Source: http://eur-lex.europa.eu/legal-content/EN/TXT/?uri=CELEX:32011D0314
Timestamp: 2017-10-21 17:51:19
Document Index: 649069733

Matched Legal Cases: ['arts 9', 'art.4', 'art 5', 'art 1', 'art 13', 'art 12', 'art 14', 'art 0', 'ART 2', 'art 6', 'art 7', 'ART 5', 'art 6', 'art 4', 'art 6', 'art 4', 'art 4', 'art 4', 'ART 8']

2011/314/EU: Commission Decision of 12 May 2011 concerning the technical specification for interoperability relating to the ‘operation and traffic management’ subsystem of the trans-European conventional rail system (notified under document C(2011) 3099) Text with EEA relevance
concerning the technical specification for interoperability relating to the ‘operation and traffic management’ subsystem of the trans-European conventional rail system
(notified under document C(2011) 3099)
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 (2) requires the European Railway Agency (hereinafter referred to as ‘the Agency’) to ensure that the technical specifications for interoperability (hereinafter referred to as ‘TSIs’) are adapted to technical progress and market trends and to the social requirements and to propose to the Commission the amendments to the TSIs which it considers necessary.
By Decision C(2007) 3371 of 13 July 2007, the Commission gave a framework mandate to the Agency to perform certain activities under Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system (3) and 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 (4). Under the terms of that framework mandate, the Agency was requested to revise the TSI adopted by Commission Decision 2006/920/EC of 11 August 2006 concerning the technical specification of interoperability relating to the subsystem ‘Traffic Operation and Management’ of the trans-European conventional rail system (5).
On 17 July 2009, the Agency issued four recommendations concerning European Rail Traffic Management System (ERTMS) operating rules (ERA/REC/2009-02/INT), the revision of Annex P of the TSIs on operation and traffic management (ERA/REC/2009-03/INT), the revision of Annex T of the TSI on operation and traffic management for conventional rail (ERA/REC/2009-04/INT), and the consistency with Directive 2007/59/EC in respect to train driver competencies (ERA/REC/2009-05/INT), respectively. Those four recommendations led to the draft Commission decision amending Decisions 2006/920/EC and 2008/231/EC concerning TSIs on operation and traffic management, which, on 25 February 2010, received the positive opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC.
The Agency’s recommendation of 7 May 2010 (ERA/REC/03-2010/INT) proposes further amendments to the TSI on operation and traffic management for conventional rail concerning, inter alia, train visibility (rear end), identifications of trains, and consistency with Directive 2004/49/EC of the European Parliament and of the Council of 29 April 2004 on safety on the Community’s railways and amending Council Directive 95/18/EC on the licensing of railway undertakings and Directive 2001/14/EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification (6).
For the sake of clarity and simplicity, it is appropriate to replace Decision 2006/920/EC.
The TSI set out in the Annex should not demand the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European conventional rail system.
Implementation of the TSI set out in the Annex and conformity with the relevant points of that TSI must be determined in accordance with an implementation plan that each Member State is required to update for the lines for which it is responsible.
Rail traffic currently operates under existing national, bilateral, multinational or international agreements. It is important that those agreements do not hinder current and future progress towards interoperability. To this end, it is necessary that the Commission examine those agreements in order to determine whether the TSI set out in the Annex needs to be revised accordingly.
1. The technical specification for interoperability (TSI) relating to the ‘operation and traffic management’ subsystem of the trans-European conventional rail system, as set out in the Annex, is adopted.
2. The TSI set out in the Annex to this Decision shall apply to the operation and traffic management subsystem as described in point 2.4 of Annex II to Directive 2008/57/EC.
1. The Agency shall publish on its website the lists of codes referred in parts 9, 10, 11, 12 and 13 of Appendix Pa.
2. The Agency shall keep the lists of codes referred to in paragraph 1 up to date and inform the Commission of their evolution.
The Commission shall inform the Member States of the evolution of these codes through the Committee established in accordance with Article 29 of Directive 2008/57/EC.
Until 31 December 2013, if a vehicle as defined in Article 2(c) of Directive 2008/57/EC is sold or rented for a continuous period exceeding six months and if all technical characteristics under which the vehicle has been authorised to be placed in service remain unchanged, its European Vehicle Number (hereinafter referred to as ‘EVN’) may be changed through a new registration of the vehicle and withdrawal of the first registration.
If that new registration concerns a Member State which is different from that of the first registration, the registering entity competent for the new registration may require a copy of the documentation related to the former registration.
Such change of EVN is without prejudice to the application of Articles 21 to 26 of Directive 2008/57/EC as far as the authorisation procedures are concerned.
