REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS on the progress made towards achieving interoperability of the rail system
Date: 2013-01-30
Institutions: European Commission
Subjects: harmonisation of standards, rail transport, technical specification, trans-European network

EUROPEAN 
COMMISSION 

Brussels, 30.1.2013  
COM(2013) 32 final 

REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE 
COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE 
COMMITTEE OF THE REGIONS 

on the progress made towards achieving interoperability of the rail system 

(Text with EEA relevance) 

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   EN 

 
 
 
 
  
 
REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE 
COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE 
COMMITTEE OF THE REGIONS 

on the progress made towards achieving interoperability of the rail system 

(Text with EEA relevance) 

1. 

INTRODUCTION 

This  report  describes  the  stage  reached  in  achieving  interoperability  of  the  European  rail 
system  since  the  report  adopted  by  the  Commission  in  September  20091.  It  responds  to 
Article 39 of Directive 2008/57/EC2. 

This  report  builds  on  the  findings  of  the  biennial  report  on  progress  with  railway 
interoperability in the EU issued by the European Railway Agency on 1 March 20123. 

2. 

EVOLUTION OF THE INTEROPERABILITY INSTRUMENTS 

2.1. 

The interoperability Directives 

2.1.1.  Overview 
Recast  Directive  2008/57/EC  entered  into  force  on  19  July  2008.  Directives  96/48/EC4  and 
2001/16/EC5 were repealed with effect from 19 July 2010. 

Directive 2008/57/EC was amended by the following acts: 

– 

– 

Commission  Directive  2009/131/EC  of  16  October  2009  amending  Annex  VII  to 
Directive  2008/57/EC  of  the  European  Parliament  and  of  the  Council  on  the 
interoperability of the rail system within the Community6; 

Commission Directive 2011/18/EU of 1 March 2011 amending Annexes II, V and VI 
to  Directive  2008/57/EC  of  the  European  Parliament  and  of  the  Council  on  the 
interoperability of the rail system within the Community7.  

2.1.2.  Transposition of the interoperability Directives 

The deadline for transposing Directives 2008/57/EC and 2009/131/EC into national law was 
19  July  2010.  The  deadline  for  transposing  Directive  2011/18/EU  into  national  law  was 
31 December 2011. 

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2 

3 
4 

5 

6 
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Communication  from  the  Commission  to  the  Council  and  the  European  Parliament  on  a  Progress 
Report  on  the  implementation  of  the  Railway  Safety  Directive  and  of  the  Railway  Interoperability 
Directives. COM(2009) 464 final. 
Directive  2008/57/EC  of  17  June  2008  of  the  European  Parliament  and  of  the  Council  on  the 
interoperability of the rail system within the Community, OJ L 191, 18.7.2008 p. 1. 
http://www.era.europa.eu/Document-Register/Pages/Interoperabilitybiennialreport-2011.aspx. 
Council  Directive  96/48/EC  of 23 July  1996  on  the  interoperability  of  the  trans-European  high-speed 
rail system, OJ L 235, 17.9.1996, pp. 6–24. 
Directive  2001/16/EC  of  the  European  Parliament  and  of  the  Council  of  19  March  2001  on  the 
interoperability of the trans-European conventional rail system, OJ L 110, 20.4.2001, pp. 1–27. . 
OJ L 273, 17.10.2009, pp. 12–13. 
OJ L 57, 2.3.2011, pp. 21–28. 

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By  20  November  2012,  all  Member  States  except  Germany  had  notified  national  measures 
implementing  Directives  2008/57/EC;  however,  measures  notified  by  United  Kingdom  and 
France are considered partial because they are not yet applicable to the Channel Tunnel. By 
the  same  date,  all  Member  States  except  Germany  had  notified  national  measures 
implementing Directive 2009/131/EC, and all Member States except Poland and Slovenia had 
notified national measures implementing Directive 2011/18/EU. 

The Commission is closely monitoring the transposition of these interoperability Directives in 
Member  States.  If  Member  States  fail  to communicate  national  implementing  measures,  the 
Commission  formally  requests  the  Member  States  at  fault  to  transpose  the  Directives 
concerned.  By  31  August  2012,  the  Commission  had  launched  infringement  procedures 
against five Member States for failure to communicate national implementing measures. 

