Source: https://eur-lex.europa.eu/legal-content/EN/TXT/HTML/?uri=CELEX:32012D0757&qid=1497421112538&from=DE
Timestamp: 2020-01-23 13:56:10
Document Index: 317347942

Matched Legal Cases: ['art.\n1', 'ART 1', 'ART 2', 'ART 3', 'art 4', 'art 4', 'art 1', 'art 12', 'art 13', 'art 5']

L_2012345EN.01000101.xml
Having regard to Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (1), and in particular Article 6(1) thereof,
Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency (Agency Regulation) (2) requires the European Railway Agency (the Agency) to ensure that the technical specifications for interoperability (TSIs) are adapted to technical progress, market trends and social requirements and to propose to the Commission the amendments to the TSIs which it considers necessary.
By Decision C(2010) 2576 of 29 April 2010, the Commission gave the Agency a mandate to develop and review the technical specifications for interoperability with a view to extending their scope to the whole rail system in the Union. Under the terms of that mandate, the Agency was asked to merge and extend the scope of the high-speed TSI and the conventional rail TSI relating to the ‘Traffic Operation and Management’ subsystem. These TSIs were adopted respectively by Commission Decision 2008/231/EC (3), and Commission Decision 2011/314/EU (4).
On 5 September 2011, the Agency issued a recommendation on the merging of the TSI on operation and traffic management for conventional rail and the TSI on operation and traffic management for high-speed rail, the extension of the geographical scope of these TSIs and the transfer of details of the European vehicle number (EVN) to Commission Decision 2007/756/EC (5).
1. The technical specification for interoperability (TSI) relating to the ‘operation and traffic management’ subsystem of the rail system in the Union, as set out in Annex I, is hereby adopted.
2. The TSI set out in Annex I to this Decision shall apply to the operation and traffic management subsystem as described in point 2.5 of Annex II to Directive 2008/57/EC.
Member States shall notify the following types of agreement to the Commission by 30 June 2014 at the latest, provided they have not already been notified under Commission Decision 2006/920/EC (6), Decision 2008/231/EC or Decision 2011/314/EU:
national agreements between the Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and required by the very specific or local nature of the intended transport service;
bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability;
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.
Each Member State, acting in accordance with Chapter 7 of Annex I to this Decision, shall update the national implementation plans for the TSI, established in accordance with Article 4 of Decision 2006/920/EC, Article 4 of Decision 2008/231/EC and Article 5 of Decision 2011/314/EU.
Each Member State shall forward the updated implementation plan to the other Member States and the Commission by 31 December 2014 at the latest.
The following Article is inserted after Article 1:
The Annex is amended in accordance with Annex II to this Decision.
Done at Brussels, 14 November 2012.
(2) OJ L 164, 30.4.2004, p. 1.
(3) OJ L 84, 26.3.2008, p. 1.
(4) OJ L 144, 31.5.2011, p. 1.
(5) OJ L 305, 23.11.2007, p. 30.
(6) OJ L 359, 18.12.2006, p. 1.
TECHNICAL SPECIFICATION FOR INTEROPERABILITY FOR THE ‘OPERATION AND TRAFFIC MANAGEMENT’ SUBSYSTEM
Freight trains in international traffic
Freight trains not crossing a border between Member States
Requirements for lineside signal and marker sighting
Predicted hand over time
Recording of supervision data on-board the train
Interfaces with the infrastructure TSIs
Interfaces with the control-command and signalling TSIs
Interfaces with TSI on locomotives and passenger rolling stock TSI
Interfaces with TSI on freight wagons
Interfaces with TSI on high-speed rolling stock
Interfaces with the Energy TSI
Ability to put this knowledge into practice
Development of the analysis of training needs
Updating the analysis of training needs
Specific elements for train crew and auxiliary staff
Knowledge of rolling stock
Before appointment:
Other rules enabling a coherent operation
Safety related communications methodology
Information to which the Railway Undertaking must have access in connection with the route(s) over which he intends to operate
This Technical Specification for Interoperability (hereinafter referred to as ‘TSI’) concerns the ‘operation and traffic management’ subsystem referred to in the list contained in point 1 of Annex II to Directive 2008/57/EC. Further information on this subsystem is provided in Chapter 2 of this Annex.
Where necessary the TSI distinguishes between requirements for conventional and high-speed rail as defined in Annex I, chapter 2.1 of Directive 2008/57/EC.