The administrative costs incurred to change the EVN shall be borne by the applicant requesting the change of EVN.
Member States shall notify the following types of agreement to the Commission within six months of the entry into force of the TSI set out in the Annex, provided that they were not already notified under Decision 2006/920/EC:
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 shall update the national implementation plan of the TSI which it established in accordance with Article 4 of Decision 2006/920/EC. The updated implementation plan shall be drawn up in accordance with Chapter 7 of the Annex to this Decision.
Each Member State shall forward the updated implementation plan to the other Member States and the Commission by 31 December 2012 at the latest.
Commission Decision 2006/920/EC is repealed with effect from 1 January 2012.
Appendix P shall apply from 1 January 2012 until 31 December 2013;
Appendix Pa shall apply from 1 January 2014.
(5) OJ L 359, 18.12.2006, p. 1.
(6) OJ L 164, 30.4.2004, p. 44.
TECHNICAL SPECIFICATION FOR INTEROPERABILITY FOR THE ‘OPERATION AND TRAFFIC MANAGEMENT’ SUBSYTEM
Interfaces with the control-command and signalling TSI
Appendix Pa:
This Technical Specification for Interoperability (hereinafter referred to as ‘TSI’) concerns the ‘operation and traffic management’ subsystem shown 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.
The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to Directive 2008/57/EC.
determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system — Chapter 5;
The ‘operation and traffic management’ subsystem is described in point 2.4. of Annex II to Directive 2008/57/EC as:
‘The procedures and related equipment enabling a coherent operation of the different structural subsystems, both during normal and degraded operation, including in particular training and train driving, traffic planning and management.
The professional qualifications which may be required for carrying out cross-border services’.
This TSI applies to the ‘operation and traffic management’ subsystem of infrastructure managers (hereinafter referred to as ‘IM’) and railway undertakings (hereinafter referred to as ‘RU’) related to the operation of trains on the conventional rail TEN lines.
The specifications laid down in the TSI on operation and traffic management may be used as a reference document for the operation of trains even if they are not covered by the scope of this TSI.
Point 4.6.2 also applies to train drivers as stipulated by point 8 of Annex VI to Directive 2007/59/EC. 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.
This can be summarised in the tables below:
This TSI covers those elements (as set out in Chapter 4) of the conventional rail ‘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. The SMS itself is assessed by the relevant national safety authority (hereinafter referred to as ‘NSA’) before granting safety certificate/authorisation.
In accordance with Article 4(1) of Directive 2008/57/EC, the trans-European conventional rail system, its subsystems and their interoperability constituents must meet the essential requirements set out in general terms in Annex III to the Directive.
According to Directive 2008/57/EC, the essential requirements may be generally applicable to the whole trans-European conventional rail system or be specific to each subsystem and its constituents.
The following table summarises the correspondence between the essential requirements set out in Annex III to Directive 2008/57/EC and the present TSI.
In conformity with Directive 2001/14/EC, 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 his network, taking into account the geographic particularities of individual lines and the functional or technical specifications set out in this Chapter.
Qualifications (see point 4.6. and Appendix L)
The Driver's Rule Book must state the requirements for all the routes worked and the rolling stock used on those routes according to the situations of normal operation, degraded operation and in emergency situations which the driver may encounter.
one which describes the set of common rules and procedures valid across the TEN (taking into account the contents of Appendices A, B and C),
The railway undertaking must present the Driver's Rule Book in the same format for the entire infrastructure over which their drivers will work.
Messages and forms must remain in the ‘operating’ language of infrastructure manager(s).
The process for preparing and updating the Driver's Rule Book must include the following steps:
The railway undertaking is responsible for the competent 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).
Further requirements are specified in Appendix P.
The driver must be able to observe signals and lineside markers, and they must be observable by the driver. The same applies for other types of lineside signs if they are safety related.
Therefore, signals, lineside markers, signs and information boards must be designed and positioned in such a consistent way to facilitate this. Issues that must be taken into account include:
that they are suitably sited so that train headlights allow the driver to read the information,
where retro-reflectivity is employed, the reflective properties of the material used are in compliance with appropriate specifications and the signs are fabricated so that train headlights easily allow the driver to read the information.
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 TSI.
The train running number format is defined in the control-command and signalling TSI (hereinafter referred to as ‘CCS TSI’)
The railway undertaking must inform the infrastructure manager of any anomaly affecting the train or its operation having possible repercussions on the train's running prior to departure and during the journey.
the provisions as specified in Directive 2008/68/EC of the European Parliament and of the Council (1)
advice to the driver of the presence and position of dangerous goods on the train
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.
