) traffic
management system

4.2.3.4.2
Train Reporting

IM — Definition/revision of procedure(s)
for train position reporting, including real
time recording of arrivals/departures and
predicted hand over times to other IM’s.

Change to IM’s traffic management system,
resulting in amended roles and responsibili-
ties

4.2.3.4.3
Dangerous Goods

4.2.3.4.4
Operational Quality

RU — Definition/revision of procedure(s)
for supervising the transport of dangerous
goods, including provision of information
required by IM.

IM/RU — Documented
procedures,
describing internal processes for monitor-
ing and review of operational performance
and identifying improvement actions to
improve network efficiency.

Implementation of new (electronic) traffic
management system

Change to IM’s or RU’s operational safety
management system, resulting in amended
roles and responsibilities

Change to IM’s or RU’s traffic management
system,
resulting in amended roles and
responsibilities

Implementation of new (electronic) traffic
management system, including performance
monitoring

4.2.3.5.1
Recording of Supervision data
outside the train

IM — Definition/revision of procedure(s)
for recording the required data, and stor-
age and access arrangements

Change to IM’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Change to network infrastructure resulting in
new/amended monitoring equipment

4.2.3.5.2
Recording of Supervision data
on-board the train

RU — Definition/revision of procedure(s)
for recording the required data, and stor-
age and access arrangements

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Implementation of new/modified rolling
stock (locomotives, multiple units)

4.2.3.6.1
Degraded
Advice to other users

Operation —

IM/RU — Definition/revision of proce-
dure(s) for informing each other of situa-
tions likely to impede safety, performance
or availability of network

Change to IM’s or RU’s traffic management
resulting in amended roles and
system,
responsibilities

4.2.3.6.2
Advice to train drivers

IM — Definition/revision of instructions
to drivers to deal with degraded situation

Implementation of new (electronic) traffic
management system

Change to IM’s or RU’s traffic management
system,
resulting in amended roles and
responsibilities

4.2.3.6.3
Contingency arrangements

IM — Definition/revision of procedure(s)
for dealing with degraded operation,
including rolling stock and infrastructure
failures (contingency arrangements)

Change to IM’s or RU’s traffic management
system,
resulting in amended roles and
responsibilities

Change to network infrastructure or intro-
duction of new/modified rolling stock

4.2.3.7
Managing an Emergency Situ-
ation

IM/RU — Definition/revision of proce-
dure(s) detailing contingency measures for
dealing with emergency situations

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

4.2.3.8
Aid to traincrew for rolling
stock incident/malfunction

RU — Definition/revision of procedure(s)
for traincrew to deal with technical or
other failure of rolling stock

Change to RU’s traffic management system,
resulting in amended roles and responsibili-
ties

Introduction of new/modified rolling stock

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Chapter 4 section

Work required by IM/RU to comply
with requirements

Typical Trigger

4.4
Operating Rules

IM/RU — Definition of rules and proce-
dures to be used with ETCS and GSM-R
and/or HABD

Introduction of ETCS signalling system
and/or GSM-R radio system and/or HABD

4.6.1.1
Professional Knowledge

IM/RU — Definition of Process for assess-
ing professional knowledge

Change to IM/RU’s operational safety man-
agement system, resulting in amended roles
and responsibilities

4.6.1.2
Ability to put this knowledge
into practice

IM/RU — Definition/revision of compe-
tence management system to ensure staff’s
ability to put knowledge into practice

Change to IM/RU’s operational safety man-
agement system, resulting in amended roles
and responsibilities

4.6.2.2
Linguistic level of knowledge

IM/RU — Definition/revision of proce-
dure(s) for assessing linguistic ability

4.6.3.1
Assessment of Staff — Basic
Elements

IM/RU — Definition/revision of assess-
ment process(es) staff including:
— Experience/competences
— Language
— Competence retention

Change to IM/RU’s operational safety man-
agement system, resulting in amended roles
and responsibilities

Change to IM/RU’s operational safety man-
agement system, resulting in amended roles
and responsibilities

4.6.3.2
Analysis of Training Needs

IM/RU — Definition/revision of the pro-
cess for undertaking and updating analysis
of training needs for staff

Change to IM/RU’s operational safety man-
agement system, resulting in amended roles
and responsibilities

4.6.3.2.3
Specific elements for train-
crew

RU — Definition/revision of the process
for train crew acquisition and retention of:
— Route knowledge
— Rolling stock knowledge

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

4.7.1
Health and Safety Conditions
Introduction

IM/RU — Definition/revision of proce-
dure(s) for ensuring medical fitness of staff,
including controls of affects of drugs and
alcohol on operational performance

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

4.7.2-4.7.4
Criteria for approval of occu-
doctors, medical
pational
organisations, psychologists &
examinations

4.7.5
Medical requirements

4.7.6
Specific Requirements regard-
ing the task of driving a train

IM/RU — Determination/revision of crite-
ria for:
— Approval of occupational doctors

and medical organisations
— Approval of psychologists
— Medical and psychological examina-

tion

IM/RU — Determination/revision of medi-
cal requirements, including
— General health
— Vision
— Hearing
— Pregnancy

IM/RU — Determination/revision of spe-
cific driver medical requirements, includ-
ing:
— ECG Monitoring (40+ year old)
— Vision
— Hearing/speaking requirements
— Anthropometrics

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Change to national rules and practices for
approval of medical practitioners and recog-
nition of organisations

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

Change to RU’s operational safety manage-
ment system, resulting in amended roles and
responsibilities

26.3.2008

EN

Official Journal of the European Union

L 84/83

ANNEX O

Not used

L 84/84

EN

Official Journal of the European Union

26.3.2008

ANNEX P

Vehicle identification

General remarks:

1. This annex describes the number and linked marking applied in a visible manner on the vehicle to identify it uniquely in
operation. It does not describe other numbers or markings eventually engraved or fixed in a permanent manner on the
chassis or the main components of the vehicle during its construction.

2. The conformity of the number and linked marking with the indications described in this annex is not mandatory for:

— vehicles that are only used on networks to which this TSI does not apply;

— heritage vehicles, in a historical guise;

— vehicles that are not normally used or transported i on the networks to which this TSI applies.

Nevertheless, these vehicles must receive a temporary number permitting their operation.

3. This annex is subject to changes due to the future evolution of RIC and future development and implementation of the

TAP TSI.

Standard number and linked abbreviations

Each railway vehicle receives a number consisting of 12 figures (called standard number) with the following structure:

Types of rolling
stock

Wagons

Hauled passenger
vehicles

Tractive rolling
stock

Special vehicles

Type of vehicle
and indication of
the interoperability
[2 figures]

Country in which
the vehicle
is registered
[2 figures]

Technical
characteristics
[4 figures]

Serial number
[3 figures]

Self-checking digit
[1 figure]

00 to 09
10 to 19
20 to 29
30 to 39
40 to 49
80 to 89
[details in
annex P.6]

50 to 59
60 to 69
70 to 79
[details in
annex P.7]

90 to 99
[details in
annex P.8]

01 to 99
[details in
annex P.4]

0000 to 9999
[details in
annex P.9]

001 to 999

0 to 9
[details in
annex P.3]

0000 to 9999
[details in
annex P.10]

001 to 999

0000001 to 8999999
[the meaning of these figures is defined
by the Member States, eventually by
bilateral or multilateral agreement]

9000 to 9999
[details in
annex P.11]

001 to 999

26.3.2008

EN

Official Journal of the European Union

L 84/85

In a given country, the 7 digits of technical characteristics and serial number are sufficient to identify uniquely a vehicle
inside each group of wagons, hauled passenger vehicles, tractive rolling stock (1) and special vehicles (2).

Alphabetical markings complete the number:

(a) markings linked to the interoperability ability (details in annex P.5);

(b)

abbreviation of the country in which the vehicle is registered (details in annex P.4);

(c)

keeper’s (3) abbreviation (details in annex P.1);

(d)

abbreviation of the technical characteristics (details in annex P.13 for the hauled passenger vehicles, annex P.12 for the
wagons, annex P.14 for the special vehicles).

Technical characteristics, codes and abbreviations are managed by one or more bodies (hereafter designed as ‘central
body’) to be proposed by ERA (European Railway Agency) as a result of activity N° 15 of its work programme 2005.

Allocation of number

The rules for the management of the numbers will be proposed by the ERA as part of the activity N° 15 of its work pro-
gramme 2005.

(1) For tractive rolling stock, the number has to be unique in a given country with 6 digits.
(2) For special vehicles, the number has to be unique in a given country with the first digit and the 5 last digits of the technical characteristics

and serial number.

(3) A vehicle keeper is the person, who being the owner or having the right to dispose of it, exploits a vehicle economically in a permanent

manner as a means of transport and is registered as such in the Rolling Stock Register.

L 84/86

EN

Official Journal of the European Union

26.3.2008

ANNEX P.1

Keeper’s abbreviation marking

Definition of the Vehicle Keeper Marking (VKM)

A Vehicle Keeper Marking (VKM) is an alphanumeric code, consisting of 2 to 5 letters (1). A VKM is inscribed on each rail
vehicle, near the vehicle number. The VKM denominates the Vehicle Keeper as registered in the Rolling Stock Register.

A VKM is unique in all countries covered by this TSI and all countries that enter into an agreement that involves the appli-
cation of the system of vehicle numbering and vehicle keeper marking as described in this TSI.

Format of the Vehicle Keeper Marking

The VKM is representation of the full name or abbreviation of the vehicle keeper, if possible in a recognisable manner. All
26 letters of the Latina alphabet may be used. The letters in the VKM are written in capitals. Letters that do not stand for first
letters of words in the keeper’s name may be written in lower case. For checking uniqueness, the written name will be
ignored.

Letters may contain diacritical signs (2). Diacritical signs used by these letters are ignored for checking uniqueness.

For vehicles of keepers that reside in a country that does not use the Latin alphabet, a translation of the VKM in its own
alphabet may be applied behind the VKM separated from it by a slash-sign (‘/’). This translated VKM is disregarded for data-
processing purposes.

Exemptions for using a Vehicle Keeper Marking

Member States may decide to apply the following exemptions.

A VKM is not required for the vehicles whose numbering system does not follow the present annex (cf. general remark,
point 2). Nevertheless, adequate information about the identity of the vehicle keeper has to be provided to the organisations
involved in their operation over networks to which this TSI applies.

When the full name and address information is inscribed on the vehicle, a VKM is not required for:

— vehicles of keepers with such a limited vehicle fleet that this does not warrant the use of a VKM;

— specialised vehicles for infrastructure maintenance.

A VKM is not required for locomotives, multiple units and passenger vehicles used in national traffic only, when:

— they carry their keeper’s logo and that logo contains the same and well recognisable letters as the VKM;

— they carry a well recognisable logo that has been accepted by the competent national authority as an adequate equiva-

lent for the VKM.

When a company logo is applied in addition to the application of a VKM, only the VKM is valid and the logo is disregarded.