The geographical scope of this TSI is the European rail system in accordance with Article 1 of Directive 2008/57/EC excluding the systems and networks referred to in Article 1(3) of Directive 2008/57/EC.
indicates its intended scope for the ‘operation and traffic management’ subsystem — Chapter 2;
lays down essential requirements for the subsystem concerned and its interfaces vis-à-vis other subsystems — Chapter 3;
establishes the functional and technical specifications to be met by the target subsystem and its interfaces vis-à-vis other subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or rolling stock provided for in Annex I to Directive 2008/57/EC — Chapter 4;
determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the European rail system — Chapter 5;
states, in each case under consideration, which procedures are to be used in order to assess the conformity or suitability for use of the interoperability constituents — Chapter 6;
indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed and the elements that can be applied in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI must be the norm — Chapter 7;
indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem concerned, as well as for the implementation of the TSI — Chapter 4.
‘The procedures and related equipment enabling coherent operation of the various structural subsystems, during both normal and degraded operation, including in particular train composition and train driving, traffic planning and management.
Points 4.6 and 4.7 apply to those staff undertaking the safety-critical tasks of accompanying 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.
Point 4.6.2 also applies to train drivers as stipulated by point 8 of Annex VI to Directive 2007/59/EC of the European Parliament and of the Council (1). 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 in the first paragraph of this point.
For those staff undertaking the safety-critical tasks of despatching trains and authorising train movements, mutual recognition of professional qualifications 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 in the first paragraph of this point, point 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 in the first paragraph of this point.
This can be summarised in tables 1 and 2:
Staff involved with the working of trains that will cross-state borders and proceed beyond the frontier location
Accompanying a Train
Staff working trains that do not cross state borders or do so as far as frontier locations
This TSI covers those elements (as set out in Chapter 4) of the ‘operation and traffic management’ subsystem, where principally there are operational interfaces between RU and IM and where there is a particular benefit to interoperability.
RU and IM must ensure that all requirements concerning rules and procedures as well as documentation are met by the establishment of the appropriate processes. The set-up of these processes is a relevant part of RU’s and IM’s safety management system (hereinafter referred to as ‘SMS’) as required by Directive 2004/49/EC of the European Parliament and of the Council (2). The SMS itself is assessed by the relevant national safety authority (hereinafter referred to as ‘NSA’) before granting safety certificate/authorisation.
The design criteria for these elements are described in the structural TSIs covering subsystems such as rolling stock. In the context of this TSI it is their operational function that is considered.
In accordance with Article 4(1) of Directive 2008/57/EC, the European rail system, its subsystems and their interoperability constituents must meet the essential requirements set out in general terms in Annex III to that Directive.
The following table 3 summarises the correspondence between the essential requirements set out in Annex III to Directive 2008/57/EC and the present TSI.
Requirements for Signal and lineside marker sighting
In conformity with Directive 2001/14/EC of the European Parliament and of the Council (3), it is the overall responsibility of the infrastructure manager to provide all the appropriate requirements which must be met by trains permitted to run on its network, taking into account the geographic particularities of individual lines and the functional or technical specifications set out in this Chapter.
specifications relating to staff,
specifications relating to trains,
specifications relating to train operations.
This point deals with staff who contributes to the operation of the subsystem by performing safety-critical tasks involving a direct interface between a railway undertaking and an infrastructure manager.
Railway undertaking staff:
undertaking the task of driving trains (referred to throughout this TSI as ‘driver’) and forming part of the ‘train crew’,
undertaking tasks on-board (other than driving) and forming part of the ‘train crew’,
undertaking the task of preparing trains.
Infrastructure manager’s staff undertaking the task of authorising the movement of trains
In addition, for the staff as defined in point 2.2.1., this TSI sets out requirements on:
Qualifications (see point 4.6 and Appendix L)
Health and safety conditions (see point 4.7)
4.2.1.2.1. Driver’s Rule Book
one which describes the set of common rules and procedures (taking into account the contents of Appendices A, B and C),
another which sets out any necessary rules and procedures specific to each infrastructure manager.
Staff safety and security,
Signalling and control-command,
Train operation including degraded mode,
Traction and rolling stock,
The railway undertaking must present the Driver’s Rule Book in the same format for the entire infrastructure over which their drivers will work.
Appendix 1: Manual of communication procedures;
Appendix 2: Book of Forms.
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 and/or provide explanatory notes in another language.
4.2.1.2.2. Description of the line and the relevant line-side equipment associated with the lines worked over
Drivers must be provided with a description of the lines and the associated line-side equipment for the lines over which they will operate and relevant to the driving task. Such information must be set out in a single document called the ‘Route Book’ (which can either be a traditional document or computer based).
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 railway undertaking is responsible for the complete and correct compilation of the Route book (for example, arranging for any necessary translation and/or providing explanatory notes), using the information supplied by the infrastructure manager(s).