To record information relating to the performance of both the locomotive/traction unit and the person driving.
the precise geographic location of the event being recorded (distance in kilometres from a recognisable location)
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
all railway undertakings operating over his infrastructure, or, where appropriate, representative bodies of railway undertakings operating over his infrastructure,
Additionally, the railway undertaking must have processes to inform passengers about onboard emergency and safety procedures.
Reference conventional rail operation TSI
Reference conventional rail CCS draft TSI
Data recording onboard
Interface with infrastructure: axle load parameter
Reference conventional freight wagon draft TSI
Description of the line and the relevant line side equipment associated with the lines worked over
The rules and procedures enabling coherent operation of new and different structural subsystems intended to be used in the TEN, and in particular those that are linked directly to the operation of a new train control and signalling system, must be identical where identical situations exist.
Other operating rules, which are able to be standardised across the TEN, will be specified in Appendix B.
Staff (including contractors) 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.
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
A. Selection of personnel
evaluation of individual experience and competence
evaluation of individual competence in the use of any required foreign language(s) or the aptitude to learn them
B. Initial professional training
qualification of the trainers.
D. Competency retention
principles for retention of competency
formalisation of the competency retention process.
E. Refresher training
principles for ongoing training (including language)
This analysis must set out both scope and complexity and take into account the risks associated with the operation of trains on the TEN, especially in relation to human capabilities and limitations (human factors) which may come about as a result of:
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.
Perceptive capability
Gestured co-ordination
Impairment of balance or co-ordination;
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.
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
The requirements for the conventional rail infrastructure related data items with regard to the operation and traffic management subsystem, and which must be made available to railway undertakings, are specified in Appendix D. The infrastructure manager is responsible for the correctness of the data.
whether the vehicle is constructed from materials which can be hazardous in case of accidents or fire (for example, asbestos)
length over buffers.
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’.
applicable on all TEN lines,
applicable to all trains running on TEN lines
new or upgraded infrastructure, energy, rolling stock or command control & signalling subsystems, requiring a corresponding set of operating procedures, are put into service.
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 operating rules for ERTMS/ETCS and ERTMS/GSM-R are specified in the technical document ‘ETCS and GSM-R rules and principles — Version 1’ published on the ERA website (http://www.era.europa.eu).
If the train is equipped with a manually activated sanding device, the driver shall always be allowed to apply sand but shall avoid it wherever possible:
when required to test the sanding equipment on the traction unit (testing should normally be undertaken in areas specifically designated in the Infrastructure Register).
define the nature and structure of the safety-related messages,
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 Infrastructure Managers must structure his communications protocol in a formalised way and in line with the following three categories:
urgent (emergency) verbal messages,
written orders,
The voice transmission of safety-related messages shall in principle comprise two phases as follows:
identification and request for instructions,
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.
may be sent or received while running,
may skip the identification part,
shall be repeated,
if the message concerns an action for which the driver requires a specific authorisation (e.g. passing a signal at danger, …):
in all other cases (e.g. proceeding with caution, …):
1.2.2.2.7. Reporting Back
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,
preceded by the identification procedure,
prepared before sending,
Procedural messages are used to send operational instructions associated with appropriate situations represented in the Driver's Rule Book.
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,
The Infrastructure Manager is responsible for drawing-up the Book of Forms and the forms themselves in his ‘operating language’.
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,
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 staff authorising train movements to advise the driver.