Provisions about allocation of Vehicle Keeper Markings

A vehicle keeper can be issued more than one VKM, in case:

— the vehicle keeper has a formal name in more than one language;

— a vehicle keeper has good cause to distinguish between separate vehicle fleets within his organisation.

(1) For NMBS/SNCB, the use of an encircled single letter B can be continued.
(2) Diacritical marks are ‘accent-signs’, such as in À, Ç, Ö, Č, Ž, Å etc. Special letters such as Ø and Æ will be represented by a single letter;

in tests for uniqueness Ø is treated as O and Æ as A.

26.3.2008

EN

Official Journal of the European Union

L 84/87

A single VKM can be issued for a group of companies:

— that belong to single corporate structure that has appointed and mandated one organisation within this structure to

handle all issues on behalf of all others;

— that has mandated a separate, single legal entity for handling all issues on their behalf, in which event the legal entity

is the keeper.

Register of Vehicle Keeper Markings and procedure for allocation

The register of VKM is public and updated on a real time basis.

An application for a VKM is filed with the applicant’s competent national authority and forwarded to the central body.
A VKM can be used only after publication by the central body.

The holder of a VKM must inform the competent national authority when he ends the use of a VKM, and the competent
national authority will forward the information to the central body. A VKM will then be revoked once the keeper has proved
that the marking has been changed on all vehicles concerned. It will not be reissued for 10 years, unless it is reissued to the
original holder or at his request to another holder.

A VKM can be transferred to another holder, which is the legal successor to the original holder. A VKM stays valid when the
holder changes his name to a name that does not bear resemblance to the VKM.

The first list of VKM will be drafted using existing railway company abbreviations.

The VKM will be applied to all new build wagons after entry into force of the relevant TSIs. Existing wagons will have until
end 2014 to comply with VKM marking.

L 84/88

EN

Official Journal of the European Union

26.3.2008

ANNEX P.2

Inscription of the number and linked alphabetical marking on the bodywork

General arrangements for external markings

The capital letters and figures making up the marking inscriptions shall be at least 80 mm in height, in a sans serif font type
of correspondence quality. A smaller height may only be used where there is no option but to place the marking on the sole
bars.

The marking is put not higher than 2 metres above rail level.

Wagons

The marking shall be inscribed on the wagon bodywork in the following manner:

TEN
D-RFC

23
80
7369 553-4
Zcs

TEN
D-DB

31
80
0691 235-2
Tanoos

TEN
NL-ACTS

33
84
4796 100-8
Slpss

43
87
F
4273 361-3
Laeks

(In this case without VKM,
full name and address
information is inscribed
on the vehicle)

For wagons whose bodywork does not offer a large enough area for this type of arrangement, particularly in the case of fIat
wagons, the marking shall be arranged as follows:

01
TEN

87
F-SNCF

3320 644-7
Ks

When one or more index letters of national significance are inscribed on a wagon, this national marking must be shown
after the international letter marking and separated from it by a hyphen.

Coaches and hauled passenger stock

The number shall be applied to each sidewall of the vehicle in the following manner:

F-SNCF

61 87 20–72021

– 7

10

B

tu

The marking of the country in which the vehicle is registered and of the technical characteristics are printed directly in front
of, behind or under the twelve digits of the vehicle number.

In case of coaches with driver’s cabin, the number is also written inside the cabin.

Locomotives, power cars and special vehicles

The standard 12-digit number must be marked on each sidewall of the tractive stock used in international service in the fol-
lowing manner:

91 88 0001323-0

The standard 12-digit number is also written inside each cabin of the tractive rolling stock.

26.3.2008

EN

Official Journal of the European Union

L 84/89

The keeper can add, in letters of larger size than the standard number, an own number marking (consisting generally of dig-
its of the serial number supplemented by alphabetical coding) useful in operations. The place where the own number is
marked is left to the choice of the keeper.

Examples

SP 42037

ES 64 F4-099

88-1323

473011

92 51 0042037-9

94 80 0189 999-6 91 88 0001323-0

92 87 473011-0

94 79 2 642 185-5

These rules may be altered in bilateral agreements for vehicles existing when the TSI comes into force and assigned to a spe-
cific service and where there is no risk of confusion between different stocks operating on the rail networks concerned. The
exemption is valid for a period decided upon by the competent national authorities.

The national authority can prescribe that the alphabetic country code and the VKM be recorded additional to the 12 digit
vehicle number.

L 84/90

EN

Official Journal of the European Union

26.3.2008

ANNEX P.3

Rules for the determination of the check-digit (digit 12)

The check-digit is determined in the following manner:

— the digits in the even positions of the basic number (counting from the right) are taken at their own decimal value;

— the digits in the odd positions of the basic number (counting from the right) are multiplied by 2;

— the sum formed by the digits in even position and by all the digits which constitute the partial products obtained from

the odd positions is then established;

— the units digit of this sum is retained;

— the complement required to bring the units digit to 10 forms the check-digit; should this units digit be nought, then

the check-digit will also be nought.

Examples:

1 — Let the basic number be

Multiplication factor

3

2

6

3

1

3

8

2

16

4

1

4

4

2

8

7

1

7

9

2

18

6

1

6

1

2

2

0

1

0

0

2

0

Sum: 6 + 3 + 1 + 6 + 4 + 8 + 7 + 1 + 8 + 6 + 2 + 0 + 0 = 52

The units digit of this sum is 2.

The check-digit number will therefore be 8 and the basic number thus becomes the registration number 33 84
4796 100-8.

2 — Let the basic number be

Multiplication factor

3

2

6

1

1

1

5

2

10

1

1

1

3

2

6

3

1

3

2

2

4

0

1

0

1

2

2

9

1

9

8

2

16

Sum: 6 + 1 + 1 + 0 + 1 + 6 + 3 + 4 + 0 + 2 + 9 + 1 + 6 = 40

The units digit of this sum is 0.

The check-digit number will therefore be 0 and the basic number thus becomes the registration number 31 51
3320 198-0.

26.3.2008

EN

Official Journal of the European Union

L 84/91

ANNEX P.4

Coding of the countries in which the vehicles are registered (digits 3-4 and abbreviation)

‘Information relating to third countries given for information purposes only.’

Countries

Albania

Algeria

Armenia

Austria

Azerbaijan

Belarus

Belgium

Bosnia-Herzegovina

Bulgaria

China

Croatia

Cuba

Cyprus

Czech Republic

Denmark

Egypt

Estonia

Finland

France

Georgia

Germany

Greece

Hungary

Iran

Iraq

Ireland

Israel

Italy

Japan

Kazakhstan

Kyrgyzstan

Latvia

Lebanon

Liechtenstein

Lithuania

Luxembourg

Macedonia (Former Yugoslav Republic of)

Malta

Alphabetical
country
code (3)

AL

DZ

AM (1)

A

AZ

BY

B

BIH

BG

RC

HR

CU (1)

CY

CZ

DK

ET

EST

FIN

F

GE

D

GR

H

IR

IRQ (1)

IRL

IL

I

J

KZ

KS

LV

RL

LIE (1)

LT

L

MK

M

Numerical
country code

Companies concerned by the square
brackets in annexes P.6 and P.7 (4)

41

92

58

81

57

21

88

44

50

52

33

78

40

54

86

90

26

10

87

28

80

73

55

96

99

60

95

83

42

27

59

25

98

24

82

65

HSh

SNTF

ARM

ÖBB

AZ

BC

SNCB/NMBS

ŽRS

ŽFBH

BDZ, SRIC

KZD

HŽ

FC

ČD

DSB, BS

ENR

EVR

VR, RHK

SNCF, RFF

GR

DB, AAE (2)

CH

MÁV, GySEV/ROeEE (2)

RAI

IRR

CIE

IR

FS, FNME (2)

EJRC

KZH

KRG

LDZ

CEL

LG

CFL

CFARYM (MŽ)

L 84/92

EN

Official Journal of the European Union

26.3.2008

Countries

Moldova

Monaco

Mongolia

Morocco

Netherlands

North Korea

Norway

Poland

Portugal

Romania

Russia

Serbia-Montenegro

Slovakia

Slovenia

South Korea

Spain

Sweden

Switzerland

Syria

Tajikistan

Tunisia

Turkey

Turkmenistan

Ukraine

United Kingdom

Uzbekistan

Vietnam

Alphabetical
country
code (3)

MD (1)

MC

MGL

MA

NL

PRK (1)

N

PL

P

RO

RUS

SCG

SK

SLO

ROK

E

S

CH

SYR

TJ

TN

TR

TM

UA

GB

UZ

VN (1)

Numerical
country code

Companies concerned by the square
brackets in annexes P.6 and P.7 (4)

23

31

93

84

30

76

51

94

53

20

72

56

79

61

71

74

85

97

66

91

75

67

22

70

29

32

CFM

MTZ

ONCFM

NS

ZC

NSB, JBV

PKP

CP, REFER

CFR

RZD

JŽ

ŽSSK, ŽSR

SŽ

KNR

RENFE

GC, BV

SBB/CFF/FFS, BLS (2)

CFS

TZD

SNCFT

TCDD

TRK

UZ

BR

UTI

DSVN

(1) Codes to be confirmed.
(2) Until the evolutions indicated in point 3 of the general remarks come into force, these companies can use the codes 43 (GySEV/ROeEE),

63 (BLS), 64 (FNME), 68 (AAE). The period of updating will then be defined together with the concerned Member States.

(3) According to the alphabetical coding system described in Appendix 4 to the 1949 convention and Article 45(4) of the 1968 convention

on road traffic.

(4) Companies who, at the time of coming into force, were members of UIC or OSJD and used the described country code as company code.

26.3.2008

EN

Official Journal of the European Union

L 84/93

ANNEX P.5

Alphabetical marking of the interoperability capability

TEN:
RIV:
PPW:
RIC:

Vehicle, which complies with Rolling Stock TSI
Wagon, which complies with the RIV regulations at the date of their abolishment
Wagon, which complies with PPW agreement (inside OJSD States)
Coach which complies/complied with RIC regulations

The alphabetical marking of the interoperability capability concerning special vehicles is described in annex P.14.

ANNEX P.6

Interoperability codes used for wagons (digits 1-2)

2nd digit

0

1

2

3

4

5

6

7

8

9

2nd digit

1st digit

0

1

2

3

4

8

TSI (a)
and/or
COTIF (b)
and/or
PPW

Non TSI
and non
COTIF (b)
and non PPW

1st digit

Gauge

fixed or variable

fixed

variable

fixed

variable

fixed

variable

fixed

variable

fixed or variable

Gauge

with axles

Spare

with bogies

Wagons used
by industry

with axles

with bogies

with axles (c)

with bogies (c)

Traffic

Spare

Service wag-
ons

Domestic
traffic or
international
traffic by
special
agreement

TSI and/or COTIF
wagons (b)
[of which keeper is a railway
undertaking listed in
annex P.4

TSI and/or COTIF wag-
on (b)
[of which keeper is a railway
undertaking listed in
annex P.4]
PPW wagons

Others wagons
[of which keeper is a railway
undertaking listed in
annex P.4]

Not to be used pending further decision

PPW wagons
(variable gauge)

TSI and/or COTIF wagons (b)
PPW wagons

Others TSI and/or COTIF
wagons (b)
PPW wagons

PPW wagons
(fixed gauge)

with axles

with bogies

with axles

with bogies

Others wagons

Others wagons

Wagons with special
numbering for tech-
nical characteristics

with axles (d)

with bogies (d)

Interna-
tional traffic
by special
agreement

Domestic
traffic

Interna-
tional traffic
by special
agreement

Domestic
traffic

Interna-
tional traffic
by special
agreement

Domestic
traffic

Interna-
tional traffic
by special
agreement

Domestic
traffic

Domestic traffic or
international traffic
by special agreement

Traffic

2nd digit

0

1

2

3

4

5

6

7

8

9

2nd digit

Including vehicles, which according to existing regulations carry these digits at the time of coming into force of these new regulations.

