Commission Implementing Regulation (EU) 2019/773 of 16 May 2019 on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EUText with EEA relevance.

7.2.2.4.

Permanent specific case (P) Finland

For the implementation of point 4.2.2.1.3.2 and the implementation of common operational rule 5 of Appendix B, Finland is not using any rear end signal device for freight trains. The means to indicate the train rear end signal for freight trains as stated in point 4.2.2.1.3.2 are also accepted in Finland.

Annex

Appendix A

ERTMS operational principles and rules

The operational rules for ERTMS/ETCS and ERTMS/GSM-R are specified in the Document ERTMS operational principles and rules — version 5 issued on 9.4.2019

Published on the ERA website (www.era.europa.eu).

.

Annex

Appendix B

Common operational principles and rules

B1.

Fundamental operational principles

1. The method of authorising a train movement shall maintain a safe interval between trains.

1. A train shall only operate over a portion of line if the train composition is compatible with the infrastructure.

1. Before a train begins or continues its journey, it shall be ensured that passengers, staff and goods are carried safely.

1. Before a train is allowed to start or continue its movement, it shall have an authority to move and all necessary information to define the conditions of that authority.

1. A train shall be prevented from proceeding onto a portion of line if it is known or suspected that it would not be safe for the train to pass until measures have been taken to allow the train to continue safely.

1. A train shall not continue to operate after it has been found to be unsafe in any respect, until measures have been taken to allow the train to continue safely.

B2.

Common operational rules

In case of degraded operation, the contingency arrangements set out in point 4.2.3.6.3 shall also be considered.

1. SANDING

If the train is equipped with manually activated sanding equipment, the driver shall always be allowed to apply sand but shall avoid it wherever possible:

in the area of points and crossings,

during braking at speeds less than 20 km/h,

when at standstill.

The exceptions to this are:

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,

when required to test the sanding equipment on the traction unit.

1. DEPARTURE OF THE TRAIN

At the initial station or after a scheduled stop the driver is allowed to depart when the following conditions are fulfilled:

after the driver has received an authorisation for train movement;

after train service conditions are fulfilled;

when it is time to depart, except when allowed to start before the scheduled time.

1. NO AUTHORISATION FOR TRAIN MOVEMENT AT THE EXPECTED TIME

If the driver has not received an authorisation for train movement at the expected time, and has no information as to the reason, the driver shall inform the signaller.

1. COMPLETE FAILURE OF FRONT END LIGHTS

If the driver is not able to display any front end light:

4.1.

During good visibility

The driver shall inform the signaller about the failure. The train shall proceed at the maximum permitted speed to the nearest location where the front end light may be repaired/replaced or the affected vehicle replaced. When proceeding, the driver shall use the train audible warning device as necessary or as instructed by the signaller.

4.2.

During darkness or poor visibility

The driver shall inform the signaller about the failure. As long as a portable front end light displaying a white light is fitted on the front of the train, the train shall proceed at the maximum allowable speed for that failure to the nearest location where the front end light may be repaired/replaced or the affected vehicle replaced.

If a portable front end light is not available, the train shall not proceed, unless formal instructions are given by the signaller to continue to the nearest suitable location to where the line may be cleared.

When proceeding, the driver shall use the train audible warning device as necessary or as instructed by the signaller.

1. COMPLETE FAILURE OF A REAR END SIGNAL

(1) If the signaller becomes aware of the complete failure of the train rear end signal, the signaller shall make arrangements to stop the train in an appropriate location and inform the driver.

(2) The driver shall then check the completeness of the train and if necessary repair/replace the train rear end signal.

(3) The driver shall report to the signaller that the train is ready to proceed. Otherwise, if the repair is not possible, the train may not proceed, unless special arrangements are made between signaller and driver.

1. FAILURE OF THE AUDIBLE WARNING DEVICE OF A TRAIN

If the audible warning device fails, the driver shall inform the signaller about the failure. The train shall not exceed the permitted speed in the event of the failure of an audible warning device, and shall proceed to the nearest location where the audible warning device may be repaired or the affected vehicle replaced. The driver shall be prepared to stop before passing over any level crossing where the audible warning device is required to be sounded and then proceed over the level crossing only when it is safe to do so. If a multi-tone audible warning device is defective but at least one tone is functioning, the train may proceed normally.

1. FAILURE OF LEVEL CROSSING

7.1.

Stopping trains passing over a defective level crossing

When a technical failure affecting safety of running trains over a level crossing has been detected and as long as the safe operation has not been restored, the normal passing of trains over the level crossing shall be prevented.

7.2.

Passing trains over the defective level crossing (if authorised)

(1) Where the nature of the failure permits train movements to continue, the driver of each train shall be authorised to continue and to pass over the level crossing.

(2) After being instructed to pass over the level crossing with a failure, the driver shall pass the level crossing as instructed. If the level crossing becomes obstructed the driver shall take all possible measures necessary to stop.

(3) When approaching the level crossing, the driver shall use the audible warning device when necessary or when formal instructions have been given by the signaller. If the level crossing is clear, the driver shall proceed and accelerate the train as soon as the front of the train has passed clear the level crossing.

1. FAILURE OF VOICE RADIO COMMUNICATION

8.1.

Failure of train radio detected during train preparation

In case of on board radio failure a train shall not be permitted to start a service on lines where a radio is required.

8.2.

Failure of voice radio communication when the train has entered service

All failure types

If the driver becomes aware that the primary voice radio communication is failed, the driver shall inform the signaller as soon as practicable using any available means.

The driver shall then apply the instructions by the signaller concerning the further movement of the train.

On-board Failure

A train with a failed voice radio communication may:

continue its service if another means of communication is provided between the train driver and the signaller; or

proceed to the nearest location where the radio may be repaired or the affected vehicle replaced if another means of voice communication is not provided between the driver and the signaller.

1. RUNNING ON SIGHT

When a driver has to run on sight, the driver shall:

Proceed with caution, controlling the speed having regard to the visibility of the line ahead, so that it is possible within the free visible part to stop short of any vehicle, stop aspect or obstacle on the infrastructure; and

Not exceed the maximum speed for running on sight.

This does not apply to unexpected obstacle entering the track zone within the stopping distance.

1. ASSISTANCE TO A FAILED TRAIN

(1) If a train is stopped by failure, the driver shall immediately inform the signaller about the failure and the circumstances of the failure.

(2) When an assisting train is needed, the driver and signaller shall agree at least all of the following:

the type of assisting train needed

if a specific direction is required (front or rear)

the location of the failed train.

After the driver has asked for assistance, the train shall not be moved even if the defect is rectified until:

the assisting train has arrived, or

the driver and signaller have agreed alternative arrangements.

(3) The signaller shall not allow the assisting train to enter the section occupied by the failed train unless confirmation has been received that the failed train shall not be moved.

When the assisting train is ready to enter the section occupied by the failed train, the signaller shall inform the driver of the assisting train at least the following:

the location of the failed train

the location where the failed train is to be taken to

(4) The driver of the combined train shall make sure that:

the assisting train is coupled to the failed train, and

the brake performance of the train is checked, the automatic brake, if compatible, is connected and a brake test has been carried out.

(5) When the combined train is ready to continue, the driver in control shall contact the signaller and inform the signaller of any restrictions and move the train in accordance with any instructions given by the signaller.

1. AUTHORISATION TO PASS A SIGNAL SHOWING A STOP ASPECT/INDICATION

The driver of the train concerned shall have authorisation to pass a signal showing stop aspect/indication.

When giving authorisation, the signaller shall give the driver any instructions concerning the movement.