at … (station name)
… (characteristic point)
at mile post/kilometre point … (number)
power car … (number)
trailer car … (number)
a listing of terms by subject matter,
In addition, this message is to be quickly complemented, if possible, by the reason, the location of the emergency and the train's identification:
on line … at … (km)
(name) (name/number)
This message is to be quickly complemented, if possible, by the reason, the location of the emergency and the train's identification:
1.1. Name(s)/identity of infrastructure manager(s)
Identification of running lines, loops, sidings and catch/trap points
Connections between running lines
Location and meanings of all fixed signals
2.3. Station/Yard/Depot diagrams (NB: Applies only to locations available to interoperable traffic)
Location identity code
Type of location (passenger terminal, freight terminal, yard, depot)
Identification and plan of tracks, including catch/trap points
Identification of sidings
Length of sidings
Availability of shore electric supply
Distance between the edge of the platform and the centre of the track, parallel to the running surface
(For passenger stations) Availability of access for disabled persons
Line segment identification code: national code
Times of opening for traffic (times, days, special arrangements for holidays)
Type of traffic (mixed, passenger, freight, …)
Maximum permissible speed(s)
Any other information which is necessary for safety reasons
Specific local operational requirements (including any special staff qualifications)
Model of temporary works notice (and way to obtain it)
Indication that Line segment is congested (Article 22 of Directive 2001/14/EC)
EC verification for Infrastructure TSI
Date of putting into service as an interoperable line
List of possible specific cases
List of possible specific derogations
Maximum load per linear metre
Transversal track forces
Longitudinal track forces
For brake systems that do not use wheel-rail adhesion, accepted braking effort
EC verification for Energy TSI
Type of power supply system (e.g. none, overhead, third rail)
Power supply system frequency (e.g. AC, DC)
How to obtain electrical isolation
Permissible contact wire gradient in relation to the track and the variation of the gradient
Type of pantographs approved
Minimum static force
Maximum static force
Lowering of pantographs
Maximum allowable train current
EC verification for CCS TSI
Optional functions installed lineside
Optional functions required on board
Placing-in-service date of this version
Optional functions as specified in FRS
Technical implementation required for rolling stock
National rules for operating Class B systems (and way to obtain them)
Responsible Member State
End of period of validity
Special conditions to switch over between different radio systems
Class B train protection, control and warning system
Lineside signalling
National rules linked to braking performance
Other national rules, e.g. data corresponding with UIC leaflet 512 (eighth edition of 1 January 1979 and two Amendments)
Requirement to be specified according to European Standards
Requirements for technical solutions concerning implemented derogations
EC verification for OPE TSI
Language used for safety-critical communications with infrastructure manager staff
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 TEN.
Control command and signalling system
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 TEN.
PART ‘0’ VEHICLE IDENTIFICATION
This Appendix describes the number and linked marking applied in a visible manner on the vehicle to identify it uniquely in operation. It does not describe other numbers or markings eventually engraved or fixed in a permanent manner on the chassis or the main components of the vehicle during its construction.
The conformity of the number and linked marking with the indications described in this Appendix is not mandatory for:
vehicles that are only used on networks to which this TSI does not apply;
heritage vehicles, in a historical guise;
vehicles that are not normally used or transported on the networks to which this TSI applies.
Nevertheless, these vehicles must receive a temporary number permitting their operation.
Standard number and linked abbreviations
Each railway vehicle receives a number consisting of on 12 figures (called standard number) with the following structure:
Type of vehicle and indication of the interoperability ability
[details in part.4]
0000001 to 8999999
In a given country, the 7 digits of technical characteristics and serial number are sufficient to identify uniquely a vehicle inside each group of wagons, hauled passenger vehicles, tractive rolling stock (1) and special vehicles (2)
markings linked to the interoperability ability (details in part 5);
keeper’s (3) abbreviation (details in part 1);
abbreviation of the technical characteristics (details in part 13 for hauled passenger vehicles, part 12 for wagons, part 14 for special vehicles).
Technical characteristics, codes and abbreviations are managed by one or more bodies (hereafter designed as ‘central body’) to be proposed by ERA (European Railway Agency) as a result of activity No 15 of its work programme 2005.
Allocation of number
The rules for the management of the numbers will be proposed by the ERA as part of the activity No 15 of its work programme 2005.
Definition of the Vehicle Keeper Marking (VKM)
A Vehicle Keeper Marking (VKM) is an alphanumeric code, consisting of 2 to 5 letters (4). A VKM is inscribed on each rail vehicle, near the vehicle number. The VKM denominates the Vehicle Keeper as registered in the Rolling Stock Register.
A VKM is unique in all countries covered by this TSI and all countries that enter into an agreement that involves the application of the system of vehicle numbering and vehicle keeper marking as described in this TSI.
Format of the Vehicle Keeper Marking
The VKM is representation of the full name or abbreviation of the vehicle keeper, if possible in a recognisable manner. All 26 letters of the Latina alphabet may be used. The letters in the VKM are written in capitals. Letters that do not stand for first letters of words in the keeper's name may be written in lower case. For checking uniqueness, the written name will be ignored.
Letters may contain diacritical signs (5). Diacritical signs used by these letters are ignored for checking uniqueness.
Exemptions for using a Vehicle Keeper Marking
Member States may decide to apply the following exemptions.
A VKM is not required for the vehicles whose numbering system does not follow the present Appendix (cf. part 0, point 2). Nevertheless, adequate information about the identity of the vehicle keeper has to be provided to the organisations involved in their operation over networks to which this TSI applies.
When the full name and address information is inscribed on the vehicle, a VKM is not required for:
vehicles of keepers with such a limited vehicle fleet that this does not warrant the use of a VKM;
specialised vehicles for infrastructure maintenance.