The  Commission  departments,  with  the  support  of  the  European  Railway  Agency,  are 
currently checking the conformity of the national implementing acts with these Directives. In 
the  event  of  any  non-conformity,  the  Member  States  are  asked  to  produce  further 
clarifications.  If,  after  further  analysis,  the  non-conformity  is  confirmed,  a  formal 
infringement procedure is launched against the Member State concerned. 

The  railway  interoperability  Directives  involve  a  large  amount  of  secondary  legislation.  In 
addition  to  the  technical  specifications  for  interoperability  (TSIs,  see  2.3),  the  Commission 
adopted the following acts: 

– 

– 

– 

– 

– 

– 

– 

8 
9 
10 
11 
12 
13 
14 

Commission  Decision  2007/756/EC  of  9  November  2007  adopting  a  common 
specification of the national vehicle register provided for under Article 14(4) and (5) 
of Directives 96/48/EC and 2001/16/EC8

Commission  Decision  2010/713/EU  of  9 November  2010  on  modules  for  the 
procedures for assessment of conformity, suitability for use and EC verification to be 
used  in  the  technical  specifications  for  interoperability  adopted  under  Directive 
2008/57/EC of the European Parliament and of the Council9; 

Commission  Decision  2011/107/EU  of  10 February  2011  amending  Decision 
2007/756/EC adopting a common specification of the national vehicle register10; 

Commission  Regulation  (EU)  No 201/2011  of  1 March  2011  on  the  model  of 
declaration of conformity to an authorised type of railway vehicle11; 

Commission  Decision  2011/155/EU  of  9 March  2011  on  the  publication  and 
management  of  the  reference  document  referred  to  in  Article  27(4)  of  Directive 
2008/57/EC of the European Parliament and of the Council on the interoperability of 
the rail system within the Community12; 

Commission Recommendation 2011/217/EU of 29 March 2011 on the authorisation 
for  the  placing  in  service  of  structural  subsystems  and  vehicles  under  Directive 
2008/57/EC of the European Parliament and of the Council13; 

Commission  Implementing  Decision  2011/633/EU  of  15  September  2011  on  the 
common specifications of the register of railway infrastructure14; 

OJ L 305, 23.11.2007, pp. 30–51. 
OJ L 319, 4.12.2010, pp. 1-52. 
OJ L 43, 17.2.2011, pp. 33–54. 
OJ L 57, 2.3.2011, pp. 8–9. 
OJ L 63, 10.3.2011, pp. 22–25 . 
OJ L 95, 8.4.2011, pp. 1–29. 
OJ L 256, 1.10.2011, pp. 1-25. 

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– 

Commission  Implementing  Decision  2011/665/EU  of  4  October  2011  on  the 
European register of authorised types of railway vehicles15 

2.2. 

Technical Specifications for Interoperability 

2.2.1. 

State of play 

TSIs  are  the  technical  specifications  for  interoperability  drafted  by  the  European  Railway 
Agency  under  a  mandate  by  the  Commission.  Subsystems  and  interoperability  constituents 
should  comply  with  the  relevant  TSIs  in  order  to  meet  the  essential  requirements  set  out  in 
Directive 2008/57/EC and ensure interoperability of the rail system. 

The first series of TSIs on trans-European high-speed rail (HS TSIs) was issued in 2002. Most 
of them were subsequently revised in 2008. 

The second series of TSIs, mainly covering trans-European conventional rail (CR TSIs) and 
transversal issues such as safety in railway tunnels and accessibility to persons with reduced 
mobility, was published between 2006 and 2011. 

A list of all TSIs adopted by the Commission as at 31 December 2012 is given in Annex I. 

As already foreseen in the interoperability Directives currently in force, this legal framework 
is being further developed by correcting errors and close open points in TSIs, and extending 
the geographical scope of the TSIs to the whole European Union's rail system. 