The driver shall apply the instructions and shall not exceed any speed restriction, where one is imposed, until reaching the location where the normal operation may be resumed.

1. ANOMALIES IN LINESIDE SIGNALLING

If any of the following anomalies are observed:

no signal aspect is shown where there should be one;

an irregular aspect is shown at the signal;

an irregular signal aspect sequence is received on the approach to the signal;

the aspect of the signal is not clearly visible.

The driver shall act according to the most restrictive aspect that could be presented by the signal.

In all cases the driver shall report to the signaller the abnormal signalling aspect when observed.

1. EMERGENCY CALL

When receiving an emergency call the driver shall assume that there is a dangerous situation and perform all actions necessary in order to avoid or reduce the effect of this situation.

In addition, the driver shall:

immediately reduce the speed of the train to the appropriate speed for running on sight; and

run on sight unless otherwise instructed by the signaller; and

obey the instructions given by the signaller.

Drivers that have been ordered to stop shall not restart without authorisation from the signaller. Other drivers shall continue running on sight until the signaller informs them that running on sight is no longer necessary.

1. IMMEDIATE ACTIONS TO PREVENT DANGER TO TRAINS

(1) Any railway undertaking/infrastructure manager staff who become aware of a danger to trains shall take immediate action to stop any trains which may be affected and take any other action as necessary to avoid harm or loss.

(2) Any driver made aware of a danger to their train shall stop and alert the signaller immediately to the danger.

1. FAILURE OF ON-BOARD EQUIPMENT

The railway undertaking shall determine the cases in which a failure of an on-board equipment affects the running of the train.

The railway undertaking shall give the necessary information to the driver and/or train crew of what action to take in the case of on-board failures that affect the running of the train.

If the driver becomes aware of a failure of any on-board equipment that affects the running of the train, the driver shall:

Inform the signaller of the situation and the restrictions on the train should the train be allowed to continue its mission,

The driver shall not commence or recommence the mission until permission to do so has been granted by the signaller,

If the signaller gives permission for the train to start or continue its mission then the driver shall proceed in accordance with the restrictions placed upon the train,

If the signaller does not give permission for the train to commence or recommence its mission then the driver shall follow the instructions given by the signaller.

1. END OF AUTHORITY PASSED WITHOUT PERMISSION

If the driver becomes aware that the train has passed an end of authority without permission, the driver shall stop the train immediately.

If the train is stopped by ATP/TPS, the driver shall take action to support the emergency brake.

The driver shall inform the signaller.

If the signaller becomes aware that a train has passed an end of authority without permission, then the signaller shall take any necessary action to stop the train immediately.

The driver and signaller shall take any necessary action to protect all movements.

When the train is able to continue, the driver shall inform the signaller. The signaller shall set or check the route for the train to continue its journey and issue all necessary instructions

1. FAILURE OF TRACKSIDE EQUIPMENT INCLUDING CATENARY

The infrastructure manager shall determine whether the failure of trackside equipment (including catenary) affects the safe and/or effective operation of trains.

The infrastructure manager shall provide the necessary instructions to the driver of what action to take in the case of such a failure as referenced in this Regulation in point 4.2.1.2.2.3.

If the driver becomes aware of a failure of any trackside equipment (including catenary) that affects the safe and/or effective operation of trains, the driver shall inform the signaller of the situation as soon as possible and follow the instructions given by the signaller.

Annex

Appendix C

Safety related communications methodology

C1.

Oral communication

1. Scope and Purpose

This Appendix sets out the rules for safety-related communications, between train crew, mainly the train driver, and signaller, in particular to define its structure, methodology and content. Safety related communication has priority over all other communication.

1. Safety related communications

2.1.

Communication structure

The transmission of safety-related messages shall be short and clear and, as far as possible, without abbreviation. In order to ensure a message is understood and the necessary action may be undertaken, whoever is giving the message shall cover at least the following points:

indicate their exact location.

state the function they are carrying out and information on the action that is needed.

Drivers shall identify themselves by the train running number and the location.

Signallers shall identify themselves by the control area or the location of the signal box.

2.2.

Communication methodology

Whoever is giving the message shall:

check that the message is received and repeated back as required. As emergency messages are intended to give urgent operational instructions that are directly linked with the safety of the railway, the repetition of these messages may be omitted.

if necessary, correct a mistake that has been made in the message.

if necessary, let the person know how they may be contacted.

For communication between signallers and drivers it is the signallers' responsibility to ensure that they are talking to the driver within their control area. This is critical when communication is taking place in areas where communications boundaries overlap. This principle shall apply even after an interruption during transmission.

2.3.

Communication content

The following messages shall be used for identification by the different parties:

by the signaller:

Train … [running number]

this is … [control area/location of the signal box]

by the driver:

this is train … [running number] at … [location]

Terminology shall be used in the communication procedure by all the parties:

SituationTerminologyTerm transferring the opportunity to speak to the opposite partyOverTerm confirming that the sent message has been receivedReceivedTerm used to have the message repeated in the event of poor reception or misunderstandingSay againTerm used to ascertain whether a read-back message exactly matches the sent messageCorrectTerm used to indicate that a read-back message does not match the sent messageError (+ I say again)Term used to keep the other party waiting when there is a temporary break in the communication and the connection is not brokenWaitTerm used to tell the other party that the communication might be broken but should be resumed later onI call againTerm used to indicate that the message has endedOut

Standard terminology shall be used in the communication procedure by all the parties without translation:

SituationStandard terminologyTerm used to indicate that there is an emergency situationMayday, mayday, mayday

This term shall not be translated and does not have to be used in case emergency call functionality is available on the train (e.g. GSM-R).

1. Communication rules

In order that safety related communication is correctly understood, whatever the communication mean is used, the following rules shall be used:

3.1.

International Phonetic Alphabet

The International Phonetic Alphabet shall be used:

to identify letters of the alphabet;

to spell words and location names that are difficult to say, or may be misunderstood;

when quoting the identity of signals or points.

A

Alpha

B

Bravo

C

Charlie

D

Delta

E

Echo

F

Foxtrot

G

Golf

H

Hotel

I

India

J

Juliet

K

Kilo

L

Lima

M

Mike

N

November

O

Oscar

P

Papa

Q

Quebec

R

Romeo

S

Sierra

T

Tango

U

Uniform

V

Victor

W

Whisky

X

X-ray

Y

Yankee

Z

Zulu

3.2.

Numbers

The Numbers shall be spoken digit by digit:

0 = Zero

1 = One

2 = Two

3 = Three

4 = Four

5 = Five

6 = Six

7 = Seven

8 = Eight

9 = Nine

C2.

Operational instructions

1. Introduction

Railway undertakings and infrastructure managers shall use European instructions in the communication procedure in the following cases:

(1) Permission to pass an End of Authority — signal showing a stop aspect/stop indication;

(2) Permission to proceed after a trip (ETCS);

(3) Obligation to remain at standstill, obligation to carry out end of mission (ETCS);

(4) Revocation of an operational instruction;

(5) Obligation to run under restrictions;

(6) Obligation to run on sight;

(7) Permission to start in Staff Responsible (ETCS) after preparing a movement;

(8) Permission to pass a defective level crossing;

(9) Obligation to run with power supply restrictions;

(10-20)

RESERVED

The numbers 1 to 20 are reserved for European instructions, numbers 1-5 and 7 are mandatory for ETCS. If an operational instruction related to class B system requires more information than the European instructions, the national instruction may be used instead. In such case, the infrastructure manager may define these requirements in its national instructions. If numbered, the national instructions defined by the individual infrastructure managers shall start from 21 onwards. The national instructions shall contain at least the same content of that for a European instruction.