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 with their gradient values and 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 responsible infrastructure manager
means of communication with the traffic management/control centre in normal and degraded mode
4.2.1.2.2.2. Modifications to information contained within the Route Book
4.2.1.2.2.3. Informing the driver in real time
The infrastructure manager must inform drivers of any changes to the line or relevant lineside equipment that have not been advised as modifications to information for the Route Book as set out in point 4.2.1.2.2.2.
4.2.1.2.3. Timetables
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.
4.2.1.2.4. Rolling stock
For staff on-board trains, the structure, format, content and process for preparation and updating of such information must be based on the specification set out in Subsection 4.2.1.2 of this TSI.
documents describing the Communications Principles (Appendix C);
the document entitled Book of forms.
The language used for safety-related communication between train crew, other railway undertaking staff (as defined in Appendix L) and the staff authorising train movements is the operating language (see glossary) used by the infrastructure manager on the route concerned.
In conformity with Directive 2001/14/EC, the infrastructure manager is responsible for publishing the ‘operating’ language used by his personnel in daily operational use.
4.2.2.1.1. General requirement
4.2.2.1.2. Front end
The forward facing front-end of the leading vehicle of a train must be fitted with three lights in an isosceles triangle, as shown below. These lights must always be lit when the train is being driven from that end.
The front lights must optimise train detectability (for example, to track workers and those using public crossings) (marker lights), provide sufficient visibility for the train driver (illumination of the line ahead, lineside information markers/boards, etc.) (head lights) by night and during low light conditions and must 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 are defined in the rolling stock TSI(hereinafter referred to as ‘RST TSI’).
4.2.2.1.3. Rear end
The railway undertaking must provide the required means of indicating the rear of a train. The rear end signal must only be exhibited on the rear of the last vehicle of the train. It must be displayed as shown below.
4.2.2.1.3.1. Passenger trains
The rear end indication of a passenger train must consist of 2 steady red lights at the same height above buffer on the transversal axis.
4.2.2.1.3.2. Freight trains in international traffic
The Member State must notify which of the following requirements will apply on the network of its Member State for trains that cross a border between Member States:
2 steady red lights, or
2 reflective plates of the following shape with white side triangles and red top and bottom triangle:
The lamps or plates must be on the same height above buffer on the transversal axis. Member States that require 2 reflective plates must also accept 2 steady red lights as train rear end indication.
4.2.2.1.3.3. Freight trains not crossing a border between Member States
For freight trains not crossing a border between Member States the train rear end indication is an open point (see Appendix U).
4.2.2.2.1. General requirement
4.2.2.2.2. Control
Each vehicle must have a European Vehicle 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 as specified in Appendix P.
The European Vehicle Number consists of 12 digits; further details are set out in the Decision 2007/756/EC.
4.2.2.4.1. Safety of load
4.2.2.4.2. Safety of passengers
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 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
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 limitations 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.
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 TSI Rolling Stock (Commission Decisions 2006/861/EC (4), 2008/232/EC (5) and 2011/291/EU (6)).
4.2.2.6.2. Braking performance
The infrastructure manager must provide the railway undertaking with the actual performance required. This data shall include, if necessary, conditions of use of braking systems possibly affecting the infrastructure such as magnetic, regenerative and eddy-current brake.
The railway undertaking is responsible for ensuring that the train has sufficient braking performance by providing braking rules for its staff to be followed.
The rules concerning braking performance have to be managed within the infrastructure manager’s and railway undertaking’s safety management system.
Further requirements are specified in Appendix T.
4.2.2.7.1. General requirement
4.2.2.7.2. Data required
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 the transport of dangerous goods.
4.2.2.8. Requirements for lineside signal and marker sighting
The driver must be able to observe lineside signals and markers, and they must be observable by the driver in the situations where the driver needs to respect the signals and markers. The same applies for other types of lineside signs if they are safety related.
Driving cabs must be designed in such a consistent way that the driver is able to easily see the relevant information displayed to him.
A means of onboard monitoring of driver vigilance is necessary. This shall intervene to bring the train to a stand if the driver does not react within a certain time; the time range is specified in the rolling stock TSIs.
In accordance with Directive 2001/14/EC the infrastructure manager must advise what data is required when a train path is requested.
4.2.3.2.1. Format of train running number
The train running number format is defined in the Commission Decision 2012/88/EU of 25 January 2012 on the technical specification for interoperability relating to the control-command and signalling subsystems of the trans-European rail system (7) (hereinafter referred to as ‘CCS TSI’).
4.2.3.3.1. Checks and tests before departure
4.2.3.3.2. Informing the infrastructure manager of the train’s operational status
4.2.3.4.1. General requirements
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 the railway undertaking(s) in such cases.