(a) Compliance at least with Rolling Stock TSI.
(b)
(c) Fixed or variable gauge.
(d) Excepted for wagons in category I (temperature-controlled wagons).

L

8
4
/
9
4

1st digit

E
N

0

1

2

3

4

8

1st digit

O

f
f
i
c
i
a
l

J
o
u
r
n
a
l

o
f

t
h
e

E
u
r
o
p
e
a
n
U
n
o
n

i

.

.

2
6
3
2
0
0
8

ANNEX P.7

International traffic ability codes used for hauled passenger vehicles (digits 1-2)

Warning:

The conditions between square brackets are transitional and will be deleted with the evolutions of RIC (see general remarks, point 3).

Domestic traffic

TSI (a) and/or RIC/COTIF (b) and/or PPW

Domestic traffic or
international traffic
by special agree-
ment

TSI (a) and/or
RIC/COTIF (b)

2nd digit

0

1

2

3

4

5

6

7

PPW

8

9

1st digit

5

6

7

Fixed-gauge non
air-conditioned
vehicles (includ-
ing car-carrying
wagons)
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

Fixed-gauge air-
conditioned
vehicles
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

air-

Gauge-adjustable
(1435/1520)
non
conditioned
vehicles
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

Gauge-adjustable
(1435/1520) air-
conditioned
vehicles
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

Reserved

Reserved

for

Vehicles
domestic traffic
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

Service vehicles
not
in
run
revenue-earning
service

Air-conditioned
and
pressure-
tight vehicles
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

Reserved

Service vehicles
not
in
run
revenue-earning
service
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

air-

Pressure-tight
fixed-gauge
conditioned
vehicles
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

(a) Compliance at least with future TSI on hauled passenger vehicles.
(b) Compliance with RIC or COTIF according to the regulation in force.

air-

Gauge-adjustable
(1435/1672)
non
conditioned
vehicles
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

Gauge-adjustable
(1435/1672) air-
conditioned
vehicles
[of which keeper is
a RIC railways
undertaking listed
in annex P.4]

Vehicles
with
special number-
ing for technical
characteristics

Fixed-gauge
vehicles

Car-carrying
wagons

Gauge-adjustable
vehicles

Fixed-gauge
vehicles

Gauge-adjustable
(1435/1520)
vehicles
with
change of bogies

Gauge-adjustable
(1435/1520)
vehicles with gauge-
adjustable axles

Reserved

Other vehicles

Reserved

Reserved

Reserved

Reserved

.

.

2
6
3
2
0
0
8

E
N

O

f
f
i
c
i
a
l

J
o
u
r
n
a
l

o
f

t
h
e

E
u
r
o
p
e
a
n
U
n
o
n

i

L

8
4
/
9
5

L 84/96

EN

Official Journal of the European Union

26.3.2008

ANNEX P.8

Types of tractive stock (digits 1-2)

The first digit is ‘9’.

The second digit is defined by each Member State. It can for example fit with the self-checking digit if this digit is also cal-
culated with the serial number.

If the second digit describes the type of tractive stock, following coding is mandatory:

Code

General vehicle type

0

1

2

3

4

5

6

7

8

9

Miscellaneous

Electric locomotive

Diesel locomotive

Electric multiple-unit set (high speed) [power car or trailer]

Electric multiple-unit set (except high speed) [power car or trailer]

Diesel multiple-unit set [power car or trailer]

Specialised trailer

Electric shunting engine

Diesel shunting engine

Maintenance vehicle

ANNEX P.9

Standard numerical marking of wagons (digits 5 to 7)

This annex indicates in tables the numerical marking in 4 figures associated to the main technical characteristics of the
wagon.

This Annex is distributed on a separate medium (electronic file).

Reserved

Vehicles with 1st class seats

Vehicles with 2nd class seats

Vehicles with 1st or 1st/2nd
class seats

1st or 1st/2nd class couchette
cars

2nd class couchette cars

Reserved

Sleeping cars

Vehicles of special design and
vans

6th digit

5th digit

0

1

2

3

4

5

6

7

8

9

ANNEX P.10

Codes for the technical characteristics of the hauled passenger stock (digits 5-6)

0

1

2

3

4

Reserved

Reserved

10 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

≥ 11 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

Reserved

Reserved

Reserved

Reserved

Reserved

Two or three axles

10 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

11 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

≥ 12 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

10 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

11 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

≥ 12 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

10 1st/2nd class
compartments

Reserved

Reserved

10 compartments

11 compartments

≥ 12 compartments

Reserved

Reserved

Reserved

10 compartments

11 compartments

12 compartments

Vehicles with 1st or 1st/2nd
class seats with luggage or
mail compartment

Vehicles with 2nd class seats
with luggage or mail
compartment

Driving trailer with seats, all
classes, with or without
luggage compartment, with
driving cab for reversible
working

Mail vans

Three axles

Two axles

Reserved

Two or three axles

Reserved

Reserved

Reserved

Reserved

Reserved

≤ 9 1st/2nd class compartments

Reserved

Reserved

Reserved

Vehicles with seats, all classes
with specially-fitted areas, e.g.
children’s play area

Luggage vans with mail
compartment

Luggage vans

Luggage vans and two or
three-axle 2nd class vehicles
with seats, with luggage or
mail compartment

Side-corridor luggage vans, with
or without compartment under
customs seal

Note: Fractions of a compartment are not considered. The equivalent accommodation in open saloon cars with centre aisle is obtained by dividing the number of available seats by 6, 8 or 10 depending on the construction of the vehicle.

.

.

2
6
3
2
0
0
8

E
N

O

f
f
i
c
i
a
l

J
o
u
r
n
a
l

o
f

t
h
e

E
u
r
o
p
e
a
n
U
n
o
n

i

L

8
4
/
9
7

Reserved

Vehicles with 1st class seats

Vehicles with 2nd class seats

Vehicles with 1st or 1st/2nd class
seats

1st or 1st/2nd class couchette cars

2nd class couchette cars

Reserved

Sleeping cars

Vehicles of special design and
vans

6th digit

5th digit

0

1

2

3

4

5

6

7

8

9

Codes for the technical characteristics of the hauled passenger stock (digits 5-6)

5

6

7

8

9

Reserved

Reserved

Reserved

Reserved

Reserved

Reserved

Double-deck coaches

≥ 7 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

8 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

9 side-corridor compartments
or equivalent open-saloon space
with centre aisle

Only for OSJD, double-deck
coaches

Double-deck coaches

Reserved

Reserved

Double-deck coaches

Reserved

≥ 8 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

≥ 8 side-corridor
compartments or equivalent
open-saloon space with
centre aisle

9 side-corridor compartments
or equivalent open-saloon space
with centre aisle

9 side-corridor compartments
or equivalent open-saloon space
with centre aisle

Reserved

Reserved

Reserved

> 12 compartments

Coaches with seats and
couchette cars, all classes,
with bar or buffet area

Two or three-axle luggage
vans with mail
compartment

Reserved

Reserved

Reserved

Reserved

Double-deck driving coach
with seats, all classes, with
or without luggage
compartment, with driving
cab for reversible working

Reserved

Reserved

Reserved

Reserved

Reserved

Dining cars or coaches with
bar or buffet area, with
luggage compartment

Reserved

Reserved

Reserved

Reserved

Dining cars

≤ 9 1st class compartments

≤ 9 compartments

Reserved

Reserved

Other special coaches
(conference, disco, bar, cinema,
video, ambulance coaches)

Two or three-axle
car-carrying wagons

Car-carrying wagons

Service vehicles

L

8
4
/
9
8

E
N

O

f
f
i
c
i
a
l

J
o
u
r
n
a
l

o
f

t
h
e

E
u
r
o
p
e
a
n
U
n
o
n

i

Note: Fractions of a compartment are not considered. The equivalent accommodation in open saloon cars with centre aisle is obtained by dividing the number of available seats by 6, 8 or 10 depending on the construction of the vehicle.

.

.

2
6
3
2
0
0
8

Codes for the general characteristics of hauled passenger stock (digits 7-8)

Energy supply

8th digit

0

1

2

3

4

5

6

7

8

9

Maximum speed

7th digit

< 120 km/h

0

All voltages (*)

Reserved

3 000 V~ +
3 000 V =

1 000 V~ (*)

Reserved

1 500 V~

Other voltages
than 1 000 V,
1 500 V,
3 000 V

1 500 V~
+ 1 500 V =

3 000 V =

Reserved

121 to 140 km/h

1

2

3

4

5

6

All voltages (*)
+ Steam (1)

1 000 V~
+ Steam (1)

1 000 V~
+ Steam (1)

1 000 V~
+ Steam (1)

1 000 V~
+ Steam (1)

1 000 V~
+ Steam (1)

Reserved

1 500 V~ +
1 500 V =
+ Steam (1)

3 000 V =
+ Steam (1)

3 000 V =
+ Steam (1)

Steam (1)

Steam (1)

3 000 V~ +
3 000 V =
+ Steam (1)

Steam (1)

3 000 V~
+ 3 000 V =
+ Steam (1)

Steam (1)

1 500 V~
+ Steam (1)

1 500 V~
+ Steam (1)

A (1)

3 000 V~
+ 3 000 V =
1 500 V~
+ Steam (1)

All voltages

Reserved

1 000 V~ +
3 000 V =

1 000 V~ (*) (1)

1 000 V~ (*) (1)

1 000 V~

1 000 V~ +
1 500 V~ +
1 500 V =

1 500 V~
+ 1 500 V =

3 000 V =

3 000 V =

All voltages (*)
+ Steam (1)

All voltages
+ Steam (1)

All voltages
+ Steam (1)

1 000 V~ (*) (1)
+ Steam (1)

1 500 V~
+ 1 500 V =

1 000 V~
+ Steam (1)

3 000 V~
+ 3 000 V =

1 500 V~
+ 1 500 V =
+ Steam (1)

3 000 V =
+ Steam (1)

Reserved

All voltages (*)
+ Steam (1)

All voltages
+ Steam (1)

All voltages
+ Steam (1)

1 000 V~
+ Steam (1)

Reserved

1 500 V~
+ Steam (1)

Other voltages
than 1 000 V,
1 500 V,
3 000 V

1 500 V~
+ 1 500 V =
+ Steam (1)

Reserved

Reserved

Steam (1)

Reserved

3 000 V~
+ 3 000 V =

Reserved

3 000 V~
+ 3 000 V =

Reserved

Steam (1)

Reserved

Reserved

A (1)

.