1. Content

An operational instruction shall state the following as a minimum:

from where it was issued (location of signaller),

at what date it was issued (not for verbal instruction),

to which train/shunting movement it refers,

clear, precise, unambiguous instructions,

unique identification provided by the signaller.

In addition, depending on the circumstances, an operational instruction might also state:

at what time it was issued,

where that train/shunting movement is located, at which location it applies,

ID of train driver;

ID of issuer;

verification (signature or electronic confirmation) that the instruction has been received.

Any operational instruction that has been issued to be written down may only be revoked by a European instruction no4 explicitly referring to the unique identification of the instruction to be revoked.

1. Delivery of the operational instruction

A European instruction includes information delivered electronically, verbally, physically on paper or as verbal instructions to be written down by the train driver or by other safe methods of communication with the same level of information.

In principle when it is necessary for an operational instruction to be written down by the train driver, the train shall be at standstill. The railway undertaking and the concerned infrastructure manager may jointly undertake a risk assessment which could, as a result, define the conditions under which it is safe to deviate from this principle.

An operational instruction shall be delivered as close as practicable to the affected area.

An operational instruction takes precedence over the related indications provided by trackside signals and/or the DMI. When a permitted speed or a release speed lower than the maximum speed prescribed in the operational instruction is applicable, the lowest speed shall be applied.

An operational instruction shall only be issued by the signaller when the train running number has been identified and, if necessary, the location of the train/shunting movement. Before applying the operational instruction, the train driver shall check that this operational instruction refers to her/his train/shunting movement and her/his current or identified location.

1. Awareness of the operational instruction

The railway undertaking has to define a procedure to ensure that the train driver is aware of an operational instruction until the train has reached the location where it has to be processed.

When the operational instruction does not need to be performed immediately after its delivery, it shall be possible for the train driver to retrieve the operational instruction.

1. Monitoring of processed operational instruction

As part of the compliance with Regulation (EU) 2018/762 and Directive (EU) 2016/798, the infrastructure manager and railway undertaking shall monitor the processes of delivery and use of the operational instructions.

1. European instructions

Each field of information contained in a European instruction shall be given its own identifier.

While the content and the identifiers shall be used, the format itself is indicative.

If a specific field is not to be used in a Member State or on the network of an infrastructure manager, there is no obligation to display this field in the European instruction and no field shall be added.

1. Communication of an operational instruction

Terminology shall be used in the communication procedure by all the parties:

SituationTerminologyCancelling an operational instructionCancel procedureIf the message is then subsequently to be resumed, the procedure shall be repeated from the startError during transmissionWhen a transmission error is discovered by the sender, the sender shall request cancellation

Error (+ prepare new form)

Or

Error (+ I say again)

Error during read backError (+ I say again)Misunderstanding: if one of the parties does not fully understand a message, the message shall be repeatedSay again (+ speak slowly)

1. Book of Forms

The infrastructure manager is responsible for drawing up the Book of Forms and the forms themselves in its operating language.

All the forms to be used shall be assembled in a document or a computer medium called the Book of Forms.

This Book of Forms shall be used by both the driver and the staff authorising the movement of trains. The Book used by the driver and the Book used by the staff authorising the movement of trains shall be structured and numbered in the same way.

The Book of Forms shall comprise two parts.

The first part contains at least the following items:

an index of operational instruction Forms;

a list of situations to which each form applies;

the table containing the international phonetic alphabet.

The second part contains the forms themselves. These shall be collected by the railway undertaking and given to the driver.

1. Glossary of Railway Terminology

The railway undertaking shall produce a glossary of railway terminology for each network over which its 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 the railway undertaking operates on.

Annex

Appendix D

Route compatibility and Route Book

D1

Parameters for the vehicle and train compatibility over the route intended for operation

Note:

1. Following the requirements of 4.2.2.5.1, the railway undertaking may cover route compatibility checks of certain parameters during earlier stages.

1. All parameters must be checked at vehicle level: this is indicated by a X in the column Vehicle level. Some parameters needs to be checked when the train composition changes, as defined in the section 4.2.2.5; those parameters are indicated with a X under the column Train level.

1. With a view to avoid duplication of testing, in relation to parameters Traffic loads and load carrying capacity of infrastructure and Train detection systems, the infrastructure managers shall provide through RINF the list of vehicle types or vehicles compatible with the route for which they have already verified route compatibility, where such information is available.

General operation: A unit is designed for general operation when the unit is intended to be coupled with other unit(s) in a train formation which is not defined at design stage

Commission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the infrastructure subsystem of the rail system in the European Union (OJ L 356, 12.12.2014, p. 1).

Commission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the energy subsystem of the rail system in the Union (OJ L 356, 12.12.2014, p. 179).

Route compatibility check interfaceVehicle information (either from ERATV, the technical file, or any other appropriate means of information)Route information available in Register of Infrastructure (RINF) or provided by Infrastructure manager until RINF is completeVehicle levelTrain levelProcedure to check the vehicle and train compatibility over the route intended for operationTraffic loads and load carrying capacity of infrastructure

Static axle loads and design and operational masses in the following load cases:

design mass as defined in Regulation (EU) No 1302/2014

in working order;

under normal payload;

under exceptional payload;

Where relevant operational mass in accordance with EN 15663: 2017- A1 2018:

in working order;

under normal payload.

Maximum design speed;

Vehicle length;

The position of the axles along the unit (axle spacing).

Static compatibility check for Wagons:

Permissible payload for different line categories according to WAG TSI.

1.1.1.1.2.4

Load capability

1.1.1.1.2.4.1

National classification for load capability

1.1.1.1.2.4.2

Compliance of structures with the High Speed Load Model (HSLM)

1.1.1.1.2.4.3

Railway location of structures requiring specific checks

1.1.1.1.2.4.4

Document(s) with the procedure(s) for static and dynamic route compatibility checks

xx

The static compatibility checks for vehicles and, when necessary in accordance with the information provided by the infrastructure manager, the dynamic compatibility checks for trains shall be performed according to the procedure(s) or relevant information provided by the infrastructure manager through RINF under the parameter 1.1.1.1.2.4.4.

For freight wagons:

The static compatibility check is performed according to the following sections of EN 15528:2015: 4 to 7, Annex A, Annex D or, for the United Kingdom of Great Britain and Northern Ireland networks, relevant national rules in accordance with 4.2.7.4 (4) of Commission Regulation (EU) No 1299/2014.

Gauging

Vehicle gauge:

Reference profiles for which the vehicle was authorised;

other gauges assessed.

1.1.1.1.3.1.1

gauging

1.2.1.0.3.4

gauging

1.1.1.1.3.1.2

Railway location of particular points requiring specific checks

1.1.1.1.3.1.3

Document with the transversal section of the particular points requiring specific checks

1.2.1.0.3.5

Railway location of particular points requiring specific checks

1.2.1.0.3.6

Document with the transversal section of the particular points requiring specific checks

XX

Comparison of the declared reference profiles between Vehicle/Train and the intended route.

For the specific cases referred to in TSI 1302/2014 section 7.3.2.2 and TSI 1299/2014 sections 7.7.17.2 and 7.7.17.9 a specific procedure for route compatibility check can be applied. For such purpose, the Infrastructure Manager shall make available the relevant information.

The infrastructure manager shall identify particular points which deviate from the declared reference profile in RINF parameters: 1.1.1.1.3.1.1 and 1.2.1.0.3.4. For these cases, RINF shall be updated accordingly (parameters: 1.1.1.1.3.1.2, 1.1.1.1.3.1.3).