4.2.3.4.2. Train reporting
4.2.3.4.2.1. Data required for train position reporting
provide a means of real time recording of the times at which trains depart from, arrive at or pass appropriate 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:
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 performance 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
4.2.3.4.3. Dangerous goods
the provisions as specified in Directive 2008/68/EC of the European Parliament and of the Council (8);
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, in conjunction with the infrastructure manager, of lines of communication and planning of specific measures in case of emergency situations involving the goods.
4.2.3.4.4. Operational quality
The infrastructure manager and the railway undertaking must have processes in place to monitor the efficient operation of the all the services concerned.
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 of both the locomotive/traction unit and the person driving.
the date and time of the recording;
the precise geographic location of the event being recorded (distance in kilometres from a recognisable location);
the identity of the driver.
Requirements with regard to storage, periodic evaluation of and access to this data are specified in relevant 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
the failure of line-side equipment associated with the movement of trains (signalling, points etc.);
the detection of an overheating axle bearing, where this equipment is provided;
communication between the train driver and infrastructure manager’s staff authorising train movements.
4.2.3.5.2. Recording of supervision data on-board the train
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.
4.2.3.6.1. Advice to other users
4.2.3.6.2. Advice to train drivers
4.2.3.6.3. Contingency arrangements
rolling stock failures (for example, those which could result in substantial traffic disruption, the procedures 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);
all railway undertakings operating over his infrastructure, or, where appropriate, representative bodies of railway undertakings operating over his infrastructure;
neighbouring infrastructure managers, as appropriate;
local authorities, representative bodies of the emergency services (including fire fighting and rescue) at either local or national level, as appropriate.
fires on train,
evacuation of trains,
accidents in tunnels,
incidents involving dangerous goods,
4.3.1. Interfaces with the infrastructure TSIs
Reference conventional rail infrastructure TSI
Reference high speed rail infrastructure TSI
Track-side train detection systems
Signal and lineside marker sighting
Visibility of track-side control-command and signalling objects
Data recording on-board
4.3.3. Interfaces with the rolling stock TSI
4.3.3.1. Interfaces with TSI on locomotives and passenger rolling stock TSI
Reference conventional rail locom. and pass. TSI
Interface with infrastructure: axle load and wheel load
Reference conventional freight wagon TSI
Compatibility with load carrying capacity of lines
4.3.3.3. Interfaces with TSI on high-speed rolling stock
Reference high speed rolling stock TSI
Minimum braking performance
Brake system requirements
Protection of an immobilised train
Brake performance on steep gradients
Requirements for passenger vehicles
Signal sighting and lineside marker sighting
Windscreen and front of the train
Driver’s vigilance device
End couplers and coupling arrangements to rescue trains
Managing and emergency situation
Axle bearing health monitoring
Rolling stock dynamic behaviour
Appendix B (C1)
Train crew knowledge of rolling stock functionality
Design of train
Monitoring and diagnostic concepts
Ballast pick up
Maximum pressure variations in tunnels
Lifting/rescue procedures
Particular specification for tunnels
Description of the line and relevant lineside equipment associated with the lines worked over
Reference conventional rail energy TSI
Description of the line and the relevant lineside equipment associated with the lines worked over
Management of power supply
Reference high speed rail energy TSI
The rules and procedures enabling coherent operation of new and different structural subsystems intended to be used in the European rail system, and in particular those that are linked directly to the operation of a new control-command and signalling system, must be identical where identical situations exist.
To this end, the operating rules for the European Rail Traffic Management System (ERTMS/ETCS) and for ERTMS/GSM-R radio system are specified in Appendix A.
Other operating rules, which are able to be standardised across the European rail system, will be specified in Appendix B.
In accordance with point 2.2.1 of this TSI, this point deals with professional and linguistic competency and the assessment process required for staff to attain this competency.
4.6.1. Professional competency
Staff of the railway undertaking and the infrastructure manager must have attained appropriate professional competency to undertake all necessary safety-related duties in normal, degraded and emergency situations. Such competency comprises professional knowledge and the ability to put this knowledge into practice.
Minimum elements relevant to professional qualification for individual tasks can be found in Appendices J and L.
4.6.1.1. Professional knowledge
Taking these appendices 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 line-side equipment;
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 line-side 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.
Staff must also possess a general ability to adapt to the different circumstances an individual may encounter.
Railway undertakings and infrastructure managers are required to establish a competence management system to ensure that the individual competency of their staff involved is assessed and maintained. Additionally, training must be provided, as necessary, to ensure that knowledge and skills are kept up to date, especially in relation to weaknesses or deficiencies in system or individual performance.