A VKM is not required for locomotives, multiple units and passenger vehicles used in national traffic only, when:
they carry their keeper's logo and that logo contains the same and well recognisable letters as the VKM;
they carry a well recognisable logo that has been accepted by the competent national authority as an adequate equivalent for the VKM.
When a company logo is applied in addition to besides the application of a VKM, only the VKM is valid and the logo is disregarded.
Provisions about allocation of Vehicle Keeper Markings
that belong to single corporate structure that has appointed and mandated one organisation within this structure to handle all issues on behalf of all others;
Register of Vehicle Keeper Markings and procedure for allocation
An application for a VKM is filed with the applicant's competent national authority and forwarded to the central body. A VKM can be used only after publication by the central body.
The holder of a VKM must inform the competent national authority when he ends the use of a VKM, and the competent national authority will forward the information to the central body. A VKM will then be revoked once the keeper has proved that the marking has been changed on all vehicles concerned. It will not be reissued for 10 years, unless it is reissued to the original holder or at his request to another holder.
A VKM can be transferred to another holder, which is the legal successor to the original holder. A VKM stays valid when the holder changes his name to a name that does not bear resemblance to the VKM.
The first list of VKM will be drafted using existing railway company abbreviations.
The VKM will be applied to all new build wagons after entry into force of the relevant TSIs. Existing wagons will have to be brought in compliance with the VKM marking by 31 December 2013. In case of inconsistency between the VKM marked on the vehicle and the data registered in the NVR, the NVR registration supersedes.
PART 2 — INSCRIPTION OF THE NUMBER AND LINKED ALPHABETICAL MARKING ON THE BODYWORK
General arrangements for external markings
(In this case without VKM, full name and address information is inscribed on the vehicle)
When one or more index letters of national significance are inscribed on a wagon, this national marking must be shown after the international letter marking and separated from it by a hyphen.
Coaches and hauled passenger stock
In case of coaches with driver’s cabin, the number is also written inside the cabin.
Locomotives, power cars and special vehicles
The standard 12-digit number must be marked on each sidewall of the tractive stock used in international service in the following manner:
The standard 12-digit number is also written inside each cabin of the tractive rolling stock.
The keeper can add, in letters of larger bigger size than the standard 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.
These rules may be altered in bilateral agreements for vehicles existing when the TSI comes into force and assigned to a specific service and where if there is no risk of confusion between different stocks operating on the rail networks concerned. The exemption is valid for a period decided upon by the competent national authorities.
The national authority can prescribe that the alphabetic country code and the VKM be recorded additional to the 12 digit vehicle number.
the units digit of this sum is retained;
the complement required to bring the units digit to 10 forms the check-digit; should this units digit be nought, then the check-digit will also be nought.
The check-digit number will therefore be 8 and the basic number thus becomes the registration number 33 84 4796 100-8.
The check-digit number will therefore be 0 and the basic number thus becomes the registration number 31 51 3320 198-0.
Information relating to third countries is given for information purposes only
Alphabetical country code (6)
Companies concerned by the square brackets in part 6 and part 7 (7)
PART 5 — ALPHABETICAL MARKING OF THE INTEROPERABILITY CAPABILITY
‘PPV/PPW’: Vehicle which complies with PPV/PPW or PGW agreement (inside OSJD States)
Vehicles marked TEN correspond to coding 0 to 3 of the first digit in the vehicle number specified in part 6
Vehicles which are not authorised for operation in all Member States need a marking indicating the Member States where they have been authorised. The list of authorising MS should be marked according to one of the following drawings, where D stands for the MS 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 part 4. This may cover vehicles which are TSI compliant or which are not. These vehicles correspond to coding 4 or 8 of the first digit in the vehicle number specified in part 6.
TSI (10) and/or COTIF (11) and/or PPW
TSI and/or COTIF wagons (11)
[of which keeper is a railway undertaking listed in part 4]
Not to be used pending further decision
PPW wagons
Wagons used by industry
Others TSI and/or/or COTIF wagons (11)
Non TSI and non COTIF (11) and non PPW
with axles (12)
Others wagons
Wagons with special numbering for technical characteristics
with bogies (12)
International traffic by special agreement
Warning: The conditions between square brackets are transitional and will be deleted with the evolutions of RIC (see general remarks, point 3).