Note:

Additional discussion between Infrastructure Manager and Railway Undertaking might be needed for checking these specific points.

Vertical radius

Minimum vertical:

convex curve radius capability

concave curve radius capability

1.2.2.0.3.3

Minimum radius of vertical curve (Concern siding)

XComparison of the declared minimum radius of vertical curve between vehicle and the intended route.Train detection systemsType of train detection systems for which the vehicle has been designed and assessed

1.1.1.3.7.1.1

Type of train detection system

1.1.1.3.7.1.2

Type of track circuits or axle counters to which specific checks are needed.

1.1.1.3.7.1.3

Document with the procedure(s) related to the type of train detection systems declared in 1.1.1.3.7.1.2

Specific to the French network:

1.1.1.3.7.1.4

Section with train detection limitation

X

Comparison of the declared type of train detection system(s) between Vehicle and the intended route.

Note:

At vehicle authorisation, based on TSIs and national rules, the technical compatibility between the Vehicle and all train detection system(s) of the network(s) in the area of use is verified.

In duly-justified cases (e.g. problems of non-detection of the vehicle occurring during operation), tests and/or checks could be done after vehicle authorisation, involving Railway Undertaking and Infrastructure Manager.

Hot axle box detectionAxle bearing condition monitoring (hot axles box detection)

1.1.1.1.7.4

Existence of trackside Hot axle box detection

Specific to the French, Italian and Swedish networks:

1.1.1.1.7.5

Trackside Hot axle box detection TSI compliant: (Y/N), If No:

1.1.1.1.7.6

Identification of trackside hot axle box detection;

1.1.1.1.7.7

Generation of trackside hot axle box detection;

1.1.1.1.7.8

Railway location of trackside hot axle box detection;

1.1.1.1.7.9

Direction of measurement of trackside hot axle box detection

X

For existing non-TSI compliant vehicle:

Comparison of the declared compliance to track side HABD between vehicle and the intended route, when the network(s) of the area of use is composed of more than one type of track side HABD. If the network(s) of the area of use is composed by only one type of trackside hot axle box detector, no route compatibility check is needed.

Note:

For TSI compliant vehicle: Compatibility with tracksides for network(s) of an area of use is verified at authorisation phase. Any specificity of the network has to be covered by a specific case.

Running characteristics

Combination(s) of maximum speed and maximum cant deficiency to which the vehicle was authorised (operational envelope that the vehicle has been assessed for);

Rail inclination.

1.1.1.1.4.2

Cant deficiency

1.1.1.1.2.5

Maximum permitted speed

1.1.1.1.4.3

Rail inclination

X

Comparison of the combination of maximum speed, maximum cant deficiency and rail inclination(s), to which the Vehicle is assessed, with the cant deficiency, speed and rail inclination(s) declared in RINF or information provided by Infrastructure Manager.

In case vehicle characteristics don't match infrastructure characteristics and the compatibility between the vehicle and the route might be compromised, the Infrastructure Manager shall provide the exact combination of speed and cant deficiency for the specific points in which the compatibility might be compromised within one month, free of charge and in an electronic format.

Note:

The output of the check should be taken into account by the Railway Undertaking for the route book preparation. Operational conditions might be imposed as a result of this check (e.g. speed restriction for a section of line).

WheelsetWheel set gauge

1.1.1.1.4.1

Nominal track gauge

1.2.1.0.4.1

Nominal track gauge

XComparison of the wheelset gauge with track gauge of the intended route.WheelsetMinimum in-service wheel diameter

1.1.1.1.5.2

Minimum wheel diameter for fixed obtuse crossings

XComparison of the minimum wheel diameter between Vehicle and the intended route.WheelsetType of changeover facilities to which the vehicle is designed for

1.2.0.0.0.5

Geographical location of Operational Point

1.2.0.0.0.4.1

Type(s) of track gauge changeover facility (ies)

XComparison of the type(s) of changeover facilities to which the vehicle is designed for with the type(s) of track gauge changeover facilities of the intended route.Minimum curveMinimum horizontal curve radius capability

1.1.1.1.3.7

Minimum radius of horizontal curve

1.2.2.0.3.2

Minimum radius of horizontal curve

XXComparison of the minimum horizontal curve radius between vehicle and the intended route.Braking

Emergency braking and maximum service brake: Stopping distance, Maximum deceleration, for the load condition design mass under normal payload at the design maximum speed.

For general operation, in addition to the above data: brake weight percentage (lambda)

1.1.1.3.11.1

Maximum braking distance requested

1.1.1.1.3.6

Gradient profile

1.1.1.1.2.5

Maximum permitted speed

1.1.1.1.6.1

Maximum train deceleration

1.1.1.3.11.2

Availability by the infrastructure manager of additional information mentioned in the section 4.2.2.6.2.(2) is available or not (Y/N)

If yes:

1.1.1.3.11.3

Reference to the document(s) to be indicated in RINF.

XX

For pre-defined formation (as referred in section 2.2.1 of TSI 1302/2014):

Comparison of the declared stopping distance and maximum train deceleration between Rolling Stock and the intended route for each load condition per design maximum speed.

For general operation:

No specific suggested procedure, to be covered by Railway Undertaking safety management system.

Braking

Thermal capacity:

Reference case of TSI;

if no reference case is indicated, thermal capacity expressed in terms of:

Speed;

Gradient;

Distance;

Time (if distance is not indicated)

1.1.1.1.3.6

Gradient profile

1.1.1.1.2.5

Maximum permitted speed

X

Comparison of the vehicle reference case with the intended route characteristics.

Note:

RINF or information provided by Infrastructure Manager, indicates location of change in km, gradient length can be calculated by extracting data.

BrakingMaximum gradient on which the unit is kept stationary by the parking brake alone (if the vehicle is fitted with it)

1.1.1.1.3.6

Gradient profile

1.2.2.0.3.1

Gradient for stabling tracks

XX

Comparison of the declared maximum gradient profile between vehicle and the intended route.

Note:

The output of the comparison should be taken into account by the Safety Management System of the Railway Undertaking (e.g. use of additional means)

Magnetic track brakePossibility of preventing the use of the magnetic brake (only if fitted with magnetic brake)

1.1.1.1.6.3

Use of magnetic brakes

1.1.1.1.6.5

Document with the conditions of use of magnetic track brake.

X

Verification if the use of magnetic track brake is allowed in the intended route.

Notes:

Where magnetic brake is allowed, the infrastructure manager shall provide the conditions of its use.

The output of the check should be taken into account by the Safety Management System of the Railway Undertaking (e.g. preventing the use of magnetic track brake in the section of line).

Eddy current track brakePossibility of preventing the use of the eddy current brake (only if fitted with eddy current brake)

1.1.1.1.6.2

Use of eddy current brakes

1.1.1.1.6.4

Document with the conditions of use of eddy current brake.

X

Verification if the use of Eddy current track brake is allowed in the intended route.

Notes:

Where Eddy current track brake is allowed, the infrastructure manager shall provide the conditions of its use.

The output of the check should be taken into account by the Safety Management System of the Railway Undertaking (e.g. preventing the use of eddy current track brake in the section of line).

Weather conditionsTemperature range

1.1.1.1.2.6

Temperature range

X

Comparison of the declared temperature range between vehicle and the intended route.

Note:

The Safety Management System of the Railway Undertaking shall consider any possible restrictions when the compared temperature range diverge.

Weather conditionsSnow, ice and hail condition

1.1.1.1.2.8

Existence of severe climatic conditions

X

Comparison of the declared vehicle Snow, ice and hail condition (e.g. S1) with and the Existence of severe climatic conditions in the intended route.