On  this  basis,  the  Agency  is  currently  revising  the  following  TSIs:  operation  and  traffic 
management  (OPE),  freight  wagons  (WAG),  locomotives  and  passenger  rolling  stock 
(LOC&PAS),  control-command  and  signalling  (CCS),  telematics  applications  for  passenger 
services (TAP) and for freight services (TAF), accessibility for persons with reduced mobility 
(PRM), safety in railway tunnels (SRT), infrastructure (INF) and energy (ENE). 

Regarding  the  CCS  TSI,  the  signature  of  the  Memorandum  of  Understanding  on  16  April 
2012 records the agreement of all stakeholders to implement ERTMS (European Rail Traffic 
Management  System)  on  the  basis  of  the  specifications  ‘Baseline  3’  recommended  by  the 
Agency  on  the  same  date.  In  other  words,  all  stakeholders  recognise  that  the  essential 
elements are now in the specifications. The related revision of the CCS TSI was adopted on 6 
November 2012. 

Regarding  telematics  applications,  and  following  the  example  of  the  CCS  TSI,  the  Agency 
has  set  up  and  manages  the  Change  Control  Management  (CCM)  for  technical  documents 
annexed  to  both  telematics  application  TSIs,  and  monitors  their  implementation.  Moreover, 
the implementation of both TSIs is supported by a steering committee and sector experts, and 
followed up according to a Master Plan. 

2.2.2.  Analysis of TSI derogations 

Derogations  allow  for  exceptions  from  the  application  of  TSIs  under  certain  conditions  laid 
down  by  the  interoperability  Directives  currently  in  force.  Between  the  year  2007  and  31 
August 2012, the Commission received 90 derogation notifications from 17 Member States, 
as summarised in the following diagram: 

15 

OJ L 264, 8.10.2011, pp. 32–54 . 

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These  derogations  relate  to  almost  all  TSIs  in  force,  as  the  following  diagram  shows.  The 
highest  numbers  of  derogations  were  received  for  the  TSIs  on  safety  in  railway  tunnels  (27 
derogations), noise (22) and freight wagons (16). 

The  derogations  submitted  by  Member  States  to  the  Commission  have  revealed  that  the 
concept  of  ‘advanced  stage  of  development’  (Article  9(1)(a)  of  the  iInteroperability 

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Directive), which is a ground for possible TSI derogation, is sometimes applied too widely16. 
This could lead to broader derogation requests than those strictly intended in the sense of the 
EU legislation. 

An analysis of the content of these derogations shows that Article 9 of Directive 2008/57/EC 
might be simplified and improved by clarifying the cases where it is possible to apply for a 
TSI  derogation,  streamlining  the  application  procedure,  and,  in  some  cases,  simplifying  the 
content of the application file. 

2.3. 

The registers 

2.3.1.  National vehicle register (NVR — Article 33 of the interoperability Directive) 

The NVR specification was adopted by Commission Decision 2007/756/EC and amended by 
Commission Decision 2011/107/EU. NVRs are hosted by registration entities (RE) nominated 
by the Member States and are required to be connected to the virtual vehicle register (VVR), 
which is a central search engine. 

ERA has developed the software used in a standard application for the NVR (sNVR) and the 
VVR.  This  software  is  made  available  to  the  REs  free  of  charge.  The  sNVR  and  the  VVR 
have  been  updated  so  as  to  take  into  account  the  changes  introduced  into  Commission 
Decision  2011/107/EU.  ERA  is  currently  supporting  the  RE  in  establishing  connections 
between their NVRs and the VVR. 

2.3.2.  European  register  of  authorised  types  of  vehicles  (ERATV  —  Article  34  of  the 

interoperability Directive) 

The ERATV specification was adopted by Commission Decision 2011/665/EU. ERATV will 
be hosted by ERA and ERA will publish information provided by the NSAs. 

ERA is developing a software application for this register. This application is planned to be in 
service by the end of 2012. 

2.3.3.  Register of infrastructure (RINF- Article 35 of the interoperability Directive) 

The RINF specification was adopted by Commission Decision 2011/633/EU. The RINF will 
be hosted by entities nominated by the Member States and will be required to be connected to 
the common user interface (CUI). 