.

2
6
3
2
0
0
8

E
N

O

f
f
i
c
i
a
l

J
o
u
r
n
a
l

o
f

t
h
e

E
u
r
o
p
e
a
n
U
n
o
n

i

L

8
4
/
9
9

Energy supply

8th digit

0

1

2

3

4

5

6

7

8

9

Maximum speed

7th digit

141 to 160 km/h

> 160 km/h

7

8

9

All voltages (*)

All voltages

1 500 V~ (1)
+ 3 000 V
= (1)
All volt-
ages (2)

1 000 V~ (*)

1 500 V~
+ 1 500 V =

1 000 V~

1 500 V~

1 500 V~
+ 1 500 V =

3 000 V =

3 000 V =

All voltages (*)
+ Steam (1)

All voltages
+ Steam (1)

3 000 V~
+ 3 000 V =

Reserved

All voltages (*)
+ Steam (1)

1 000 V~
+ Steam (1)

3 000 V~
+ 3 000 V =

All volt-
ages (*) (2)

All voltages

All voltages
+ Steam (1)

1 000 V~
+ 1 500 V~

1 000 V~

1 000 V~

Reserved

Other volt-
ages than
1 000 V,
1 500 V,
3 000 V

All volt-
ages (*)
+ Steam (1)

1 500 V~
+ 1 500 V =

3 000 V =

A (1)
G (2)

A (1)
G (2)

Only for domestic traffic vehicles
Only for vehicles able to international traffic

(1)
(2)
All voltages Single phase alternating current 1 000 V 51 to 15 Hz, single phase alternating current 1 500 V 50 Hz, direct current 1 500 V, direct current 3 000 V. Can also include single phase alternating current 3 000 V 50 Hz
(*)
A
G
Steam Steam heating only. If voltages are written, the code is also available for vehicles without steam heating.

Autonomous heating, without train bus electricity supply line
Vehicles with train bus electricity supply line for all voltages, but requiring a generator van to supply air-conditioning

For certain vehicles with 1 000 V single phase alternating current, only one frequency, either 16 2/3 or 50 Hz, is permitted

L

8
4
/
1
0
0

E
N

O

f
f
i
c
i
a
l

J
o
u
r
n
a
l

o
f

t
h
e

E
u
r
o
p
e
a
n
U
n
o
n

i

.

.

2
6
3
2
0
0
8

26.3.2008

EN

Official Journal of the European Union

L 84/101

ANNEX P.11

Codes for the technical characteristics of the special vehicles (digit 6 to 8)

Authorised speed for special vehicles (digit 6)

Self-propelled travelling speed

≥ 100 km/h

< 100 km/h

0 km/h

Classification

V ≥ 100 km/h

V < 100 km/h
and/or
restrictions (a)

Can be put into a
train

Cannot be put into a train

1

Self-propelled

Non
self-propelled

Self-propelled

Non
self-propelled

Self-propelled

Non
self-propelled

Self-propelled rail/road vehicle than can be put into a
train (b)

Self-propelled rail/road vehicle than cannot be put into a
train (b)

Non self-propelled rail/road vehicle (b)

2

4

6

8

9

3

5

7

0

(a) By restriction is meant a special position in a train (e.g. at the rear), an obligatory protection wagon, etc.
(b) Special conditions concerning inclusion in a train must be complied with.

Type and sub-type of special vehicle (digits 7-8)

7th digit

8th
digit

Vehicles/machines

7th digit

8th
digit

Vehicles/machines

1
Infrastructure
and superstruc-
ture

1

2

3

4

5

6

7

8

9

0

Track laying and renewal train

Switches and crossing laying equipment

Track rehabilitation train

Ballast cleaning machine

Earthworks machine

2
Track

Rail-mounted crane (excl. rerailing)

Other or general

1

2

3

4

5

6

7

8

9

0

High capacity plain track tamping machine

Other plain track tamping machines

Tamping machine with stabilisation

Tamping machine for switches and cross-
ings

Ballast plough

Stabilisation machine

Grinding and welding machine

Multi-purpose machine

Track inspection car

Other

L 84/102

EN

Official Journal of the European Union

26.3.2008

7th digit

8th
digit

Vehicles/machines

7th digit

8th
digit

Vehicles/machines

3
Overhead line

4
Structures

5
Loading,
unloading and
various trans-
port

1

2

3

4

5

6

7

8

9

0

1

2

3

4

5

6

7

8

9

0

1

2

3

4

5

6

7

8

9

0

Multi-purpose machine

Rolling and unrolling machine

Mast installation machine

Drum carrier machine

Overhead line tensioning machine

Machine with elevating work platform and
machine with scaffold

6
Measuring

Cleaning train

Greasing train

Overhead line inspection car

Other

Deck laying machine

Bridge inspection platform

Tunnel inspection platform

Gas purification machine

Ventilation machine

Machine with elevating work platform or
with scaffold

7
Emergency

Tunnel lighting machine

Other

loading/unloading

Rail
machine

and transport

Loading/unloading and transport machine
for ballast, gravel, etc.

Sleeper loading/unloading and transport
machine

8
Traction, trans-
port, energy,
etc.

Loading/unloading and transport machine
for switchgear, etc.

Loading/unloading and transport machine
for other materials

Other

1

2

3

4

5

6

7

8

9

0

1

2

3

4

5

6

7

8

9

0

1

2

3

4

5

6

7

8

9

0

Earthworks recording car

Track recording car

Overhead line recording car

Gauge recording car

Signalling recording car

Telecommunications recording car

Other

Emergency crane

Emergency haulage car

Emergency tunnel train

Emergency car

Fire car

Sanitary vehicle

Equipment car

Other

Tractive units

Transport car (excl. 59)

Power car

Track car/powered car

Concreting train

Other

26.3.2008

EN

Official Journal of the European Union

L 84/103

7th digit

8th
digit

Vehicles/machines

7th digit

8th
digit

Vehicles/machines

9
Environment

1

2

3

4

5

6

7

8

9

0

Self-propelled snow plough

Hauled snow plough

Snow broom

De-icing machine

Weed-killing machine

Rail cleaning machine

Other

0
Rail/road

1

2

3

4

5

6

7

8

9

0

Category 1 rail/road machine

Category 2 rail/road machine

Category 3 rail/road machine

Category 4 rail/road machine

Other

L 84/104

EN

Official Journal of the European Union

26.3.2008

ANNEX P.12

Letter marking for wagons excluding articulated and multiple wagons

DEFINITION OF THE CATEGORY AND INDEX LETTERS

1.

Important notes

In the attached tables:

— the information given in meters refers to the inside length of the wagons (lu);

— the information given in tonnes (tu) corresponds to the highest load limit shown in the loading table for the wagon

in question, this limit being determined in accordance with the procedures laid down.

2.

Index letters with an international value common to all categories

q
qq
s
ss

pipe for electric heating which can be supplied by all accepted currents
pipe and installation for electric heating which can be supplied by all accepted currents
wagons authorised to run under ‘s’ conditions (see annex B of Rolling Stock TSI)
wagons authorised to run under ‘ss’ conditions (see annex B of Rolling Stock TSI)

3.

Index letters with an national value

t, u, v, w, x, y, z

The value of these letters is defined by each Member State.

Reference wagon

Index letters

CATEGORY LETTER: E — OPEN HIGH-SIDED WAGON

of ordinary type,
with side and end tipping, with flat floor
with 2 axles: lu ≥ 7,70 m; 25 t ≤ tu ≤ 30 t
with 4 axles: lu ≥ 12 m; 50 t ≤ tu ≤ 60 t
with 6 axles or more: lu ≥ 12 m; 60 t ≤ tu ≤ 75 t

a

aa

c

k

kk

l

ll

m

with 4 axles

with 6 axles or more

with floor traps (a)

with 2 axles: tu < 20 t
with 4 axles: tu < 40 t
with 6 axles or more: tu < 50 t

with 2 axles: 20 t ≤ tu < 25 t
with 4 axles: 40 t ≤ tu < 50 t
with 6 axles or more: 50 t ≤ tu < 60 t

without side tipping

without floor traps (b)

with 2 axles: lu < 7,70 m
with 4 axles or more: lu < 12 m

mm

with 4 axles or more: lu >12 m (b)

with 2 axles: tu > 30 t
with 4 axles: tu > 60 t
with 6 axles or more: tu > 75 t

without end tipping

with station for brakeman (b)

n

o

p

(a) This concept only applies to open high-sided wagons with a flat floor, and provided with a device enabling them to be used, either as

ordinary wagons with a flat bottom, or for gravity unloading of certain goods by suitable positioning of the traps.

(b) Only applicable to wagons with gauge of 1 520 mm.

26.3.2008

EN

Official Journal of the European Union

L 84/105

Reference wagon

Index letters

CATEGORY LETTER: F — OPEN HIGH-SIDED WAGON

Of special type
with 2 axles: 25 t ≤ tu ≤ 30 t
with 3 axles: 25 t ≤ tu ≤ 40 t
with 4 axles: 50 t ≤ tu ≤ 60 t
with 6 axles or more: 60 t ≤ tu ≤ 75 t

with 4 axles

with 6 axles or more

high capacity with axles (volume > 45 m3)

with controlled gravity unloading, on both sides, alternately, at the top (a)

with controlled gravity unloading, on both sides, alternately, at the bottom (a)

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

with 2 or 3 axles: tu < 20 t
with 4 axles: tu < 40 t
with 6 axles or more: tu < 50 t

with 2 or 3 axles: 20 t ≤ tu < 25 t
with 4 axles: 40 t ≤ tu < 50 t
with 6 axles or more: 50 t ≤ tu < 60 t

with bulk gravity unloading, on both sides, simultaneously, at the top (a)

with bulk gravity unloading, on both sides, simultaneously, at the bottom (a)

with 2 axles: tu > 30 t
with 3 axles or more: tu >40 t
with 4 axles: tu > 60 t
with 6 axles or more: tu > 75 t

with axial bulk gravity unloading, at the top (a)

with axial bulk gravity unloading, at the bottom (a)

with axial controlled gravity unloading, at the top (a)

with axial controlled gravity unloading, at the bottom (a)

a

aa

b

c

cc

f

ff

fff

k

kk

l

ll

n

o

oo

p

pp

ppp

with station for brakeman (b)

(a) Wagons with gravity unloading in category F are open wagons, which do not have a flat floor and have no tipping facility either at the end

or the side.

(b) Only applicable to wagons with gauge of 1 520 mm.