Note:

The Safety Management System of the Railway Undertaking shall consider any possible restrictions. Discussion between Railway Undertaking and Infrastructure Manager to identify the possible restrictions.

Voltages and frequencies

Energy supply system:

Nominal voltage and frequency;

Type of contact line system

For existing not TSI compliant vehicle and intended to operate in the specific lines mentioned in TSI ENE 1301/2014 section 7.4.2.2.1: Umax2.

1.1.1.2.2.1.1

Type of contact line system

1.1.1.2.2.1.2

Energy supply system (Voltage and frequency)

1.1.1.2.2.1.2.1

Energy supply system TSI compliant

Specific cases defined in TSI ENE 1301/2014 section 7.4.2.2.1:

1.1.1.2.2.1.3

Umax2 for lines referred to in sections 7.4.2.2.1 and 7.4.2.11.1 of Commission Regulation (EU) No 1301/2014.

XComparison of the declared voltage between vehicle and the intended route of the traction supply system (nominal voltage and frequency) and type of contact line system.Regenerative brakePossibility of preventing the use of the regenerative brake (only if fitted with regenerative brake)

1.1.1.2.2.4

Permission for regenerative braking

X

Verification if the use of the regenerative brake is allowed in the intended route or under specific conditions.

Note:

The output of the check should be taken into account by the Safety Management System of the Railway Undertaking (e.g. preventing the use of the regenerative brake in the section of line).

Current limitationElectric units equipped with power or current limitation function.

1.1.1.2.5.1

Current or power limitation on board

X

Verification if the intended route require that the vehicle is equipped with a current or power limitation.

Note:

TSI-compliant Rolling Stock with a maximum power higher than 2MW are equipped with current or power limitation.

PantographMaximum current at standstill per pantograph for each DC systems the vehicle is equipped for

1.1.1.2.2.3

Maximum current at standstill per pantograph

1.2.2.0.6.1

Maximum current at standstill per pantograph

XComparison of the declared maximum current at standstill per pantograph for each DC systems, between vehicle and the intended route.PantographHeight of interaction of pantograph with contact wires (over top of rail) for each energy supply system the vehicle is equipped for

1.1.1.2.2.5

Maximum contact wire height

1.1.1.2.2.6

Minimum contact wire height

XComparison of the height of interaction of pantograph with contact wires, for each energy supply system, between the vehicle and the intended route.PantographPantograph head for each energy supply system the vehicle is equipped for

1.1.1.2.3.1

Accepted TSI compliant pantograph heads

1.1.1.2.3.2

Accepted other pantograph heads

XComparison of the pantograph head geometry (including insulated or nor not insulated horns for 1950 mm), for each energy supply system, between the vehicle and the intended route.PantographMaterial of pantograph contact strip the vehicle may be equipped with for each energy supply system the vehicle is equipped for

1.1.1.2.3.4

Permitted contact strip material

XComparison of material of pantograph contact strip, for each energy supply system, between the vehicle and the intended route.PantographMean contact force curve

1.1.1.2.5.2

Contact force permitted

X

Comparison of mean contact force between the vehicle and the intended route:

For TSI-Compliant vehicle intended to operate in Non-TSI conform line(s): comparison of mean contact force between the vehicle and the intended route, for each voltage.

For existing non TSI-compliant vehicle: comparison of the mean contact between vehicle and the intended route, for each voltage.

Note:

A TSI-compliant vehicle is authorised with a mean contact force within limits values defined in EN 50367:2012 Table 6.

Pantograph

Number of pantographs in contact with the overhead contact line (OCL) (for each energy supply system the vehicle is equipped for);

Shortest distance between two pantographs in contact with the OCL (for each energy supply system the vehicle is equipped for; for single and, if applicable, multiple operation) (only if number of raised pantographs is more than 1);

Type of OCL used for the test of current collection performance (for each energy supply system the vehicle is equipped for) (only if number of raised pantographs is more than 1).

1.1.1.2.3.3

Requirements for number of raised pantographs and spacing between them, at the given speed

XX

For pre-defined formation (as referred in section 2.2.1 of TSI 1302/2014):

For each energy supply system:

Comparison of number of vehicle pantographs in contact with the OCL and the intended route;

Comparison of the vehicle shortest distance between two pantographs in contact with the OCL and the intended route.

For general operation:

Covered by Railway Undertaking safety management system, considering the conditions imposed by the Infrastructure Manager, as in RINF or information provided by Infrastructure Manager.

Note:

The output of the comparison, concerning a minimum distance between two raised pantographs, might result in operational constraint on the vehicle to be considered by the safety management system of the Railway Undertaking (e.g. a two pantographs raised Electrical Multiple Units is forced to lower one pantograph).

PantographAutomatic dropping device (ADD) fitted (for each energy supply system the vehicle is equipped for)

1.1.1.2.5.3

Automatic dropping device required

XVerification if the intended route(s) require that the vehicle is equipped with an automatic dropping device.Specific to the French network: Phase separationDistance between cab and pantograph for reverse or multiple unit

1.1.1.2.4.3

Distance between signboard and phase separation ending

x

Verification if the positioning of signboards identifying the place where driver is allowed to raise pantographs or close circuit breakers again on the intended route(s) is compatible with the distance between cab and pantograph for reverse or multiple unit.

Where there is incompatibility, the signboard is to be moved and be settled far enough to ensure drivers do not raise pantographs too early.

TunnelFire safety category

1.1.1.1.8.10

Fire category of rolling stock required

1.1.1.1.8.11

National fire category of rolling stock required

1.2.1.0.5.7

Fire category of rolling stock required

1.2.1.0.5.8

National fire category of rolling stock required

1.2.2.0.5.7

Fire category of rolling stock required

1.2.2.0.5.8

National fire category of rolling stock required

XComparison between fire safety category of vehicle and intended route.train lengthTrain length

1.2.2.0.2.1

Usable length of siding

1.2.1.0.6.4

Usable length of platform

XX

For fixed and pre-defined formation (as referred in section 2.2.1 of TSI 1302/2014):

Comparison of unit(s) length (single or multiple operation) with the siding and platform length(s) of the intended route.

For general operation:

Verification of the composed train length with the siding and platform length(s) of the intended route.

Note:

The output of the check should be taken into account by the Railway Undertaking in its Safety Management System. Operational conditions might be imposed as a result of this check.

Platform height and access and egressPlatform heights for which the vehicle is designed

1.2.1.0.6.5

Height of platform

X

Comparison of platform heights between the vehicle and the intended route.

Note:

The output of the check should be taken into account by the Railway Undertaking in its Safety Management System. Operational conditions might be imposed as a result of this check.

ETCSETCS System Compatibility

1.1.1.3.2.9

ETCS System Compatibility

XComparison ETCS System Compatibility value in RINF is included in the vehicle authorisation.ETCSTrain Integrity

1.1.1.3.2.8

Train integrity confirmation from on-board necessary for line access

XXComparison that vehicle/train is able to confirm the train integrity if required by trackside.GSM-RRadio System Compatibility Voice

1.1.1.3.3.9

Radio System Compatibility Voice

XComparison Radio System Compatibility voice value in RINF is included in the vehicle authorisation.GSM-RRadio System Compatibility Data

1.1.1.3.3.10

Radio System Compatibility data

XComparison Radio System Compatibility data value in RINF is included in the vehicle authorisation.GSM-RSIM Card GSM-R Home Network

1.1.1.3.3.5

GSM-R networks covered by a roaming agreement

XComparison that the SIM Card GSM-R Home Network is in the list of GSM-R networks with roaming agreement for all sections in the route. This has to be performed for all SIM Cards in the vehicle (Voice and Data).GSM-RSim card support of group ID 555

1.1.1.3.3.4

Use of Group 555

XCheck that the Group ID 555 is used trackside. If this is not configured on-board, alternative operational procedures should be prior established with the Infrastructure Manager.Class BClass B train protection legacy system

1.1.1.3.5.3

Train protection legacy systems

XComparison of name and version of the Class B train protection legacy system.Class BClass B radio legacy system

1.1.1.3.6.1

Radio legacy system

XComparison of name and version of the Class B radio legacy system.