ERA  is  carrying  out  a  feasibility  study  with  a  view  to  defining  the  appropriate  technical 
solution for the CUI. 

2.4. 

Standardisation 

On  28  January  2011,  the  Commission  issued  mandate  M 483  for  programming  and 
standardisation addressed to the European standardisation bodies under Directive 2008/57/EC 
in  the  field  of  interoperability  of  the  rail  system  within  the  European  Union.  This  mandate 
replaces  mandate  M 275  of  13  November  1998  in  the  field  of  railway  equipment  on  the 
interoperability of the trans-European high-speed rail system and mandate M 334 of 22 May 
2003 in the field of the interoperability of the trans-European conventional rail system. 

The  list  of  harmonised  standards  under  Directive  2008/57/EC  was  published  in  the  Official 
Journal on 20 July 2011. 

16 

For  example,  when  it  should  have  been  possible  to  make  the  project  TSI-compliant  with  little  or  no 
impact on the project schedule and cost.  

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3. 

PROGRESS TOWARDS INTEROPERABILITY 

3.1. 

Implementation of interoperability 

The  biennial  report  on  the  progress  of  railway  interoperability  in  the  EU,  issued  by  the 
European  Railway  Agency  on  1  March  2012,  provides  detailed  information  on  progress  in 
railway interoperability. To measure the progress the Agency established three main groups of 
indicators:  institutional  (mainly  for  NSAs  and  NoBos  (notified  bodies));  legal  (for  the 
development  of  TSIs  and  the  closure  of  the  open  points);  and  sub-system  related  (EC 
certificates, authorisations for rolling stock and fixed installations, etc.). 

3.2. 

Remaining obstacles to interoperability 

3.2.1.  TSIs coverage and application 

Residual  open  points  in  TSIs  and  the  limited  geographical  scope  of  TSIs  may  hamper  the 
future integration of the European rail system, as they constitute obstacles to interoperability. 
It will be essential, therefore, to close the open points and to extend the scope of TSIs to the 
entire EU rail system within a reasonably short period of time. 

In 2011, the Agency, with the help of external consultants, conducted an ex-post analysis on 
the implementation of the PRM TSI in seven Member States. The evaluation revealed several 
major  decision  points  for  the  application  (or  not)  of  the  PRM  TSI.  In  the  case  of  existing 
infrastructure and rolling stock, a project is classified as a renewal or an upgrade (under the 
Interoperability Directive) depending on whether a change is ‘major’ or not. A broad range of 
interpretations  of  the  term  ‘major’  have  been  observed,  resulting  in  wide  variations  in  the 
application  of  the  PRM  TSI.  This  has  contributed  to  limited  application  of  the  TSI  and  has 
held up progress in achieving a more accessible rail system. 

Since the PRM TSI came into force in July 2008, Article 20 of the Interoperability Directive 
has  often  been  invoked  by  Member  States  in  the  event  of  upgrade  or  renewal  in  order  to 
decide arbitrarily whether a TSI is applied in full or not. Thus, whereas the PRM TSI should 
be  applicable  in  cases  of  renewal  or  upgrade  subject  to  provisions  in  Chapter  7  on 
implementation, and the only possibilities for non-application should be by way of derogation 
(Article 9 of the Directive) or specific case (Section 7.4 of the PRM TSI), this is undermined 
by  the  broader  application  of  Article  20  of  the  interoperability  Directive.  To  remedy  this 
situation,  the  Commission  addresses  this  issue  in  its  fourth  railway  package  proposals  also 
with a better definition of the elements which shall be included in the TSIs regarding the cases 
of upgrade or renewal. 

3.2.2.  Placing in service of railway vehicles 

Directive 2008/57/EC provides for authorisation for the placing in service of railway vehicles 
for each Member State, except when a full cross-acceptance of the first authorisation can be 
established  in  other  Member  States.  Under  this  scheme,  manufacturers  and  railway 
undertakings have suffered from the excessive duration and cost of the authorisation process. 