4.6.2. Linguistic competency
The infrastructure manager and the railway undertaking are required to ensure that their relevant personnel are competent in the use of the communication protocols and principles set out in this TSI.
Where the operating language used by the infrastructure manager differs from that habitually used by the railway undertaking’s personnel, such linguistic and communications training must form a critical part of the railway undertaking’s overall competency 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, must have a sufficient level of knowledge in the operating language of the infrastructure manager.
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 Appendix C to this 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 manager on safety-critical matters, must as a minimum, be able to send and understand information describing the train and its operational status.
Guidance on the appropriate levels of competency is defined in Appendix E. The level of knowledge for drivers must be at least level 3. The level of knowledge for staff accompanying trains must be at least level 2.
4.6.3. Initial and on-going assessment of staff
Railway undertakings and infrastructure managers are required to define the assessment process for their staff.
It is recommended that account be taken of each of the following:
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.
analysis of training needs;
training of the trainers.
basic conditions;
assessment programme, including practical demonstration;
qualification of the trainers;
deliver a certificate of competency.
Competency retention
principles for retention of competency;
methods to be followed;
formalisation of the competency retention process;
principles for on-going training (including language).
4.6.3.2. Analysis of training needs
4.6.3.2.1. Development of the analysis of training needs
The railway undertaking and the infrastructure manager must undertake an analysis of training needs for their relevant staff.
This analysis must set out both scope and complexity and take into account the risks associated with the operation of trains, 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 changing 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 appendices referred to in point 4.6.1. As appropriate, elements of the training for staff must be put in places 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 network being run by an infrastructure manager, some of the elements in the appendices referred to in point 4.6.1 will not be appropriate. The analysis of training needs must document those not deemed appropriate and the reasons why.
4.6.3.2.2. Updating the analysis of training needs
The railway undertaking and the infrastructure manager must define a process for reviewing and updating their individual 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 train crew and auxiliary staff
4.6.3.2.3.1. Infrastructure knowledge
The railway undertaking must ensure that the on board staff has appropriate knowledge for the relevant infrastructure.
The railway undertaking must define the process by which knowledge of on board staff of the routes worked over is acquired and maintained. This process must be:
based upon the route information provided by the infrastructure manager and
in accordance with the process described in point 4.2.1.
4.6.3.2.3.2. Knowledge of rolling stock
The railway undertaking must define the process for the acquisition and retention of traction and rolling stock knowledge by its train crew.
4.6.3.2.3.3. Auxiliary staff
The railway undertaking must make sure that the auxiliary staff (for example, catering and cleaning) not forming part of the ‘train crew’ is, in addition to their basic instruction, trained to respond to the instructions of the fully trained members of the ‘train crew’.
Medical examinations as specified in point 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, the railway undertaking and the infrastructure manager must have in place procedures 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 those substances.
4.7.2. Deleted
4.7.3. Deleted
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
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 clinical examination;
Screening for drugs of abuse.
4.7.4.1.2. Psychological assessment
In determining the content of the psychological assessment the psychologist must, as a minimum, take the following criteria into account relevant to the requirements of each safety function:
Attention and concentration,
Perceptive capability,
Speed of reaction,
Gestured coordination.
Behavioural and personality
Emotional self-control,
Behavioural reliability,
If the psychologist omits any of those elements, the respective decision must be justified and documented.
4.7.4.2. After appointment
4.7.4.2.1. Periodicity of periodic medical examinations
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 must be set by the occupational doctor if the state of health of the member of the staff requires so.
4.7.4.2.2. Minimum content of the periodic medical examination
Examination of sensory functions (vision, hearing, colour perception);
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 must be performed where there is reasonable ground for doubting the medical or psychological fitness 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 medical information indicating that the employee’s fitness for work has not been affected.
4.7.5. Medical requirements
4.7.5.1. General requirements
Sudden loss of consciousness;
Impairment of awareness or concentration;
Sudden incapacity;
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 occupational doctor 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
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 conduction of sound.
whether the vehicle is constructed from materials which can be hazardous in case of accidents or fire (for example, asbestos);
total length of the vehicle, including buffers if existing.
According to Article 2(f) of Directive 2008/57/EC, ‘interoperability constituents’ means ‘any elementary component, group of components, subassembly or complete assembly of equipment incorporated or intended to be incorporated into a subsystem, upon which the interoperability of the rail system depends directly or indirectly. The concept of a ‘constituent’ covers both tangible objects and intangible objects such as software’.
As this TSI does not specify any interoperability constituents, no assessment arrangements are discussed.