D2

Elements the infrastructure manager has to provide to the railway undertaking for the Route Book

NumberRoute Book1Generic information regarding the infrastructure manager1.1infrastructure manager's Name2Maps and Diagrams2.1Map: schematic overview including2.1.1Line sections2.1.2Principal locations (stations, yards, junctions, freight terminals)2.2Line diagram2.2.1Indication of running lines, loops catch/trap points and access to sidings2.2.2Principal locations (stations, yards, junctions, freight terminals) and their position relative to the line2.2.3Location, type and name of all fixed signals relevant for trains2.3Station/Yard/Depot diagrams2.3.1Name of location2.3.2Type of location passenger terminal, freight terminal, yard, depot2.3.3Location, type and identification of fixed signals that protect danger points2.3.4Identification and plan of tracks, including switches2.3.5Identification of platforms2.3.6Length of platforms2.3.7Height of platforms2.3.8Curvature of platforms2.3.9Identification of loops2.3.10Other installations3Specific Line Segment information3.1General Characteristics3.1.1Line segment extremity 13.1.2Line segment extremity 23.1.3Lineside indications of distance (frequency, appearance and positioning)3.1.4Maximum permissible speed for each track, including, if necessary, differential speeds relating to certain types of train3.1.5Any other information the driver shall be aware of

3.1.6Specific geographical information required on the local infrastructure3.1.7Means of Communication with the traffic management/control centre in normal, degraded and emergency situation3.2Specific Technical Characteristics3.2.1Gradient percentage3.2.2Gradient location3.2.3Tunnels: location, name, length, specific information such as the existence of walkways and points of safe egress as well as the location of safe areas where evacuation of passengers may take place; fire safety categorisation3.2.4Non-stopping areas: identification, location, type3.2.5Industrial risks — locations where it is dangerous for the driver to step out3.2.6Locations of areas designated for testing the sanding equipment (if existing)3.2.7Type of signalling system and corresponding operational regime (double track, reversible working, left or right hand running, etc.)3.2.8Type of track to train radio equipment.3.3Energy subsystem3.3.1Energy supply system (voltage and frequency)3.3.2Maximum train current3.3.3Restriction related to power consumption of specific electric traction unit(s)3.3.4Restriction related to the position of Multiple Traction unit(s) to comply with contact line separation (position of pantograph)3.3.5Location of neutral sections3.3.6Location of areas that shall be passed with lowered pantographs.3.3.7Conditions applying with regard to regenerative braking3.3.8Maximum current at standstill per pantograph3.4Control-Command and Signalling subsystem3.4.1Need for more than one system active simultaneously3.4.2Special conditions to switch over between different class B train protection, control and warning systems3.4.3Special technical conditions required to switch over between ERTMS/ETCS and Class B systems3.4.4Special instructions (location) to switch over between different radio systems3.4.5Permissibility to use Eddy-current brake3.4.6Permissibility to use magnetic brake3.5Operation and Traffic Management subsystem3.5.1Operating language

Annex

Appendix E

Language and communication level

The oral qualification in a language may be subdivided into five levels:

LevelDescription5

may adapt the way he/she speaks to any interlocutor

may put forward an opinion

may negotiate

may persuade

may give advice

4

may cope with totally unforeseen situations

may make assumptions

may express an argued opinion

3

may cope with practical situations involving an unforeseen element

may describe

may keep a simple conversation going

2

may cope with simple practical situations

may ask questions

may answer questions

1

may talk using memorised sentences

Annex

Appendix F

Minimum elements relevant to professional qualification for the tasks associated with accompanying trains

1. General requirements

(a) This Appendix, which shall 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 tasks associated with accompanying a train on the network.

(b) The expression professional qualification, when taken within the context of this Regulation, refers to those elements that are important to ensure that operational staff are trained and able to understand and discharge the tasks.

(c) Rules and procedures apply to the tasks being performed and to the person carrying out the tasks. 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.

1. Professional knowledge

Any authorisation requires a successfully passed initial examination and provisions for ongoing assessment and training as described in point 4.6.

2.1.

General professional knowledge

(a) Principles of organisation's safety management system, relevant to the tasks.

(b) Roles and responsibilities of the key players involved in operations.

(c) General conditions relevant to the safety of passengers or cargo and persons on or about the railway track.

(d) Conditions of health and safety at work.

(e) General principles of security of the railway system.

(f) Personal safety including when leaving the train on the running line.

2.2.

Knowledge of operational procedures and safety systems relevant to the tasks

(a) Operational procedures and safety rules.

(b) Relevant aspects of control command and signalling system.

(c) Formalised messaging procedure including use of communication equipment.

2.3.

Knowledge of rolling stock

(a) Passenger vehicle interior equipment.

(b) Appropriate knowledge of safety-critical tasks in respect to procedures and interfaces for rolling stock.

2.4.

Knowledge of the route

(a) Relevant operational arrangements (such as the method of train despatch) at individual locations (station equipment and signalling etc.).

(b) Stations at which passengers may alight or board the train.

(c) Local operating and emergency arrangements specific to the line(s) of route.

2.5.

Knowledge on passenger safety

The training on passenger safety shall cover at least the following:

(a) Principles to ensure the safety of passengers:

Support Passengers with Reduced Mobility;

Identify the hazards;

Procedures applicable to accidents involving persons;

Events of a fire and/or smoke;

Evacuation of passengers.

(b) Principles of communication:

Identify who needs to be contacted and understand communication methods, especially with the signaller during an evacuation incident;

Identify causes/situations and requests to initiate communication

Communication methods for informing passengers;

Communication methods in degraded operations/emergency situations.

(c) Behavioural skills:

Situational awareness;

Conscientiousness;

Communication;

Decision making and action.

1. Ability to put the knowledge into practice

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

Methods and principles for applying the rules and procedures;

Process for the use of line-side equipment and rolling stock, as well as any specific safety-related equipment;

In particular with:

(a) Checks before departure, including brake tests if necessary and correct closure of the doors.

(b) Departure procedure.

(c) Degraded operation.

(d) Assess the potential of a defect within the passenger areas and react according to rules and procedures.

(e) Protection and warning measures as required by the rules and regulations or in assistance to the driver.

(f) Communicate with the infrastructure manager's staff when assisting the driver.

(g) 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 shall be made in writing, in the language chosen by the railway undertaking.

Annex

Appendix G

Minimum elements relevant to professional qualification for the task of preparing trains

1. General requirements

(a) This Appendix, which shall 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.

(b) The expression professional qualification, when taken within the context of this Regulation, refers to those elements that are important to ensure that operational staff are trained and able to understand and discharge the elements of the task.

(c) 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.

1. Professional knowledge

Any authorisation requires a successfully passed initial examination and provisions for ongoing assessment and training as described in point 4.6.

2.1.

General professional knowledge

(a) Principles of organisation's safety management system, relevant to the task.

(b) Roles and responsibilities of the key players involved in operations.

(c) General conditions relevant to the safety of passengers and/or cargo including the carriage of dangerous goods and exceptional loads.

(d) Appreciation of hazards, especially in relation to the risks involving railway operation and electric traction supply.