The work carried out by the Commission departments and the European Railway Agency in 
2010  allowed  all  players  to  come  to  an  agreed  understanding  of  the  provisions  of  this 
Directive  relating  to  the  placing  into  service  of  rail  vehicles.  This  led  to  the  Commission 
Recommendation  of  29  March  2011  on  the  authorisation  for  the  placing  in  service  of 
structural  subsystems  and  vehicles  under  Directive  2008/57/EC  of  the  European  Parliament 
and of the Council. 

However, in the course of that work new issues have emerged, such as difficulties with the 
implementation  of  Common  Safety  Methods  on  risk  assessment  and  the  mapping  of  safety 
hazards in TSIs in order to allow for the systematic use of TSIs rather than national rules. 

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For this reason, in September 2011 the Commission departments set up a Task Force bringing 
together all those concerned in order to analyse the problems encountered by the stakeholders 
during the authorisation process and identify areas for further improvement. The Task Force 
met five times and concluded its work in June 201217. 

The Task Force identified three types of problems: 

• 

• 

• 

EU rail legislation is not always properly applied. 

EU rail legislation is not always correctly understood. 

EU rail legislation can be improved. 

Therefore, in addition to closer monitoring of the implementation of EU rail legislation and 
wider  dissemination  and  training  activities,  a  revision  of  the  EU  process  for  the  placing  in 
service of vehicles is needed. This issue is addressed by the Commission in its fourth package 
proposals. 

3.2.3.  National rules 

Other  obstacles  are  the  lack  of  transparency  of  national  legal  frameworks  for  vehicle 
authorisation and the lack of public availability of national rules. Both these aspects are being 
addressed  by  the  European  Railway  Agency's  current  work  on  the  classification  and  cross-
referencing of national rules. 

Finally, the continuing existence of national rules which are redundant or in conflict with the 
TSIs should also be further addressed, by the Member States in the first instance, and then by 
the  European  Railway  Agency.  In  fact,  until  the  TSIs  are  not  fully  extended  to  the  entire 
Union rail system, a large number of national rules is still being notified by Member States. 
Following the extension of the TSIs to the entire Union's rail system and the closure of open 
points  in  the  TSIs,  Member  States  should  remove  national  rules  which  are  in  conflict  or 
redundant  with  the  TSIs.  The  Commission's  fourth  package  clarifies  this.  Furthermore,  the 
Agency  should  be  given  more  power  vis-à-vis  Member  States  with  a  view  to  removing 
inconsistent/discriminatory/disproportionate national rules. Therefore, the fourth package will 
enable the Agency to adopt opinions addressed to a Member State and stating the reasons why 
a  national  rule  which  is  redundant  or  in  conflict  with  the  TSIs  or  any  other  EU  legislation 
should not entry into force or be applied.  

3.2.4.  Notified bodies 

On 20 November 2012, there were 53 Notified Bodies operating under Directive 2008/57/EC 
in the EU and Norway, distributed according to the following diagram18: 

17 

18 

The final report of the Task Force is available at: 
http://www.era.europa.eu/Document-Register/Pages/Report_TF_Railway_Vehicles_Auth.aspx 
Source: NANDO 
(http://ec.europa.eu/enterprise/newapproach/nando/index.cfm?fuseaction=directive.notifiedbody&sort=
country&dir_id=30) . 

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The  main  barrier  to  EU-wide  competition  between  Notified  Bodies  is  the  applicant’s 
language. In fact, applicants from countries using languages other than the working languages 
of  the  Notified  Body  are  less  likely  to  spend  extra  money  on  translation.  Hence,  genuine 
competition between Notified Bodies is within linguistic regions rather than at EU level. 

From  the  experience  gained  in  recent  years,  showing  inter  alia  a  heterogeneous  level  of 
competences  of  Notified  Bodies,  there  appears  to  be  a  need  to  improve  the  monitoring  and 
coordination of Notified Bodies' activities. The revision of Directive 2008/57/EC will provide 
an  opportunity  to  apply  the  new  legislative  framework  for  the  marketing  of  products,  in 
particular the provisions of Decision 768/2008/EC concerning Notified Bodies. 

4. 

CONCLUSIONS 

The  progress  made  thanks  to  the  EU  regulatory  framework  for  railway  interoperability  will 
encourage  the  further  development  of  the  internal  rail  market,  helping  new  businesses  to 
emerge, cutting entry  costs  and,  ultimately, improving the competitiveness  of rail compared 
with other modes of transport. 