The method of unloading these wagons is defined by a combination of the following characteristics:
Arrangement of the unloading apertures:
— axial:
— bilateral: Apertures on either side of the track, outside the rails

Apertures situated above the centre of the track

(For these wagons, unloading is:
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated
at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods

— top:

— bottom: The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:
— bulk:
— controlled: At any time during unloading, the flow of the goods can be regulated or even stopped

Once the apertures are open for unloading, they cannot be closed again until the wagon is empty

L 84/106

EN

Official Journal of the European Union

26.3.2008

Reference wagon

Index letters

CATEGORY LETTER: G — COVERED WAGON

Of ordinary type
with at least 8 ventilation apertures
with 2 axles: 9 m ≤ lu < 12 m; 25 t ≤ tu ≤ 30 t
with 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 t
with 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t

a

aa

b

with 4 axles

with 6 axles or more

high capacity:

— with 2 axles: lu ≥12 m and payload capacity ≥ 70 m3
— with 4 axles or more: lu ≥ 18 m

bb

with 4 axles: lu > 18 m (a)

g

h

k

kk

l

ll

m

n

o

p

for grain

for fruits and vegetables (b)

with 2 axles: tu < 20 t
with 4 axles: tu < 40t
with 6 axles or more: tu < 50 t

with 2 axles: 20 t ≤ tu < 25 t
with 4 axles: 40 t ≤ tu < 50 t
with 6 axles or more: 50 t ≤ tu < 60 t

with less than 8 ventilation apertures

with enlarged doors apertures (a)

with 2 axles: lu < 9 m
with 4 axles or more: lu < 15 m

with 2 axles: tu > 30 t
with 4 axles: tu > 60 t
with 6 axles or more: tu > 75 t

with 2 axles: lu < 12 m and payload capacity ≥ 70 m3

with station for brakeman (a)

(a) Only applicable to wagons with gauge of 1 520 mm.
(b) The concept ‘for fruits and vegetables’ applies only to wagons provided with additional ventilation apertures at the floor level.

26.3.2008

EN

Official Journal of the European Union

L 84/107

CATEGORY LETTER: H — COVERED WAGON

of special type
with 2 axles: 9 m ≤ lu ≤ 12 m; 25 t ≤ tu ≤ 28 t
with 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 t
with 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t

with 4 axles

with 6 axles or more

with 2 axles: 12 m ≤ lu ≤ 14 m and payload capacity ≥ 70 m3 (a) with 4 axles or more: 18 m
≤ lu < 22 m

with 2 axles: lu ≥ 14m
with 4 axles or more: lu ≥ 22 m

with end doors

with end doors and fitted internally for the transport of motor cars

with floor traps

with tipping body (b)

with 2 floors

with 3 floors or more

suitable for traffic with Great Britain (a)

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively) (a)

for grain

for cement (b)

for fruits and vegetables (c)

for mineral fertilizer (b)

with opening or shunt walls

with very robust opening or shunt walls (d)

with 2 axles: tu < 20 t
with 4 axles: tu < 40 t
with 6 axles or more: tu < 50 t

with 2 axles: 20 t ≤ tu < 25 t
with 4 axles: 40 t ≤ tu < 50 t
with 6 axles or more: 50 t ≤ tu < 60 t

with movable partitions (e)

with lockable movable partitions (e)

with 2 axles: lu < 9 m
with 4 axles or more: lu < 15 m

Reference wagon

Index letters

a

aa

b

bb

c

cc

d

dd

e

ee

f

ff

fff

g

gg

h

hh

i

ii

k

kk

l

ll

m

mm

with 4 axles or more: lu > 18 m (b)

with 2 axles: tu > 28 t
with 4 axles: tu < 60 t
with 6 axles or more: tu > 75 t

with 2 axles: lu 12 m < 14 m et volume utile ≥ 70 m3

with station for brakeman (b)

n

o

p

(a) 2-axle wagons bearing the index letters ‘f’, ‘fff’ can have a payload capacity less than 70 m3.
(b) Only applicable to wagons with gauge of 1 520 mm.
(c) The concept ‘for fruits and vegetables’ applies only to wagons provided with additional ventilation apertures at the floor level.
(d) Only applicable to wagons with gauge of 1 435 mm.
(e) Movable partitions may be dismounted temporarily.

L 84/108

EN

Official Journal of the European Union

26.3.2008

CATEGORY LETTER: I — TEMPERATURE-CONTROLLED WAGON

Reference wagon

Index letters

a

b

refrigerator wagon
with class IN thermal insulation,
with motor-driven ventilation, with gratings and ice bunker ≥ 3,5 m3
with 2 axles: 19 m2≤ floor area < 22 m2; 15 t ≤ tu ≤ 25 t
with 4 axles: floor area ≥ 39 m2; 30 t ≤ tu ≤ 40 t

with 4 axles

with 2 axles and large floor area: 22 m2≤ floor area ≤ 27 m2

bb

with 2 axles and very large floor area: floor area > 27 m2

c

d

e

f

ff

fff

g

gg

h

i

ii

k

l

m

with meat hooks

for fish

with electric ventilation

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

with mechanical refrigeration (a) (b)

refrigerator with liquefied gas (a)

with class IR thermal insulation

mechanically refrigerated by the machinery of an accompanying technical wagon (a) (b) (c)

accompanying technical wagon (a) (c)

with 2 axles: tu > 15 t
with 4 axles: tu < 30 t

insulated without ice bunkers (a) (d)

with 2 axles: floor area < 19 m2
with 4 axles: floor area < 39 m2

mm

with 4 axles: floor area ≥ 39m2 (e)

n

o

p

with 2 axles: tu > 25 t
with 4 axles; tu > 40 t

with ice bunkers of capacity less than 3,5 m3 (d)

without gratings

The index letter ‘l’ shall not be marked on wagons bearing the index letters ‘g’, ‘gg’, ‘i’ or ‘ii’.

(a)
(b) Wagons bearing both the index letters ‘g’ and ‘i’ can be used individually or in a mechanically refrigerated raft.
(c)

The concept of ‘accompanying technical wagon’ applies at the same time to factory wagons, workshop wagons (both with or without
sleeping accommodation) and dormitory wagons.
The index letter ‘o’ shall not be marked on wagons bearing the index letter ‘l’.
Only applicable to wagons with gauge of 1 520 mm.

(d)
(e)
Note: The floor area of covered refrigerator wagons is always determined taking into account the use of ice bunkers.

26.3.2008

EN

Official Journal of the European Union

L 84/109

CATEGORY LETTER: K — 2-AXLE FLAT WAGON

Of ordinary type
with drop sides and short stanchions
lu ≥ 12 m; 25 t ≤ tu ≤ 30 t

with long stanchions

fitted for the transport of containers (a)

with removable cover and non-removable ends (b)

with shock-absorbing device

tu < 20 t

20 t ≤ tu < 25 t

without stanchions

9 m ≤ lu < 12 m

Reference wagon

Index letters

b

g

i

j

k

kk

l

m

mm

lu < 9 m

n

o

p

tu > 30 t

with non-removable sides

without sides (b)

pp

with removable sides

(a)

Index letter ‘g’ may be used together with category letter K exclusively for ordinary wagons which have only been additionally fitted out
for the transport of containers. Wagons fitted out solely for the transport of containers must be classified in category L.

(b) The index letter ‘p’ shall not be marked on wagons bearing index letter ‘i’.

L 84/110

EN

Official Journal of the European Union

26.3.2008

Reference wagon

Index letters

CATEGORY LETTER: L — 2-AXLE FLAT WAGON

of special type
lu ≥ 12 m; 25 t ≤ tu ≤ 30 t

with special fittings for securing purposes for medium-sized containers (pa) (a)

with swivelling bolster (a)

fitted out for the transport of motor cars, without deck (a)

with decks for the transport of motor cars (a)

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

fitted for the transport of containers (except pa) (a) (b)

fitted out for the transport of steel coils, eye to side (a) (c)

fitted out for the transport of steel coils, eye to sky (a) (c)

with removable cover and non-removable ends (a)

with very robust removable metallic cover (d) and non-removable ends (a)

with shock-absorbing device

tu < 20 t

20 t ≤ tu < 25 t

without stanchions (a)

9 m ≤ lu < 12 m

b

c

d

e

f

ff

fff

g

h

hh

i

ii

j

k

kk

l

m

mm

lu < 9 m

n

p

tu > 30 t

without sides (a)

(a) The inscription of the index letters ‘l’ or ‘p’ is optional for wagons bearing the index letters ‘b’, ‘c’, ‘d’, ‘e’, ‘g’, ‘h’, ‘hh’, ‘i’ or ‘ii’. But numerical

codes must always correspond to letter markings on wagons.
(b) Wagons used solely for the transport of containers (except pa).
(c) Wagons used solely for the transport of steel coils.
(d) Only applicable to wagons with gauge of 1 435 mm.

26.3.2008

EN

Official Journal of the European Union

L 84/111

CATEGORY LETTER: O — MIXED FLAT AND OPEN HIGH
-SIDED WAGON

of ordinary type
with 2 or 3 axles, with drop sides or ends and stanchions
with 2 axles: lu ≥ 12 m; 25 t ≤ tu ≤ 30 t
with 3 axles: lu ≥ 12 m; 25 t ≤ tu ≤ 40 t

with 3 axles

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

tu < 20 t

20 t ≤ tu < 25 t

without stanchions

9 m ≤ lu < 12 m

Reference wagon

Index letters

a

f

ff

fff

k

kk

l

m

mm

lu < 9 m

n

with 2 axles: tu > 30 t
with 3 axles: tu > 40 t

L 84/112

EN

Official Journal of the European Union

26.3.2008

CATEGORY LETTER: R — FLAT BOGIES WAGON

Reference wagon

Index letters

b

e

g

h

of ordinary type
with drop ends and stanchions
18 m ≤ lu < 22 m; 50 t ≤ tu ≤ 60 t

lu ≥ 22 m

with drop sides

fitted for the transport of containers (a)

fitted out for the transport of steel coils, eye to side (b)

hh

fitted out for the transport of steel coils, eye to sky (b)

i

j

k

kk

l

m

with removable cover and non-removable ends (c)

with shock-absorbing device

tu < 40 t

40 t ≤ tu < 50 t

without stanchions

15 m ≤ lu < 18 m

mm

lu < 15 m

n

o

oo

p

pp

tu > 60 t

with non-removable ends less than 2 m in height

with non-removable ends, 2 m or more in height (c)

without drop ends (c)

with removable sides

(a) The use of the index letter ‘g’ associated with the category letter R is only possible in the case of ordinary wagons which have only been
additionally fitted out for the transport of containers. Wagons fitted out solely for the transport of containers must be classified in cat-
egory S.

(b) The use of the index letter ‘h’ or ‘hh’ together with the category letter R is only possible in the case of ordinary wagons which have only
been additionally fitted out for the transport of containers. Wagons fitted out solely for the transport of containers must be classified in
category S.

(c) The index letters ‘oo’ and/or ‘p’ shall not be marked on wagons bearing index letter ‘i’.