In conformity with Articles 10 and 11 of Directive 2004/49/EC, railway undertakings and infrastructure managers must demonstrate compliance with the requirements of this TSI within their safety management system when applying for any new or amended safety certificate or safety authorisation.
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:
for all trains on the line, or not,
only for certain lines,
applicable on all lines,
applicable to all trains running on the network
the relationship with implementation with the other subsystems (control-command and signalling, rolling stock, etc.).
a railway undertaking or infrastructure manager commences operations,
a renewal or upgrade to the existing operational systems of a railway undertaking or infrastructure manager is introduced,
new or upgraded infrastructure, energy, rolling stock or control-command and signalling subsystems, requiring a corresponding set of operating procedures, are put into service.
It is commonly understood that the full implementation of all elements of this TSI cannot be complete until the hardware (infrastructure, control–command, etc.) that is to be operated has been harmonised. The guidelines set out in this Chapter must therefore only be seen as an interim phase supporting migration to the target system.
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 subsystems;
New/upgraded conventional lines (infrastructure/energy),
New or upgraded ETCS signalling installations, GSM-R radio installations, Hot Axle Box Detectors, … (control-command and signalling),
New rolling stock (rolling stock).
the provisions apply either permanently (case ‘P’), or temporarily (case ‘T’).
in temporary cases Member States shall conform with the relevant subsystem either by 2016 (case ‘T1’), or by 2024 (case ‘T2’).
For the implementation of point 4.2.2.1.3.2 of this TSI, trains which are operated solely on the 1 520 mm gauge network of Estonia, Latvia and Lithuania may use another specified train rear end signal.
For the implementation of 4.2.3.2.1 of this TSI, Ireland and United Kingdom are using alphanumeric number in the existing systems. The MS set out the requirements and time schedule for the transition from alphanumeric train running numbers to numeric train running numbers in the target system.
(3) OJ L 75, 15.3.2001, p. 29.
(4) OJ L 344, 8.12.2006, p. 1.
(5) OJ L 84, 26.3.2008, p. 132.
(6) OJ L 139, 26.5.2011, p. 1.
(7) OJ L 51, 23.2.2012, p. 1.
(8) OJ L 260, 30.9.2008, p. 13.
The operating rules for ERTMS/ETCS and ERTMS/GSM-R are specified in the Technical Document ‘ERTMS operational principles and rules — version 2’ published on the ERA website (www.era.europa.eu).
B. STAFF SAFETY AND SECURITY
C. OPERATIONAL INTERFACE WITH SIGNALLING AND COMMAND AND CONTROL EQUIPMENT
C1. Sanding
in the area of points and crossings,
during braking at speeds less than 20 km/h,
when at a standstill.
if there is a risk of SPAD (Signal Passed at Danger), or other serious incident and the application of sand would assist adhesion,
when starting away, or
when required to test the sanding equipment on the traction unit. (Testing shall not be undertaken in areas specifically designated in the Infrastructure Register).
C2. Activation of Hot Axle Box Detectors
D. TRAIN MOVEMENTS
D1. Normal conditions
D2. Degraded conditions
E. ANOMALIES, INCIDENTS AND ACCIDENTS
This Appendix sets out the rules for safety-related ground-to-mobile and mobile-to-ground communications 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 Appendix is to serve as basis:
in order 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 communication 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 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 disadvantage.
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
1.1.1.2. Message receiving procedure
upon receiving a direct message
Term used to have the message repeated in the event of poor reception or misunderstanding
upon reception of a message that has been read-back
1.1.1.3. Communications breaking procedure
if break is temporary and does not break the connection
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:
1.1.1.4. Cancelling a written order
Term used to cancel the written order procedure underway:
cancel procedure …
If the message is then subsequently to be resumed, the procedure shall be repeated from the start.
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
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 …)
When the sender discovers an error whilst the message is being read back to him, the sender shall send the following procedure messages:
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:
1.1.3. Word, number, time, distance, speed and date spelling code
To help 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.
Points A B= points alpha-bravo.
Signal Number KX 835= signal Kilo X-Ray eight three five.
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.
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 instructions, the following rules shall apply:
1.2.1.1. Identification
It is very important that at the beginning of each communication, other than very urgent top priority emergency messages, the persons who are going to communicate identify themselves. Drivers identify themselves by train running number and position. For communication between signaller and driver it is the signaller’s lead responsibility to ensure that the right signaller and driver are in communication. This is especially critical when communication is taking place in areas where communications boundaries overlap.
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:
this is … Signals
by the driver:
… Signals
this is train …
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 of 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.
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 predetermined railway messages in the Book of Forms shall be required to be read back. The read-back shall include the message shown in the grey field on the Forms, the ‘report back’ section and any additional or complementary information.