The analyses carried out in this report show the following: 

Secondary legislation on interoperability (TSIs and other legal measures) is now complete as 
far  as  the  trans-European  rail  system  is  concerned.  As  already  foreseen  by  the  current  legal 
framework, the large majority of TSIs are expected to be extended to the whole rail system in 
the  European  Union  by  2015.  Beyond  this  date,  TSIs  will  be  subject  to  regular  revision  to 
keep up with technical progress, market trends and social requirements. 

Future  revisions  of  TSIs  should  also  simplify  the  regulatory  environment,  ensuring  the 
relevance, effectiveness and proportionality of railway legislation. For example, greater use of 
voluntary European standards will be considered. 

Furthermore,  the  extension  of  TSIs  and  the  closure  of  their  open  points  will  enable  the 
Agency  and  Member  States  to  identify  and  repeal  national  rules  which  are  redundant  or 
incompatible  with  the  TSIs.  This  simplification  process,  already  possible  under  the  current 
legislative  framework,  is  enhanced  and  further  clarified  by  the  Commission  in  its  fourth 
package proposals. 

Similarly,  in  the  fourth  package  the  Commission  proposes  clarifications  regarding  the 
application of TSIs when existing subsystems are renewed or upgraded. 

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In  the  same  package,  the  Commission  emphasises  the  importance  of  the  role  and  correct 
functioning  of  Notified  Bodies  by  aligning  the  interoperability  legislation  with  the  new 
legislative framework for the marketing of products. 

Finally,  the  fourth  package  also  addresses  the difficulties  experienced  in  the  current  vehicle 
authorisation process, by introducing the notion of a single vehicle authorisation for placing 
on  the  market  which  will  be  valid  throughout  the  European  Union.  This  will  entail  a 
reinforced  role  for  the  Agency  and  an  increased  focus  by  national  safety  authorities  on 
supervision tasks. 

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Annex I 

TSI 

Document No 

Publication OJ 

Applicable 
since 

TSIs on Structural Subsystems (*): Infrastructure (INF), Energy (ENE), Control-Command 

and Signalling (CCS), Rolling Stock (RST, WAG, NOI) 

HS INF 

Commission Decision 2002/732/EC 

L 245/143 (2002) 

01/12/2002 

HS INF Revision 

Commission Decision 2008/217/EC 

L 77/1 (2008) 

01/07/2008 

HS ENE 

Commission Decision 2002/733/EC 

L 245/280 (2002) 

01/12/2002 

HS ENE Revision 

Commission Decision 2008/284/EC 

L 104/1 (2008) 

01/10/2008 

HS CCS 

Commission Decision 2002/731/EC 

L 245/37 (2002) 

01/12/2002 

HS CCS Corrig.  

- 

L275/3 (2002) 

01/12/2002  

HS CCS Revision 

Commission Decision 2004/447/EC  L 155/67 (2004) 

31/04/2004 

HS CCS Revision 

Commission Decision 2006/860/EC  L 342/1 (2006) 

07/11/2006 

HS CCS Revision 

Commission Decision 2007/153/EC  L 67/13 (2007) 

06/03/2007 

HS CCS Revision 

Commission Decision 2008/386/EC 

L 136/11 (2008) 

01/06/2008 

HS RST 

Commission Decision 2002/735/EC 

L 245/402 (2002) 

01/12/2002 

HS RST Revision 

Commission Decision 2008/232/EC 

L 84/132 (2008) 

01/09/2008 

HS RST Corrig. 