TSI (13) and/or RIC/COTIF (14) and/or PPW
TSI (13) and/or RIC/COTIF (14)
[of which keeper is a RIC railways undertaking listed in part 4]
Fixed-gauge non air-conditioned vehicles (including car-carrying wagons)
Gauge-adjustable (1435/1520) non air-conditioned vehicles
Gauge-adjustable (1435/1672) non air-conditioned vehicles
Vehicles with special numbering for technical characteristics
Service vehicles not run in revenue-earning service
Gauge-adjustable (1435/1672) air-conditioned vehicles
Gauge-adjustable vehicles
[of which keeper is a RIVC railways undertaking listed part 4]
PART 8 — TYPES OF TRACTIVE STOCK (DIGITS 1-2)
The second digit is defined by each Member State. It can for example fit with the self-checking digit if this digit is also calculated with the serial number.
This part indicates in tables the numerical marking in 4 figures associated to the main technical characteristics of the wagon.
This part is distributed on a separate medium (electronic file).
CODES FOR THE TECHNICAL CHARACTERISTICS OF HAULED PASSENGER STOCK (DIGITS 5-6)
Vehicles with 1st class seats
10 side-corridor compartments or equivalent open-saloon space with centre aisle
≥ 11 side-corridor compartments or equivalent open-saloon space with centre aisle
Two or three axles
Vehicles with 2nd class seats
11 side-corridor compartments or equivalent open-saloon space with centre aisle
≥ 12 side-corridor compartments or equivalent open-saloon space with centre aisle
Vehicles with 1st or 1st/2nd class seats
1st or 1st/2nd class couchette cars
10 1st/2nd class compartments
≤ 9 1st/2nd class compartments
2nd class couchette cars
≥ 12 compartments
Vehicles of special design and vans
Driving trailer with seats, all classes, with or without luggage compartment, with driving cab for reversible working
Vehicles with 1st or 1st/2nd class seats with luggage or mail compartment
Vehicles with 2nd class seats with luggage or mail compartment
Vehicles with seats, all classes with specially-fitted areas, e.g. children’s play area
Luggage vans with mail compartment
Luggage vans and two or three-axle 2nd class vehicles with seats, with luggage or mail compartment
Side-corridor luggage vans, with or without compartment under customs seal
Note: Fractions of a compartment are not considered. The equivalent accommodation in open saloon cars with centre aisle is obtained by dividing the number of available seats by 6, 8 or 10 depending on the construction of the vehicle.
≥ 7 side-corridor compartments or equivalent open-saloon space with centre aisle
8 side-corridor compartments or equivalent open-saloon space with centre aisle
9 side-corridor compartments or equivalent open-saloon space with centre aisle
Only for OSJD, double-deck coaches
≥ 8 side-corridor compartments or equivalent open-saloon space with centre aisle
≤ 9 1st class compartments
≤ 9 compartments
> 12 compartments
Coaches with seats and couchette cars, all classes, with bar or buffet area
Double-deck driving coach with seats, all classes, with or without luggage compartment, with driving cab for reversible working
Dining cars or coaches with bar or buffet area, with luggage compartment
Other special coaches (conference, disco, bar, cinema, video, ambulance coaches)
Two or three-axle luggage vans with mail compartment
Two or three-axle car-carrying wagons
CODES FOR THE GENERAL CHARACTERISTICS OF HAULED PASSENGER STOCK (DIGITS 7-8)
All tensions (17)
Other tensions than 1 000 V, 1 500 V, 3 000 V
All tensions (17) + Steam (15)
1 000 V~ + Steam (15)
1 500 V~ + 1 500 V = + Steam (15)
3 000 V = + Steam (15)
3 000 V~ + 3 000 V = + Steam (15)
3 000 V~ + 3 000 V =1 500 V~ + Steam (15)
1 500 V~ + Steam (15)
121 to 140 km/h
All tensions
All tensions + Steam (15)
1 000 V~ (17) (15) + Steam (15)
1 500 V~ (15) + 3 000 V = (15) All tensions (16)
3 000 V~+ 3 000 V =
All tensions (17) (16)
Single phase alternating current 1 000 V 51 to 15 Hz, single phase alternating current 1 500 V 50 Hz, direct current 1 500 V, direct current 3 000 V. Can include single phase alternating current 3 000 V 50 Hz.
Autonomous heating, without train bus electricity supply line.
Vehicles with train bus electricity supply line for all voltages, but requiring a generator van to supply air-conditioning.
Steam heating only. If tensions are written, the code is also available for vehicles without steam heating.