26.3.2008

EN

Official Journal of the European Union

L 84/113

Reference wagon

Index letters

CATEGORY LETTER: S — FLAT BOGIES WAGON

of special type
with 4 axles: lu ≥ 18 m; 50 t ≤ tu ≤ 60 t
with 6 axles or more: lu ≥ 22 m; 60 t ≤ tu ≤ 75 t

a

aa

with 6 axles (2 bogies of 3 axles)

with 8 axles or more

aaa

with 4 axles (2 bogies of 2 axles) (a)

b

c

d

e

f

ff

fff

g

gg

h

hh

i

ii

j

k

kk

l

m

with special fittings for securing purposes for medium-sized containers (pa) (b)

with swivelling bolster (b)

fitted out for the transport of motor cars, without deck (b) (c)

with decks for the transport of motor cars (b)

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

fitted for the transport of containers, total loading length ≤ 60′ (except pa) (b) (c) (d)

fitted for the transport of containers, total loading length > 60′ (except pa) (b) (c) (d)

fitted out for the transport of steel coils, eye to side (b) (e)

fitted out for the transport of steel coils, eye to sky (b) (e)

with removable cover and non-removable ends (b)

with very robust removable metallic cover (f) and non-removable ends (b)

with shock-absorbing device

with 4 axles: tu < 40 t
with 6 axles or more: tu < 50 t

with 4 axles: 40 t ≤ tu < 50 t
with 6 axles or more: 50 t ≤ tu < 60 t

without stanchions (b)

with 4 axles: 15 m ≤ lu < 18 m;
with 6 axles or more: 18 m ≤ lu < 22 m

mm

with 4 axles: lu < 15 m
with 6 axles or more: lu < 18 m

mmm with 4 axles: lu ≥ 22 m (a)

n

p

with 4 axles: tu > 60 t
with 6 axles or more: tu > 75 t

without sides (b)

(a) Only applicable to wagons with gauge of 1 520 mm.
(b) The inscription of the index letters ‘l’ or ‘p’ is optional for wagons bearing the index letters ‘b’, ‘c’, ‘d’, ‘e’, ‘g’, ‘gg’, ‘h’, ‘hh’, ‘i’ or ‘ii’. But numeri-

cal codes must always correspond to letter markings on wagons.

(c) Wagons which in addition to the transport of containers and swap bodies are used to transport vehicles shall be marked with the index

letters ‘g’ or ‘gg’ and the letter ‘d’.

(d) Wagons used solely for the transport of containers or for transport of swap bodies for grab handling and spreader gripping.
(e) Wagons used solely for the transport of steel coils.
(f) Only applicable to wagons with gauge of 1 435 mm.

L 84/114

EN

Official Journal of the European Union

26.3.2008

Reference wagon

Index letters

CATEGORY LETTER: T — WAGON WITH OPENING ROOF

with 2 axles: 9 m ≤ lu < 12 m; 25 t ≤ tu ≤ 30 t
with 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 t
with 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t

with 4 axles
with 6 axles or more
high capacity: with 2 axles: lu ≥ 12 m
with 4 axles or more: lu ≥ 18 m (a) (b)
with end doors
with controlled gravity unloading, on both sides, alternately, at the top (a) (b) (c)
with controlled gravity unloading, on both sides, alternately, at the bottom (a) (b) (c)
with unobstructed height of the doors > 1,90 m (a) (b) (c)
suitable for traffic with Great Britain
suitable for traffic with Great Britain (by tunnel exclusively)
suitable for traffic with Great Britain (by train-ferry exclusively)
for grain
fitted out for the transport of steel coils, eye to side
fitted out for the transport of steel coils, eye to sky
with opening walls (a)
with shock-absorbing device
with 2 axles: tu < 20 t
with 4 axles: tu < 40 t
with 6 axles or more: tu < 50 t
with 2 axles: 20 t ≤ tu < 25 t
with 4 axles: 40 t ≤ tu < 50 t
with 6 axles or more: 50 t ≤ tu < 60 t
with bulk gravity unloading, on both sides, simultaneously, at the top (a) (b) (c)
with bulk gravity unloading, on both sides, simultaneously, at the bottom (a) (b) (c)
with 2 axles: lu < 9 m
with 4 axles or more: lu < 15 m (b)
with 2 axles: tu > 30 t
with 4 axles: tu > 60 t
with 6 axles or more: tu > 75 t
with axial bulk gravity unloading, at the top (a) (b) (c)
with axial bulk gravity unloading, at the bottom (a) (b) (c)
with axial controlled gravity unloading, at the top (a) (b) (c)
with axial controlled gravity unloading, at the bottom (a) (b) (c)

a
aa

b

c
d
dd
e
f
ff
fff
g
h
hh
i
j

k

kk

l
ll

m

n

o
oo
p
pp

(a)

Index letter ‘e’:
— is optional on wagons bearing the index letter ‘b’ (but numerical codes must always correspond to letter markings on wagons),
— shall not be marked on wagons bearing the index letters ‘d’, ‘dd’, ‘i’, ‘l’, ‘ll’, ‘o’, ‘oo’, ‘p’ ou ‘pp’.
Index letter ‘b’ and ‘m’ shall not be marked on wagons bearing the index letters ‘d’, ‘dd’, ‘l’, ‘ll’, ‘o’, ‘oo’, ‘p’ or ‘pp’.

(b)
(c) Wagons with gravity unloading in category T are wagons fitted with an opening roof giving access to a loading hatch over the complete

length of the body; these wagons do not have a flat floor and are not designed for end or side tipping.

The method of unloading these wagons is defined by a combination of the following characteristics:
Arrangement of the unloading apertures:
— axial:
— bilateral: Apertures on either side of the track, outside the rails

Apertures situated above the centre of the track

(For these wagons, unloading is:
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated
at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods

— top:

— bottom: The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:
— bulk:
— controlled: At any time during unloading, the flow of the goods can be regulated or even stopped

Once the apertures are open for unloading, they cannot be closed again until the wagon is empty

26.3.2008

EN

Official Journal of the European Union

L 84/115

Reference wagon

Index

letters

CATEGORY LETTER: U — SPECIAL WAGONS

other than those in categories F, H, L, S ou Z
with 2 axles: 25 t ≤ tu ≤ 30 t
with 3 axles: 25 t ≤ tu ≤ 40 t
with 4 axles: 50 t ≤ tu ≤ 60t
with 6 axles or more: 60 t ≤ tu ≤ 75 t

with 4 axles

with 6 axles or more

with unloading under pressure

with controlled gravity unloading, on both sides, alternately, at the top (a)

with controlled gravity unloading, on both sides, alternately, at the bottom (a)

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

for grain

fitted out for he transport objects which should exceed the gauge if they were loaded on ordi-
nary wagons (b) (c)

with 2 or 3 axles: tu < 20 t
with 4 axles: tu < 40 t
with 6 axles or more: tu < 50 t

with 2 or 3 axles: 20 t ≤ tu < 25 t
with 4 axles: 40 t ≤ tu < 50 t
with 6 axles or more: 50 t ≤ tu < 60 t

with bulk gravity unloading, on both sides, simultaneously, at the top (a)

with bulk gravity unloading, on both sides, simultaneously, at the bottom (a)

with 2 axles: tu > 30 t
with 3 axles: tu > 40 t
with 4 axles: tu > 60 t
with 6 axles or more: tu > 75 t (c)

with axial bulk gravity unloading, at the top (a)

with axial bulk gravity unloading, at the bottom (a)

with axial bulk gravity unloading, at the top (a)

with axial bulk gravity unloading, at the bottom (a)

a

aa

c

d

dd

f

ff

fff

g

i

k

kk

l

ll

n

o

oo

p

pp

(b)

(a) Wagons with gravity unloading in category U are closed wagons which can only be loaded through one or more loading apertures situ-
ated in at the top part of the body, and whose total opening dimensions are less than the length of the body; these wagons do not have
a flat floor and are not designed for end or side tipping.
In particular:
— well wagons
— wagons with a central recess
— wagons with an ordinary sloping diagonal permanent control desk
Index letter ‘n’ shall not be marked on wagons bearing the index letter ‘i’.

(c)

The method of unloading these wagons is defined by a combination of the following characteristics:
Arrangement of the unloading apertures:
— axial:
— bilateral: Apertures on either side of the track, outside the rails

Apertures situated above the centre of the track

(For these wagons, unloading is:
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated
at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods

— top:

— bottom: The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:
— bulk:
— controlled: At any time during unloading, the flow of the goods can be regulated or even stopped

Once the apertures are open for unloading, they cannot be closed again until the wagon is empty

L 84/116

EN

Official Journal of the European Union

26.3.2008

CATEGORY LETTER: Z — TANK WAGON

with metal shell,
for the transport of liquids or gases
with 2 axles: 25 t ≤ lu ≤ 30 t
with 3 axles: 25 t ≤ tu ≤ 40 t
with 4 axles: 50 t ≤ tu ≤ 60 t
with 6 axles or more: 60 t ≤ tu ≤ 75 t

with 4 axles

with 6 axles or more

for oil products (a)

with unloading under pressure (b)

for food and chemical products (a)

fitted with heating devices

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

for the transport of gases under pressure, liquefied or dissolved under pressure (b)

tank of non-metallic material

with shock-absorbing device

with 2 or 3 axles: tu < 20 t
with 4 axles: tu < 40 t
with 6 axles or more: tu < 50 t

with 2 or 3 axles: 20 t ≤ tu < 25 t
with 4 axles: 40 t ≤ tu < 50 t
with 6 axles or more: 50 t ≤ tu < 60 t

with 2 axles: tu > 30 t
with 3 axles: tu > 40 t
with 4 axles tu > 60 t
with 6 axles or more: tu > 75 t

with station for brakeman (a)

Reference wagon

Index letters

a

aa

b

c

d

e

f

ff

fff

g

i

j

k

kk

n

p

(a) Only applicable to wagons with gauge of 1 520 mm.
(b) The index letter ‘c’ shall not be marked on wagons bearing the index letter ‘g’.

26.3.2008

EN

Official Journal of the European Union

L 84/117

LETTER MARKING FOR WAGONS FOR ARTICULATED AND MULTIPLE WAGONS

DEFINITION OF THE CATEGORY AND INDEX LETTERS

1.

Important notes

In the attached tables, the information given in meters refers to the inside length of the wagons (lu).

2.

Index letters with an international value common to all categories

q
qq
s
ss

pipe for electric heating which can be supplied by all accepted currents
pipe and installation for electric heating which can be supplied by all accepted currents
wagons authorised to run under ‘s’ conditions (see annex B of rolling stock STI)
wagons authorised to run under ‘ss’ conditions (see annex B of rolling stock STI)

3.

Index letters with a national value

t, u, v, w, x, y, z

The value of these letters is defined by each Member State.