- 

L 104/80 (2008) 

01/09/2008 

CR RST LOC&PAS 

Commission Decision 2011/291/EU 

L 139/1 (2011) 

01/06/2011 

CR CCS 

Commission Decision 2006/679/EC 

L 284/1 (2006) 

28/09/2006 

CR CCS Revision 

Commission Decision 2006/860/EC 

L 342/1 (2006) 

07/11/2006 

CR CCS Revision 

Commission Decision 2007/153/EC 

L 67/13 (2007) 

06/03/2007 

CR CCS Revision 

Commission Decision 2008/386/EC 

L 136/11 (2008) 

01/06/2008 

CR CCS Revision 

Commission Decision 2010/79/EC 

L37/74 (2010) 

01/04/2010 

CR CCS 

CR NOI 

Commission Decision 2009/561/EC 

L 194/60 (2009) 

22/07/2009 

Commission Decision 2006/66/EC 

L 37/1 (2006) 

23/06/2006 

CR NOI Revision 

Commission Decision 2011/229/EU 

L 99/1 (2011) 

05/04/2011 

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TSI 

Document No 

Publication OJ 

Applicable 
since 

CR WAG 

Commission Decision 2006/861/EC 

L 344/1 (2006) 

31/01/2007 

CR WAG Revision 

Commission Decision 2009/107/EC 

L 45/1 (2009) 

01/07/2009 

CR INF 

CR ENE 

HS & CR CCS 
Revision 

HS & CR CCS 
Revision 

Commission Decision 2011/275/EU 

L 126 (2011) 

01/06/2011 

Commission Decision 2011/274/EU 

L 126 (2011) 

01/06/2011 

Commission Decision 2012/88/EU 

L 51 (2012) 

26/07/2012 

Commission Decision 2012/696/EU 

L 311 (2012) 

01/01/2013 

TSIs on Functional Subsystems: Traffic Operation and Management (OPE), Telematics 

Applications for Passenger and Freight Services (TAP, TAF), Maintenance (MAI) 

HS OPE 

Commission Decision 2002/734/EC 

L 245/370 (2002) 

01/12/2002 

HS OPE Revision 

Commission Decision 2008/231/EC 

L 84/1 (2008) 

01/09/2008 

CR&HS OPE 
Revision 

Commission Decision 2010/640/EC 

L280/29 (2010) 

25/10/2010 

CR OPE Revision 

Commission Decision 2011/314/EU 

L 144/1 (2011) 

01/01/2012 

HS MAI 

Commission Decision 2002/730/EC 

L245/1 (2002) 

01/12/2002 

HS MAI Corrig 

- 

L 275/5 (2002) 

01/12/2002 

CR OPE 

Commission Decision 2006/920/EC 

L 359/1 (2006) 

11/02/2007 

CR OPE Revision 

Commission Decision 2008/231/EC 

L 84/1 (2008) 

01/09/2008 

CR OPE Revision 

Commission Decision 2009/107/EC 

L 45/1 (2009) 

01/07/2009 

CR&HS OPE 
Revision 

Commission Decision 2012/757/EU 

L 345/1 (2012)  

01/01/2014 

CR TAF 

Commission Regulation 62/2006/EC  L 13/1 (2006) 

19/01/2006 

CR TAF Revision 

Commission Regulation (EU) 
328/2012 

L 106/14 (2012) 

20/05/2012 

HS&CR TAP 

Commission Regulation (EU) 
454/2011 

L 123/11 (2012) 

13/05/2011 

EN 

12 

   EN 

 
TSI 

Document No 

Publication OJ 

Applicable 
since 

HS&CR TAP 
Revision 

Commission Regulation (EU) 
665/2012 

L 194/1 (2012) 

22/07/2012 

Transversal TSIs: Accessibility for Persons with Reduced Mobility (PRM), Safety in Railway 

Tunnels (SRT), amendments to several TSIs (Omnibus) 

SRT 

PRM 

Commission Decision 2008/163/EC 

L 64/1 (2008) 

01/07/2008 

Commission Decision 2008/164/EC 

L 64/72 (2008) 

01/07/2008 

Omnibus 1 

Commission Decision 2012/462/EU 

L 217/1 (2012) 

24/01/2013 

Omnibus 2 

Commission Decision 2012/463/EU 

L 217/11 (2012) 

24/01/2013 

Omnibus 3 

Commission Decision 2012/464/EU 

L 217/20 (2012) 

24/01/2013 

(*) TSIs on Structural Subsystems (e.g. Wagons, Infrastructure) may also include functional 
requirements (e.g. on maintenance).  

EN 

13 

   EN