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.
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:
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,…):
authorisation …
in all other cases (e.g. proceeding with caution,…):
1.2.2.2.7 Reporting Back
Every message comprising a request to ‘report back’ shall be followed by a ‘report’.
1.2.2.3. 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 signal or an ‘end of movement authority’, the requirement to run at reduced speed in a particular area, or to examine the line. There may well be other circumstances that will require the use of such messages.
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 shall 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.
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 language to be used when transmitting the messages shall always be the ‘operating language’ of the Infrastructure 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. These must be collected by the RU and given to the driver.
3. ADDITIONAL MESSAGES
Additional messages are information messages used to inform about 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, either;
by the driver to inform the staff authorising train movements, or
by the staff authorising train movements to advise the driver
To make it easier to describe the situations and construct the information messages, message guidelines, a glossary of railway terminology, a descriptive diagram of the rolling stock being employed and a descriptive statement of the infrastructure equipment (track, traction supply, etc.) may be beneficial.
3.1. Guideline structure for messages
These messages may be structured along the following lines:
Stage in the communication flow
Reason for passing the information
(characteristic point)
at mile post/kilometre point …
in respect to my train
power car …
trailer car …
Location with respect to the tracks
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.
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 shall list the names of the various components that may be the subject of communications with the different Infrastructure Managers concerned and 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.
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 shall 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 communications 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.
In addition, this message is to be quickly complemented, if possible, by the reason, the location of the emergency and the train’s identification:
(other reason)
on line … at …
(name) (km)
Driver of train …
Need to stop a particular train:
Train … (on line/track)
(number) (name/number)
In this circumstance the name or number of the line or track on which the train is running may be used to complement the 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:
on … line/track
(station) (station)
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.
PART 1. GENERIC INFORMATION REGARDING THE INFRASTRUCTURE MANAGER
1.1. Name (s)/Identity of Infrastructure Manager(s)
1.2. Country (or Countries)
1.3. Brief description
1.4. 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)
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
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
3.1.1. 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 qualifications)
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 (Article 22 of Directive 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
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
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
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
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)
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
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:
3.4.31. Class B train protection, control and warning system
3.4.33. Class B radio system
3.4.34. Lineside signalling
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)
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
This Appendix, which must be read in conjunction with points 4.6 and 4.7 is a list of the elements that are deemed to be relevant to the task of accompanying a train on the network.
The expression ‘professional qualification’, 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 qualified person irrespective of any name, job title or grade used in rules or procedures or by the individual company.
Any authorised qualified person must carry out all rules and procedures related to the task being performed.
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 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 train on the running line
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 principles and formalised messaging procedure including use of communication equipment
Passenger vehicle interior equipment
Repairing minor defects within the passenger areas of rolling stock, as required by the Railway Undertaking
Operational arrangements (such as the method of train despatch) at individual locations (signalling, station equipment etc.)
Stations at which passengers may alight or join
Local operating and emergency arrangements specific to the line(s) of route
Checks before departure, including brake tests and correct closure of the doors
Communication with passengers especially in relation to circumstances involving passenger safety
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.
This Appendix, which must be read in conjunction with point 4.6, gives a list of the elements that are deemed to be relevant to the task of preparing a train on the network.
Any authorised qualified person must follow all rules and procedures related to the task being performed.
General conditions relevant to the safety of passengers and/or cargo including the carriage of dangerous goods and exceptional loads
Personal safety when on or in the vicinity of rail lines
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
Purpose and use of wagon and vehicle equipment
Identification of and arranging for technical inspections
Application of train composition rules, train braking rules, train loading rules etc. to ensure the train is in running 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)
The European Vehicle Number is assigned according to the codes as defined in Decision 2007/756/EC, Appendix 6.
The keeper can add, in letters of larger size than the European Vehicle Number, an own number marking (consisting generally of digits 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; however it must always be possible to distinguish easily the European Vehicle Number from the keeper’s own number marking.
Where in the examples
When one or more index letters with a national definition are inscribed on a wagon, this national marking must be shown after the international letter marking and separated from it by a hyphen as follows:
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 European Vehicle number.
‘PPV/PPW’: Vehicle which complies with PPV/PPW or PGW agreement (inside OSJD States). (original: PPV/PPW: ППВ (Правила пользования вагонами в международном сообщении); PGW: Правила Пользования Грузовыми Вагонами).
Vehicles which are not authorised to be placed in service in all Member States in accordance with Article 23(1) of Directive 2008/57/EC need a marking indicating the Member States where the vehicle is authorised to be placed into service. This marking shall be according to one of the following drawings, where D stands for the Member State who has granted the first authorisation (in the given example, Germany) and F stands for the second authorising MS (in the given example, France). The MS are codified in accordance with Decision 2007/756/EC, Appendix 6, part 4.