Reference wagon

Index letters

CATEGORY LETTER: F — OPEN HIGH-SIDED WAGON

Articulated or multiple wagon
with axles, with 2 units
22 m ≤ lu < 27 m

a

c

cc

e

ee

f

ff

fff

l

ll

m

with bogies

with controlled gravity unloading, on both sides, alternately, at the top (a)

with controlled gravity unloading, on both sides, alternately, at the bottom (a)

with 3 units

with 4 units or more

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

with bulk gravity unloading, on both sides, simultaneously, at the top (a)

with bulk gravity unloading, on both sides, simultaneously, at the bottom (a)

with 2 units: lu ≥ 27 m

mm

with 2 units: lu < 22 m

o

oo

p

pp

r

rr

with axial bulk gravity unloading, at the top (a)

with axial bulk gravity unloading, at the bottom (a)

with axial controlled gravity unloading, at the top (a)

with axial controlled gravity unloading, at the bottom (a)

articulated wagon

multiple wagon

(a) Wagons with gravity unloading in category F are open wagons, which do not have a flat floor and are not designed for end or side tip-

ping.

The method of unloading these wagons is defined by a combination of the following characteristics:
Arrangement of the unloading apertures:
— axial:
— bilateral: Apertures on either side of the track, outside the rails

Apertures situated above the centre of the track

(For these wagons, unloading is:
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated
at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods

— top:

— bottom: The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:
— bulk:
— controlled: At any time during unloading, the flow of the goods can be regulated or even stopped

Once the apertures are open for unloading, they cannot be closed again until the wagon is empty

L 84/118

EN

Official Journal of the European Union

26.3.2008

Reference wagon

Index letters

CATEGORY LETTER: H — COVERED WAGON

articulated or multiple wagon
with axles, with 2 units
22 m ≤ lu < 27 m

with bogies

with end doors

with end doors and fitted internally for the transport of motor cars

with floor traps

with 3 units

with 4 units or more

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

for grain

for fruits and vegetables (a)

with opening or shunt walls

with very robust opening or shunt walls (b)

with movable partitions (c)

with lockable movable partitions (c)

a

c

cc

d

e

ee

f

ff

fff

g

h

i

ii

l

ll

m

with 2 units: lu ≥ 27 m

mm

with 2 units: lu < 22 m

r

rr

articulated wagon

multiple wagon

(a) The concept ‘for fruits and vegetables’ applies only to wagons provided with additional ventilation apertures at the floor level.
(b) Only applicable to wagons with gauge of 1 435 mm.
(c) Movable partitions may be dismounted temporarily.

26.3.2008

EN

Official Journal of the European Union

L 84/119

CATEGORY LETTER: I — TEMPERATURE CONTROLLED WAGON

refrigerator wagon
with class IN thermal insulation,
with motor-driven ventilation, with gratings and ice bunker ≥ 3,5 m3
articulated or multiple wagon
with axles, with 2 units
22 m ≤ lu < 27 m

with bogies

with meat hooks

for fish

with electric ventilation

with 4 units or more

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

with mechanical refrigeration (a)

refrigerator with liquefied gas (a)

with class IR thermal insulation

mechanically refrigerated by the machinery of an accompanying technical wagon (a) (b)

accompanying technical wagon (a) (b)

insulated without ice bunkers (a) (c)

Reference wagon

Index letters

a

c

d

e

ee

f

ff

fff

g

gg

h

i

ii

l

m

with 2 units: lu ≥ 27 m

mm

with 2 units: lu < 22 m

o

oo

p

r

rr

with ice bunkers of capacity less than 3,5 m3 (c)

with 3 units

without gratings

articulated wagon

multiple wagon

(a) The index letter ‘l’ shall not be marked on wagons bearing the index letters ‘g’, ‘gg’, ‘i’ or ‘ii’.
(b) The concept of ‘accompanying technical wagon’ applies at the same time to factory wagons, workshop wagons (both with or without

sleeping accommodation) and dormitory wagons.

(c) The index letter ‘o’ shall not be marked on wagons bearing the index letter ‘l’.

L 84/120

EN

Official Journal of the European Union

26.3.2008

Reference wagon

Index letters

CATEGORY LETTER: L — FLAT WAGON WITH SEPARATE AXLES

articulated or multiple wagon
with 2 units
22 m ≤ lu < 27 m

articulated wagon

multiple wagon

with special fittings for securing purposes for medium-sized containers (pa) (a)

with swivelling bolster (a)

fitted out for the transport of motor cars, without deck (a)

with decks for the transport of motor cars (a)

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

fitted for the transport of containers (a) (b)

fitted out for the transport of steel coils, eye to side (a) (c)

fitted out for the transport of steel coils, eye to sky (a) (c)

with removable cover and non-removable ends (a)

with very robust removable metallic cover (d) and non-removable ends (a)

with shock-absorbing device

without stanchions (a)

a

aa

b

c

d

e

f

ff

fff

g

h

hh

i

ii

j

l

m

with 2 units: 18 m ≤ lu < 22 m

mm

with 2 units: lu < 18 m

o

oo

p

r

with 3 units

with 4 units or more

without sides (a)

with 2 units: lu ≥ 27 m

(a) The inscription of the index letters ‘l’ or ‘p’ is optional for wagons bearing the index letters ‘b’, ‘c’, ‘d’, ‘e’, ‘g’, ‘h’, ‘hh’, ‘i’ or ‘ii’. But numerical

codes must always correspond to letter markings on wagons.
(b) Wagons used solely for the transport of containers (except pa).
(c) Wagons used solely for the transport of steel coils.
(d) Only applicable to wagons with gauge of 1 435 mm.

26.3.2008

EN

Official Journal of the European Union

L 84/121

Reference wagon

Index letters

CATEGORY LETTER: S — FLAT BOGIE WAGON

articulated or multiple wagon
with 2 units
22 m ≤ lu < 27 m

b

c

d

e

f

ff

fff

g

gg

h

hh

i

ii

j

l

with special fittings for securing purposes for medium-sized containers (pa) (a)

with swivelling bolster (a)

fitted out for the transport of motor cars, without deck (a) (b)

with decks for the transport of motor cars (a)

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

fitted for the transport of containers, total loading length ≤ 60′ (except pa) (a) (b) (c)

fitted for the transport of containers, total loading length > 60′ (except pa) (a) (b) (c)

fitted out for the transport of steel coils, eye to side (a) (d)

fitted out for the transport of steel coils, eye to sky (a) (d)

with removable cover and non-removable ends (a)

with very robust removable metallic cover (e) and non-removable ends (a)

with shock-absorbing device

without stanchions (a)

m

with 2 units: lu ≥ 27 m

mm

with 2 units: lu < 22 m

o

oo

p

r

rr

with 3 units

with 4 units or more

without sides (a)

articulated wagon

multiple wagon

(a) The inscription of the index letters ‘l’ or ‘p’ is optional for wagons bearing the index letters ‘b’, ‘c’, ‘d’, ‘e’, ‘g’, ‘gg’, ‘h’, ‘hh’, ‘i’ or ‘ii’. But numeri-

cal codes must always correspond to letter markings on wagons.

(b) Wagons which in addition to the transport of containers and swap bodies are used to transport vehicles shall be marked with the index

letters ‘g’ or ‘gg’ and the letter ‘d’.

(c) Wagons used solely for the transport of containers or for transport of swap bodies for grab handling and spreader gripping.
(d) Wagons used solely for the transport of steel coils.
(e) Only applicable to wagons with gauge of 1 435 mm.

L 84/122

EN

Official Journal of the European Union

26.3.2008

Reference wagon

Index letters

CATEGORY LETTER: T — WAGON WITH OPENING ROOF

articulated or multiple wagon
with axles, with 2 units
22 m ≤ lu < 27 m

with bogies

with unobstructed height of doors > 1,90 m (a)

with end doors

with controlled gravity unloading, on both sides, alternately, at the top (a) (b)

with controlled gravity unloading, on both sides, alternately, at the bottom (a) (b)

with 3 units

with 4 units or more

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

for grain

fitted out for the transport of steel coils, eye to side

fitted out for the transport of steel coils, eye to sky

with opening walls (a)

with shock-absorbing device

with bulk gravity unloading, on both sides, simultaneously, at the top (a) (b)

with bulk gravity unloading, on both sides, simultaneously, at the bottom (a) (b)

with 2 units: lu ≥ 27 m

a

b

c

d

dd

e

ee

f

ff

fff

g

h

hh

i

j

l

ll

m

mm

with 2 units: lu < 22 m

o

oo

p

pp

r

rr

with axial bulk gravity unloading, at the top (a) (b)

with axial bulk gravity unloading, at the bottom (a) (b)

with axial controlled gravity unloading, at the top (a) (b)

with axial controlled gravity unloading, at the bottom (a) (b)

articulated wagon

multiple wagon

Index letter ‘b’ shall not be marked on wagons bearing the index letters ‘d’, ‘dd’, ‘i’, ‘l’, ‘ll’, ‘o’, ‘oo’, ‘p’ or ‘pp’.

(a)
(b) Wagons with gravity unloading in category T are wagons fitted with an opening roof giving access to a loading hatch over the complete

length of the body; these wagons do not have a flat floor and are not designed for end or side tipping.

The method of unloading these wagons is defined by a combination of the following characteristics:
Arrangement of the unloading apertures:
— axial:
— bilateral: Apertures on either side of the track, outside the rails

Apertures situated above the centre of the track

(For these wagons, unloading is:
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated
at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods

— top:

— bottom: The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:
— bulk:
— controlled: At any time during unloading, the flow of the goods can be regulated or even stopped

Once the apertures are open for unloading, they cannot be closed again until the wagon is empty

26.3.2008

EN

Official Journal of the European Union

L 84/123

CATEGORY LETTER: U — SPECIAL WAGONS

articulated or multiple wagon,
with axles, with 2 units
22 m ≤ lu < 27 m

with bogies

with 3 units

with 4 units or more

with unloading under pressure

with controlled gravity unloading, on both sides, alternately, at the top (a)

with controlled gravity unloading, on both sides, alternately, at the bottom (a)

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

for grain

fitted out for he transport objects which should exceed the gauge if they were loaded on ordi-
nary wagons (b)

with bulk gravity unloading, on both sides, simultaneously, at the top (a)

with bulk gravity unloading, on both sides, simultaneously, at the bottom (a)

with 2 units: lu ≥ 27 m

Reference wagon

Index letters

a

e

ee

c

d

dd

f

ff

fff

g

i

l

ll

m

mm

with 2 units: lu < 22 m

o

oo

p

pp

r

rr

with axial bulk gravity unloading, at the top (a)

with axial bulk gravity unloading, at the bottom (a) (b)

with axial controlled gravity unloading, at the top (a)

with axial controlled gravity unloading, at the bottom (a)

articulated wagon

multiple wagon

(b)

(a) Wagons with gravity unloading in category U are closed wagons which can only be loaded through one or more loading apertures situ-
ated in at the top part of the body, and whose total opening dimensions are less than the length of the body; these wagons do not have
a flat floor and are not designed for end or side tipping.
In particular:
— well wagons
— wagons with a central recess
— wagons with an ordinary sloping diagonal permanent control desk

The method of unloading these wagons is defined by a combination of the following characteristics:
Arrangement of the unloading apertures:
— axial:
— bilateral: Apertures on either side of the track, outside the rails.