(e) Conditions of health and safety at work.

(f) General principles of security of the railway system.

(g) Personal safety when on or in the vicinity of rail lines.

(h) Communications principles and formalised messaging procedure including use of communication equipment.

2.2.

Knowledge of operational procedures and safety systems relevant to the task

(a) Working of trains in normal, degraded and emergency situations.

(b) Operational procedures at individual locations (signalling, station/depot/yard equipment) and safety rules.

(c) Local operating arrangements.

2.3.

Knowledge of train equipment

(a) Purpose and use of wagon and vehicle equipment.

(b) Identification of and arranging for technical inspections.

(c) Appropriate knowledge of safety-critical tasks in respect to procedures and interfaces for rolling stock.

1. Ability to put the knowledge into practice

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

Methods and principles for applying the rules and procedures;

Process for the use of line-side equipment and rolling stock, as well as any specific safety-related equipment;

In particular:

(a) Application of train composition rules, train braking rules, train loading rules etc. to ensure the train is in running order.

(b) Understanding of marking and labels on vehicles.

(c) Process for determining and making train data available.

(d) Communication with train crew.

(e) Communication with staff responsible for controlling the movement of trains.

(f) Degraded operations especially as it affects the preparation of trains.

(g) Protection and warning measures as required by the rules and regulations or local arrangements at the location in question.

(h) Actions to be taken in respect to incidents involving the carriage of dangerous goods (where relevant).

Annex

Appendix H

European Vehicle Number and linked alphabetical marking on the bodywork

1. GENERAL PROVISIONS ON THE EUROPEAN VEHICLE NUMBER

The European Vehicle Number (EVN) is assigned in accordance with Appendix 6 of Annex II to Commission Implementing Decision (EU) 2018/1614

Commission Implementing Decision (EU) 2018/1614 of 25 October 2018 laying down specifications for the vehicle registers referred to in Article 47 of Directive (EU) 2016/797 of the European Parliament and of the Council and amending and repealing Commission Decision 2007/756/EC (OJ L 268, 26.10.2018, p. 53).

.

The EVN shall be changed in accordance with point 3.2.2.8 of Annex II to Implementing Decision (EU) 2018/1614.

The EVN may be changed at the request of the keeper in accordance with point 3.2.2.9 of Annex II to Implementing Decision (EU) 2018/1614.

1. GENERAL ARRANGEMENTS FOR EXTERNAL MARKINGS

The capital letters and figures making up the marking inscriptions shall be at least 80 mm in height, in a sans serif font type of correspondence quality. A smaller height may only be used where there is no option but to place the marking on the sole bars.

The marking is put not higher than 2 metres above rail level.

The keeper may 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 shall be always be possible to distinguish easily the European Vehicle Number from the keeper's own number marking.

1. WAGONS

The marking shall be inscribed on the wagon bodywork in the following manner:

1. TEN

80

D-RFC

7369 553-4

Zcs

1. TEN

80

D-DB

0691 235-2

Tanoos

1. TEN

84

NL-ACTS

4796 100-8

Slpss

Where in the examples:

D and NL stand for the registering Member State as set out in Decision (EU) 2018/1614, Appendix 6, part 4.

RFC, DB and ACTS stand for the keeper marking as set out in Decision (EU) 2018/1614, Appendix 6, part 1.

For wagons whose bodywork does not offer a large enough area for this type of arrangement, particularly in the case of flat wagons, the marking shall be arranged as follows:

01 873320 644-7TENF-SNCFKs

When one or more index letters of national significance are inscribed on a wagon, this national marking shall be shown after the international letter marking and separated from it by a hyphen as follows:

01 873320 644-7TENF-SNCFKs-xy

1. COACHES AND HAULED PASSENGER STOCK

The number shall be applied to each sidewall of the vehicle in the following manner:

F-SNCF61 87 20 - 72 021 - 7B10 tu

The marking of the country in which the vehicle is registered and of the technical characteristics are printed directly in front of, behind or under the twelve digits of the vehicle number.

In case of coaches with driver's cabin, the European Vehicle Number is also written inside the cabin.

1. LOCOMOTIVES, POWER CARS AND SPECIAL VEHICLES

The European Vehicle Number shall be marked on each sidewall of the tractive stock in the following manner:

92 10 1108 062-6

The European Vehicle Number is also written inside each cabin of the tractive rolling stock.

1. ALPHABETICAL MARKING OF THE INTEROPERABILITY CAPABILITY

TEN: Vehicle which is provided with an authorisation valid for an area of use covering all Member States.

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 provided with an authorisation valid for an area of use which does not cover all Member States need a marking indicating the Member States which are part of the area of use of the vehicle. 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 (EU) 2018/1614, Appendix 6, part 4.

Annex

Appendix I

List of areas for which national rules may continue to apply according to Article 8 of Directive (EU) 2016/798

1. AREAS FOR NATIONAL RULES

Shunting

Signalling rules

Rules related to the operational use of the national signalling system

Maximum speeds in degraded mode including running on sight

Running at caution

Local operational rule

Relating to specific local conditions where additional information may be needed — this is limited to requirements not covered by this Regulation

Operation during works

Safe operation of test train

Train visibility — Front end (see 4.2.2.1.2)

Existing Non TSI conform vehicles

Managing an emergency situation and emergency responses (see point 4.2.3.7)

Role of local/national authorities and emergency services

Notification of accidents and incidents: national instructions on modalities for notifications to authorities

Safety-related communications terminology (see Appendix C)

National operational instructions

Requirements on route knowledge under the national transposition of Directive 2007/59/EC (Train Driver Directive)

1. LIST OF OPEN POINTS

Exceptional transport

Timetable (see 4.2.1.2.3)

Additional information

Recording of supervision data outside the train (see 4.2.3.5.1)

Additional information

Recording of supervision data on-board the train (see 4.2.3.5.2)

Additional information

Professional competences (see point 4.6)

Staff with safety critical tasks other than train drivers;

Additional information for staff undertaking the safety critical tasks associated with accompanying a train other than train driver;

Additional information for staff undertaking the safety critical tasks associated with the last preparation of a train before it is scheduled to cross a border and work beyond any location(s) designated as the frontier in the network statement of an infrastructure manager and included in its safety authorization.

Health and safety conditions (see point 4.7)

Staff with safety critical tasks other than train drivers;

Additional information for staff undertaking the safety critical tasks associated with accompanying a train other than train driver;

Alcohol limits (see 4.7.1).

Common operational principles and rules (See 4.4 and Appendix B)

Sanding — automatic sanding equipment and report in case of use of the sanding equipment;

Failure of level crossing — additional information;

Safety-related communications terminology (see Appendix C)

Additional terms

Operations in long tunnels (see 4.3.5)

Additional information

Annex

Appendix J

Glossary

The definitions in this glossary refer to the use of terms in this Regulation.

For the purpose of this Regulation, the definition in Article 2 of Directive (EU) 2016/797 and in point 2.2 of Locomotives and passenger rolling stock TSI shall apply.

Directive 2008/68/EC of the European Parliament and of the Council of 24 September 2008 on the inland transport of dangerous goods (OJ L 260, 30.9.2008, p. 13).