CODES FOR THE TECHNICAL CHARACTERISTICS OF SPECIAL VEHICLES (DIGIT 6 TO 8)
Authorised speed for special vehicles (digit 6)
Self-propelled travelling speed
Can be put into a train
V < 100 km/h and/or restrictions (18)
Cannot be put into a train
Self-propelled rail/road vehicle than can be put into a train (19)
Self-propelled rail/road vehicle than cannot be put into a train (19)
Non self-propelled rail/road vehicle (19)
TYPE AND SUB-TYPE OF SPECIAL VEHICLE (DIGITS 7-8)
Track laying and renewal train
Switches and crossing laying equipment
Track rehabilitation train
Earthworks machine
Rail-mounted crane (excl. re-railing)
High capacity plain track tamping machine
Other plain track tamping machines
Tamping machine with stabilisation
Tamping machine for switches and crossings
Stabilisation machine
Grinding and welding machine
Rolling and unrolling machine
Mast installation machine
Drum carrier machine
Overhead line tensioning machine
Machine with elevating work platform and machine with scaffold
Greasing train
Overhead line inspection car
Deck laying machine
Tunnel inspection platform
Gas purification machine
Machine with elevating work platform or with scaffold
Tunnel lighting machine
Loading, unloading and various transport
Rail loading/unloading and transport machine
Loading/unloading and transport machine for ballast, gravel, etc.
Sleeper loading/unloading and transport machine
Loading/unloading and transport machine for switchgear, etc.
Loading/unloading and transport machine for other materials
Earthworks recording car
Overhead line recording car
Gauge recording car
Signalling recording car
Telecommunications recording car
Emergency haulage car
Emergency tunnel train
Sanitary vehicle
Traction, transport, energy, etc.
Transport car (excl. 59)
Track car / powered car
Self-propelled snow plough
Hauled snow plough
Weed-killing machine
Rail cleaning machine
Category 1 rail/road machine
Category 2 rail/road machine
Category 3 rail/road machine
Category 4 rail/road machine
DEFINITION OF THE CATEGORY AND INDEX LETTERS
In the attached tables:
the information given in meters refers to the inside length of the wagons (lu);
the information given in tonnes (tu) corresponds to the highest load limit shown in the loading table for the wagon in question, this limit being determined in accordance with the procedures laid down.
2. Index letters with an international value common to all categories
pipe for electric heating which can be supplied by all accepted currents
pipe and installation for electric heating which can be supplied by all accepted currents
wagons authorised to run under ‘s’ conditions (see Annex B of Rolling Stock TSI)
wagons authorised to run under ‘ss’ conditions (see Annex B of Rolling Stock TSI)
3. Index letters with a national value
The value of these letters is defined by each Member State.
CATEGORY LETTER: E — OPEN HIGH-SIDED WAGON
Reference wagon
of ordinary type,
with side and end tipping, with flat floor
with 2 axles: lu ≥ 7,70 m; 25 t ≤ tu ≤ 30 t
with 4 axles: lu ≥ 12 m; 50 t ≤ tu ≤ 60 t
with 6 axles or more: lu ≥ 12 m; 60 t ≤ tu ≤ 75 t
with 4 axles
with 6 axles or more
with floor traps (20)
with 2 axles: tu < 20 t
with 4 axles: tu < 40 t
with 6 axles or more: tu < 50 t
with 2 axles: 20 t ≤ tu < 25 t
with 4 axles: 40 t ≤ tu < 50 t
with 6 axles or more: 50 t ≤ tu < 60 t
without side tipping
without floor traps (21)
with 2 axles: lu < 7,70 m
with 4 axles or more: lu < 12 m
with 4 axles or more: lu >12 m (21)
with 2 axles: tu > 30 t
with 4 axles: tu > 60 t
with 6 axles or more: tu > 75 t
without end tipping
with station for brakeman (21)
CATEGORY LETTER: F — OPEN HIGH-SIDED WAGON
Of special type
with 2 axles: 25 t ≤ tu ≤ 30 t
with 3 axles: 25 t ≤ tu ≤ 40 t
with 4 axles: 50 t ≤ tu ≤ 60 t
with 6 axles or more: 60 t ≤ tu ≤ 75 t
high capacity with axles (volume > 45 m3)
with controlled gravity unloading, on both sides, alternately, at the top (22)
with controlled gravity unloading, on both sides, alternately, at the bottom (22)
suitable for traffic with Great Britain
suitable for traffic with Great Britain (by tunnel exclusively)
suitable for traffic with Great Britain (by train-ferry exclusively)
with 2 or 3 axles: tu < 20 t
with 2 or 3 axles: 20 t ≤ tu < 25 t