Apertures situated above the centre of the track

(For these wagons, unloading is:
— simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
— alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated
at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods

— top:

— bottom: The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:
— bulk:
— controlled: At any time during unloading, the flow of the goods can be regulated or even stopped

Once the apertures are open for unloading, they cannot be closed again until the wagon is empty

L 84/124

EN

Official Journal of the European Union

26.3.2008

CATEGORY LETTER: Z — TANK WAGON

with metal shell,
for the transport of liquids or gases
articulated or multiple wagon
with axles, with 2 units
22 m ≤ lu < 27 m

with bogies

with unloading under pressure (a)

fitted with heating devices

suitable for traffic with Great Britain

suitable for traffic with Great Britain (by tunnel exclusively)

suitable for traffic with Great Britain (by train-ferry exclusively)

for the transport of gases under pressure, liquefied or dissolved under pressure (a)

tank of non-metallic material

with shock-absorbing device

with 2 units: lu ≥ 27 m

Reference wagon

Index

letters

a

c

e

f

ff

fff

g

i

j

m

mm

with 2 units: lu < 22 m

o

oo

r

rr

with 3 units

with 4 units or more

articulated wagon

multiple wagon

(a) The index letter ‘c’ shall not be marked on wagons bearing the index letter ‘g’.

26.3.2008

EN

Official Journal of the European Union

L 84/125

ANNEX P.13

Letter marking for hauled passenger stock

Serial letters with an international value:

A

B

AB

WL

WR

R

D

DD

Post

AS
SR
WG

WSP

Le

Leq

Laeq

1st class coach with seats

2nd class coach with seats

1st/2nd class coach with seats

Sleeping-car with serial letter A, B or AB depending on the type of accommodation offered. The serial
letters for sleeping-car with ‘special’ compartments are supplemented with index-letter ‘S’

Dining-car

Coach with dining-car, buffet or bar compartment (serial-letter used in addition)

Van

Open, 2-tier car-carrier van

Mail van

Bar coach with dancing facilities

Pullman coach

Open 2-axle 2-tier car-carrier wagon

Open 2-axle 2-tier car-carrier wagon fitted with train supply cable

Open 3-axle 2-tier car-carrier wagon fitted with train supply cable

Index letters with an international value:

b
h

c

d
v

ee
z

f

p
t

m

s

Coach fitted out to carry disabled passengers

Compartments convertible into couchette accomodation

Vehicle fitted to receive bicycles

Vehicle fitted with central power supply

Vehicle fitted with driver’s cab (driving trailer)

Centre-aisle coach with seats

Vehicle over 24,5 m in length

Centre-aisle in vans and coaches with luggage compartment

The number of compartments is shown in the form of an index (for example: Bc9)

Serial letters and index letters with a national value

The others serial letters and index letters have a national value, defined by each Member State.

L 84/126

EN

Official Journal of the European Union

26.3.2008

ANNEX P.14

Letter marking for special vehicles

This marking is indicated in document EN 14033-1 ‘Railway applications — Track — Technical requirements for railbound
construction and maintenance machines — Part 1: Running of railbound machines’.

ANNEX Q

Not used

ANNEX R

Train identification

An EN is being developed in this area. Once it has been introduced, its suitability as a means by which compliance with the
requirements of this TSI can be assured, will be assessed by the ERA and the EC.

Until this EN has been developed, this Annex contains the CWA prepared in this regard.

It should be noted that this CWA does not remove the applicability of UIC leaflets 419-1 and 419-2.

Please refer to the attached document — CWA on train numbering

ANNEX S

Not Used

26.3.2008

EN

Official Journal of the European Union

L 84/127

ANNEX T

Brake performance

A detailed specification is being defined which will set out the formula for the calculation of brake performance. This speci-
fication shall be valid across the TEN and shall take into account how best such a formula can be established to permit the
working of brakes to be harmonised safely and in a cost-effective manner. An expert, multi-disciplined drafting group is tak-
ing this forward. It will also work in conjunction with the requirements of the CR OPE TSI as well.

Until the detailed specifications can be developed and introduced, this is an Open Point and it is recommended that Railway
Undertakings and Infrastructure Managers liaise to jointly establish bilateral or multilateral agreements to facilitate the unhin-
dered passage of trains from one Infrastructure Manager’s operating area to another.

See also Annex U.

ANNEX U

List of open points

CLAUSE 4.2.2.5

Train composition document

ANNEX T (see Subsection 4.2.2.6.2 of this TSI)

Brake Performance

L 84/128

EN

Official Journal of the European Union

26.3.2008

ANNEX V

Preparation and updating rules documentation for drivers

In conjunction with Subsections 4.2 and 4.6 of this TSI, the diagram below is a pictorial representation of the process outlined in
this TSI for the preparation and updating of rules documentation required by this TSI

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Official Journal of the European Union

L 84/129

GLOSSARY

Term

Definition

Accident

As defined in Article 3 of Directive 2004/49/EC.

Authorising the
movement of trains

The operation of equipment in signalling centres, electric traction current supply control rooms
and traffic control centres that permits train movement. This does not include those staff employed
by Railway Undertakings who are responsible for management of resources such as train crew or
rolling stock.

Dangerous goods

As defined by Article 2 of Directive 96/49

Degraded operation

Operation resulting from an unplanned event that prevents the normal delivery of train services.

Despatch

See Train despatch

Driver

A person competent and authorised to drive trains.

Exceptional loads

A load carried on a rail vehicle, for example a container, swap body or other traffic where the rail
vehicle size and/or axle loading requires special authority for the movement and/or the application
of special conditions of travel for all or part of the journey.

Health and Safety
Conditions

In the context of Chapter 4.7 of this TSI, this refers only to the medical and psychological fitness
requirements necessary to operate the relevant elements of the subsystem.

Hot axle box

An axle box and bearing that has exceeded its maximum designed operating temperature.

Incident

As defined in Article 3 of Directive 2004/49/EC.

Book of Forms

A book of forms that describes the sequence of action to be taken by the Infrastructure Manager’s
staff and the Railway Undertaking’s staff when moving trains in degraded situations. Each separate
activity requires a separate form. The Book of Forms is prepared in the languages of both the
Infrastructure Manager and the Railway Undertaking and the relevant Infrastructure Managers and
Railway Undertakings staff holds copies.

Member State

When used in connection with this TSI it refers to the Member State which issues the safety
authorisation/certificate as set out in Articles 10 and 11 of Directive 2004/49/EC.

Operating Language

The language or languages used in daily operation by an Infrastructure Manager and published in
his Network Statement, for the communication of operational or safety related messages between
the staff of the Infrastructure Manager and Railway Undertakings.

Passenger

Performance
monitoring

Real time

Person (other than an employee with specific duties on the train) travelling by train or on railway
property before or after a train journey.

The systematic observation and recording of the performance of the train service and the
infrastructure for the purpose of bringing about improvements in the performance of both.

The ability to exchange or process information on specified events (such as arrival at a station,
passing a station or departure from a station) on the trains journey as they occur.

Reporting point

A point on the trains schedule where reporting of the arrival, departure or passing time is required.

Route

The particular section or sections of line

Route knowledge

The knowledge of the section(s) of line over which on board staff operate, based on information
provided by the Infrastructure Manager, to enable them to operate the train safely. Essential
elements of this knowledge must be learned in detail and remembered by the staff concerned. Other
elements may be held in documentation, which those staff can rapidly access based on an
assessment of the route by the Railway Undertaking or by the requirements of the National Safety
Authority.

Safety critical work

Work performed by staff when they control or affect the movement of a vehicle, which could affect
the health, and safety of persons.

L 84/130

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Official Journal of the European Union

26.3.2008

Term

Definition

SPAD

Staff

Stopping point

Timetable

Timing point

A Signal Passed At Danger without authority — that is, a signal showing a stop aspect which is
passed without the authority of the person responsible for authorising train movements.

Employees working for a Railway Undertaking or an Infrastructure Manager, or their contractors,
undertaking tasks as specified in this TSI.

A location identified in the schedule of a train where the train is planned to stop, usually to carry
out a specific activity such as allowing passengers to join and leave the train.

Document or system that gives details of a train(s) schedule over a particular route.

A location identified in the schedule of a train where a specific time is identified. This time may
be an arrival time, departure time or in the case of a train not scheduled to stop at that location
the passing time.

Traction unit

A powered vehicle able to move itself and other vehicles to which it may be coupled.

Train

Train despatch

Train crew

A train is defined as (a) traction unit(s) with or without coupled railway vehicles, or a self-propelled
set of vehicles, with train data available operating between two or more defined points on the TENs.

The indication to the person driving the train that all station or depot activities are completed and
that, as far as the staff responsible are concerned, movement authority has been granted for the
train.

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.

Train identification

The means to unambiguously identify a particular train.

Train preparation

Ensuring that a train is in a fit condition to enter service, that the train equipment is correctly
deployed and the formation of the train matches the train’s designated pathway. Train preparation
also includes technical inspections carried out prior to the train entering service.

Vehicle

Any single item of rolling stock, for example a locomotive, carriage or wagon.

Vehicle identification

A number applied to a vehicle to uniquely identify it from any other vehicles

26.3.2008

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Official Journal of the European Union

L 84/131

LIST OF ABBREVIATIONS TO BE INCLUDED IN THE TSI:

Abbreviation

Explanation

ac

CCS

cen

Alternating current

Command Control Signalling

European Committee for Standardisation (Comite Européen de Normalisation)

COTIF

Convention Concerning International Carriage by Rail

cr

Db

dc

dmi

EC

ECG

eirene

en

ENE

era

ertms

ETCS

EU

FRS

GSM-R

habd

Hz

IM

INS

OPE

osjd

PPW

RIC

riv

RST

RU

SMS

spad

SRS

TAP

ten

TSI

uic

UV

VKM

Conventional Rail

Decibels

Direct Current

Driver Machine Interface

European Community

Electro Cardiogram

European Integrated Railway Radio Enhanced Network

Euro-norm

Energy

European Railway Agency

European Rail Traffic Management System

European Train Control System

European Union

Functional Requirement Specification

Global System for Mobile Communications — Rail

Hot Axle Box Detector

Hertz

Infrastructure Manager

Infrastructure

Traffic Operation and Management

Organisation for Co-operation of Railways

Russian abbreviation for Prawila Polzowaniia Wagonami w mejdunarodnom soobqenii = Rules for use
of railway vehicles in international traffic

Regulations governing the reciprocal use of carriages and brake vans in international traffic (Règlement
pour l’emploi réciproque des Voitures et des Fourgons en Trafic international)

Regulations governing the reciprocal use of wagons in international traffic. (Règlement pour l’emploi
réciproque des Wagons en Trafic international)

Rolling Stock

Railway Undertaking

Safety Management System

Signal Passed at Danger

System Requirement Specification

Telematic Applications — Passenger

Trans-European Network

Technical Specification for Interoperability

International Union of Railways (Union Internationale des Chemins de fer)

Ultra violet

Vehicle Keeper Marking