TermDefinitionAccidentAs defined in Article 3 of Directive (EU) 2016/798.Authorising train movementsThe operation of equipment in signalling centres, electric traction current supply control rooms and traffic control centres that permits train movement. This does not include those staff employed by a railway undertaking who are responsible for management of resources such as train crew or rolling stock.CompetenceThe qualification and experience necessary to safely and reliably undertake the task being performed. Experience may be gained as part of the training process.Dangerous goodsAs covered by Directive 2008/68/EC of the European Parliament and of the Council on the inland transport of dangerous goodsDegraded operationOperation resulting from an unplanned event that prevents the normal delivery of train services.Despatch (= dispatch)See Train despatchDriverAs defined in Article 3 of Directive 2007/59/EC.Emergency callCall set up in some dangerous situations to warn all trains/shunting movements in a defined area.End of authority passed without permission

An end of authority passed without permission is any occasion when a train proceeds beyond the end of authority in the following circumstances:

A trackside signal at danger, or an order to STOP where an ATP is not operational,

The end of a movement authority provided in an ATP,

A point communicated by verbal or written authorisation laid down in regulations,

Stop boards,

Hand signals.

This covers movement authority as described in ETCS and authority to move covered by instructions/signalling.

Any case in which a vehicle without any traction unit attached or a train that is unattended runs away is not included.

European instructionAn harmonised operational instruction giving a similar content to train drivers across the European Union in order for them to answer in a similar manner to similar situation.EvacuationEvacuation of a train is when all passengers are instructed to leave the train and go on to the infrastructure under the supervision of on-board staff. On-board staff having agreed with the signaller or other responsible infrastructure manager staff, that it is safe to do so.

Exceptional transportA vehicle and/or the load carried which because of construction/design, dimensions or weight does not meet the parameters of the route and requires special authority for the movement and may require special conditions over part or its entire journey.Health and Safety ConditionsIn the context of this Regulation, this refers only to the medical and psychological qualifications required to operate the relevant elements of the subsystem.Hot axle boxAn axle box and bearing that has exceeded its maximum designed operating temperature.IncidentAs defined in Article 3 of Directive (EU) 2016/798.Length of trainTotal length of all vehicles over buffers including locomotive(s)LoopTrack, connected to the main track, used for passing, crossing and stabling.National instructionAn instruction defined at national level or by an infrastructure manager which covers situations specific to a Class B system or the transition between class A and class B systems.Operating LanguageThe language or languages used in daily operation an infrastructure manager and published in its Network Statement, for the communication of operational or safety related messages between the staff of the infrastructure manager and the railway undertaking.Operational instructionFormal information exchanged between signaller and train driver so as to ensure/continue railway operation in specific situations. The operational instruction exists at both national and European levels.PassengerPerson (other than an employee with specific duties on the train) travelling by train or on railway property before or after a train journey.Performance monitoringThe systematic observation and recording of the performance of the train service and the infrastructure for the purpose of bringing about improvements in the performance of both.QualificationThe physical and psychological suitability for the task together with the required knowledge.Real timeThe ability to exchange or process information on specified events (such as arrival at a station, passing a station or departure from a station) on the trains journey as they occur.Reporting pointA point on the trains schedule where reporting of the arrival, departure or passing time is required.RouteThe particular section or sections of lineSafety-critical taskTask performed by staff when they control or affect the movement of a train, which could affect railway safety.Scheduled stopPlanned stop for commercial or operational reasons.SidingAny track(s) within an operational point which is not used for operational routing of a train.SignallerPerformer in charge of the route setting of trains/shunting movements and of issuing instructions to drivers.StaffEmployees working for a railway undertaking or an infrastructure manager, or their contractors, undertaking tasks as specified in this Regulation.

Stop aspectAny signal aspect that does not allow the driver to pass the signal.Stopping pointA location identified in the schedule of a train where the train is planned to stop, usually to carry out a specific activity such as allowing passengers to join and leave the train.TimetableDocument or system that gives details of a train(s) schedule over a particular route.Timing pointA location identified in the schedule of a train where a specific time is identified. This time may be an arrival time, departure time or in the case of a train not scheduled to stop at that location the passing time.Traction unitA powered vehicle able to move itself and other vehicles to which it may be coupled.TrainA train is defined as (a) traction unit(s) with or without coupled railway vehicles with train data available operating between two or more defined points.Train despatchThe indication to the person driving the train that all station or depot activities are completed and that, as far as the staff responsible are concerned, movement authority has been granted for the train.Train crewMembers of the on-board staff of a train, who are certified as competent and appointed by a railway undertaking to carry out specific, designated safety related tasks on the train, for example the driver or the guard.Train preparationEnsuring that a train is in a fit condition to enter service, that the train equipment is correctly deployed and the train composition matches the train's designated route(s). Train preparation also includes technical inspections carried out prior to the train entering service.AbbreviationExplanationACAlternating currentATPAutomatic Train ProtectionCCSControl-Command and SignallingCENEuropean Committee for Standardisation (Comité Européen de Normalisation)COTIFConvention Concerning International Carriage by Rail (Convention relative aux Transports Internationaux Ferroviaires)dBDecibelsDCDirect CurrentDMIDriver Machine InterfaceECEuropean CommunityECGElectro CardiogramEIRENEEuropean Integrated Railway Radio Enhanced NetworkENEuro-norm

ENEEnergyERAEuropean Union Agency for RailwaysERATVEuropean Register of Authorised Types of VehiclesERTMSEuropean Rail Traffic Management SystemETCSEuropean Train Control SystemEUEuropean UnionFRSFunctional Requirement SpecificationGSM-RGlobal System for Mobile Communications — RailIMInfrastructure ManagerINFInfrastructureOPEOperation and Traffic ManagementOSJDOrganisation for Cooperation between RailwaysPPV/PPWRussian abbreviation for Prawila Polzowaniia Wagonami w mejdunarodnom soobqenii = Rules for use of railway vehicles in international trafficRINFRegister of InfrastructureRSTRolling StockRURailway UndertakingSMSSafety Management SystemSPADSignal Passed at DangerSRSSystem Requirement SpecificationTAFTelematic Applications for FreightTENTrans-European NetworkTPSTrain Protection SystemTSITechnical Specification for InteroperabilityUICInternational Union of Railways (Union Internationale des Chemins de fer)Locomotives and passenger rolling stock (LOC&PAS) TSICommission Regulation (EU) No 1302/2014 of 18 November 2014 concerning a technical specification for interoperability relating to the rolling stock — locomotives and passenger rolling stock subsystem of the rail system in the European Union

Control-command and signalling (CCS) TSICommission Regulation (EU) 2016/919 of 27 May 2016 on the technical specification for interoperability relating to the control-command and signalling subsystems of the rail system in the European UnionNoise (NOI) TSICommission Regulation (EU) No 1304/2014 of 26 November 2014 on the technical specification for interoperability relating to the subsystem rolling stock — noise amending Decision 2008/232/EC and repealing Decision 2011/229/EUWagon (WAG) TSICommission Regulation (EU) No 321/2013 of 13 March 2013 concerning the technical specification for interoperability relating to the subsystem rolling stock — freight wagons of the rail system in the European Union and repealing Decision 2006/861/ECPersons with reduced mobility (PRM) TSICommission Regulation (EU) No 1300/2014 of 18 November 2014 on the technical specifications for interoperability relating to accessibility of the Union's rail system for persons with disabilities and persons with reduced mobilityEnergy (ENE) TSICommission Regulation (EU) No 1301/2014 of 18 November 2014 on the technical specifications for interoperability relating to the energy subsystem of the rail system in the UnionInfrastructure (INF) TSICommission Regulation (EU) No 1299/2014 of 18 November 2014 on the technical specifications for interoperability relating to the infrastructure subsystem of the rail system in the European UnionSafety in Railway Tunnels (SRT) TSICommission Regulation (EU) No 1303/2014 of 18 November 2014 concerning the technical specification for interoperability relating to safety in railway tunnels of the rail system of the European Union