with 4 axles: 40 t ≤ tu < 50t
with bulk gravity unloading, on both sides, simultaneously, at the top (22)
with bulk gravity unloading, on both sides, simultaneously, at the bottom (22)
with 3 axles or more: tu > 40 t
with axial bulk gravity unloading, at the top (22)
with axial bulk gravity unloading, at the bottom (22)
with axial controlled gravity unloading, at the top (22)
with axial controlled gravity unloading, at the bottom (22)
with station for brakeman (23)
The method of unloading these wagons is defined by a combination of the following characteristics:
Arrangement of the unloading apertures:
Apertures situated above the centre of the track
Apertures on either side of the track, outside the rails
(For these wagons, unloading is:
simultaneous, if complete emptying of the wagon requires the apertures to be open on both sides,
alternate, if complete emptying of the wagon can take place by opening the apertures on one side only)
The lower edge of the discharge through (without taking into account mobile devices which may extend this through) is situated at least 0,700 m above the rail, and allows for the use of a conveyor belt to take away the goods
The position of the lower edge of the discharge through does not allow for the use of a conveyor belt to take away the goods
Rate of unloading:
Once the apertures are open for unloading, they cannot be closed again until the wagon is empty
At any time during unloading, the flow of the goods can be regulated or even stopped
CATEGORY LETTER: G — COVERED WAGON
Of ordinary type
with at least 8 ventilation apertures
with 2 axles: 9 m ≤ lu < 12 m; 25 t ≤ tu ≤ 30 t
with 4 axles: 15 m ≤ lu < 18 m; 50 t ≤ tu ≤ 60 t
with 6 axles or more: 15 m ≤ lu < 18 m; 60 t ≤ tu ≤ 75 t
with 2 axles: lu ≥ 12 m and payload capacity ≥ 70 m3
with 4 axles or more: lu ≥ 18 m
with 4 axles: lu > 18 m (24)
for fruits and vegetables (25)
with 4 axles: tu < 40t
with less than 8 ventilation apertures
with enlarged doors apertures (24)
with 2 axles: lu < 9 m
with 4 axles or more: lu < 15 m
with 2 axles: lu < 12 m and payload capacity ≥ 70 m3
with station for brakeman (24)
CATEGORY LETTER: H — COVERED WAGON
with 2 axles: 9 m ≤ lu ≤ 12 m; 25 t ≤ tu ≤ 28 t
with 2 axles: 12 m ≤ lu ≤ 14 m and payload capacity ≥ 70 m3 (26)
with 4 axles or more: 18 m ≤ lu < 22 m
with 2 axles: lu ≥ 14m
with 4 axles or more: lu ≥ 22 m
with end doors
with end doors and fitted internally for the transport of motor cars
with floor traps
with tipping body (27)
with 2 floors
with 3 floors or more
suitable for traffic with Great Britain (26)
suitable for traffic with Great Britain (by train-ferry exclusively) (26)
for cement (27)
for fruits and vegetables (28)
for mineral fertilizer (27)
with opening or shunt walls
with very robust opening or shunt walls (29)
with movable partitions (30)
with lockable movable partitions (27)
with 4 axles or more: lu > 18 m (27)
with 2 axles: tu > 28 t
with 4 axles: tu < 60 t
with 2 axles: lu 12 m < 14 m et volume utile ≥ 70 m3
with station for brakeman (27)
CATEGORY LETTER: I — TEMPERATURE-CONTROLLED WAGON
with class IN thermal insulation,
with motor-driven ventilation, with gratings and ice bunker ≥ 3,5 m3
with 2 axles: 19 m2 ≤ floor area < 22 m2; 15 t ≤ tu ≤ 25 t
with 4 axles: floor area ≥ 39 m2; 30 t ≤ tu ≤ 40 t
with 2 axles and large floor area: 22 m2 ≤ floor area ≤ 27 m2
with 2 axles and very large floor area: floor area > 27 m2
with meat hooks
with electric ventilation
with mechanical refrigeration (31) (32)
refrigerator with liquefied gas (31)
with class IR thermal insulation
mechanically refrigerated by the machinery of an accompanying technical wagon (31) (32) (33)
accompanying technical wagon (31) (33)
with 2 axles: tu > 15 t
with 4 axles: tu < 30 t
insulated without ice bunkers (31) (34)
with 2 axles: floor area < 19 m2
with 4 axles: floor area < 39 m2
with 4 axles: floor area ≥ 39 m2 (35)
with 2 axles: tu > 25 t
with 4 axles; tu > 40 t
with ice bunkers of capacity less than 3,5 m3 (34)
without gratings
Note: The floor area of covered refrigerator wagons is always determined taking into account the use of ice bunkers.
CATEGORY LETTER: K — 2-AXLE FLAT WAGON
with drop sides and short stanchions
with long stanchions