A. ROLE OF THE INFRASTRUCTURE MANAGER
The IM shall inform the RU about the braking performance required for each route and has to provide information about the route characteristics. The IM has to ensure that the impact of the route characteristics and track-side related margins are included in the required braking performance.
Unless the IM and RU have agreed on another unit to express the braking performance, the required braking performance shall be expressed:
for trains able to run at a maximum speed higher than 200 km/h, in deceleration profile and equivalent response time on level track,;
for train sets or for fixed train compositions, unable to run at a maximum speed higher than 200 km/h, in deceleration (as above in 1) or in brake weight percentage;
The IM shall also deliver the requirements in the alternate unit (brake weight percentage or deceleration), if so requested by the RU;
for other trains (variable compositions of trains unable to run at a maximum speed higher than 200 km/h): in brake weight percentage.
B. ROLE OF THE RAILWAY UNDERTAKING
The RU shall ensure that each train satisfies or exceeds the braking performance required by the IM. Therefore the RU shall calculate the braking performance of a train taking into account the train composition.
The RU must take into account the vehicle or train set braking performance determined when placed in service. Rolling Stock-related margins like reliability and availability of the brakes have to be considered. The RU must also take into account the information about route characteristics which affect the train behaviour when tuning the braking performance for stopping and securing a train.
The braking performance resulting from the checking of the actual train (like train composition, brake availability, brake settings) will be used as an input value for any operational rule to be subsequently applied to the train.
C. BRAKING PERFORMANCE NOT ACHIEVED
The IM has to set up rules to be used if a train does not reach the required braking performance and has to make these rules available to the RUs.
If a train does not reach the braking performance required for the routes the train shall run, the RU has to respect the resulting constraints like speed restriction.
APPENDIX B (SEE POINT 4.4 OF THIS TSI)
POINT 4.2.2.1.3.3
Authorising the movement of trains
As covered by Directive 2008/68/EC
The language or languages used in daily operation 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 the Railway Undertaking.
A point on the trains schedule where reporting of the arrival, departure or passing time is required.
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.
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.
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.
Organisation for Cooperation of Railways
The description of the data field 1. ‘European Vehicle Number’ is replaced by the following:
Footnote (1) is replaced by the following:
not used’.
The description of the data field 2.1 is replaced by the following:
The description of the data field 11 is replaced by the following:
In Chapter 2.1, Links with other registers, the explanation regarding VKMR is replaced by the following:
The following Appendix is added:
In a given country, the 7 digits of technical characteristics and serial number are sufficient to identify uniquely a vehicle inside the groups of hauled passenger vehicles and special vehicles (1).
abbreviation of the country in which the vehicle is registered (details in part 4);
Vehicle Keeper Marking (details in part 1);
abbreviations of the technical characteristics (details in part 12 for the wagons, part 13 for the hauled passenger vehicles).
A Vehicle Keeper Marking (VKM) is an alphabetic code, consisting of 2 to 5 letters (2). A VKM is inscribed on each rail vehicle, near the European Vehicle Number. The VKM identifies the Vehicle Keeper as registered in a National Vehicle Register.
Letters may contain diacritical signs (3). Diacritical signs used by these letters are ignored for checking uniqueness.
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.
that belong to single corporate structure (e.g. holding structure);
that belong to a 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.
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 unit’s digit of this sum is retained;
the complement required to bring the unit’s digit to 10 forms the check-digit; should this units digit be nought, then the check-digit will also be nought.
Alphabetical country code (4)
Wagons conform to TSI WAG (5) including section 7.1.2 and all conditions set out in Appendix C
not to be used (7)
with axles (6)
with bogies (6)
TEN (8) and/or COTIF (9) and/or PPV/PPW
TEN (8) and/or COTIF (9)
Not to be used (10)
(1) 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.
(2) For NMBS/SNCB, the use of an encircled single letter B can be continued.
(3) 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.’
(4) 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.
(5) Commission Regulation [TSI WAG as adopted after the revision].
(6) Fixed or variable gauge.
(7) Except for wagons in category I (temperature-controlled wagons), not to be used for new vehicles authorised placed in service.
(8) Compliance with the applicable TSIs, see appendix P, part 5.
(9) Including vehicles, which according to existing regulations carry the digits defined in the present table. COTIF: vehicle compliant with COTIF regulation in force at the moment of placing in service
(10) Excepted for coaches with fixed gauge (56) and adjustable gauge (66) already in service, not to be used for new vehicles