LegalizeCommission 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 (Text with EEA relevance.)
The infrastructure manager and the railway undertaking may add guidance on how to fill in and read the forms of the European Instructions, under the condition that this guidance is not part of the communication procedure.
The following terminology shall be used in the communication procedure by all the parties:
| Situation | Terminology |
|---|---|
| Starting the delivery of an operational instruction | ‘Prepare procedure … [identification of the procedure]’ |
| Confirming that an operational instruction may be delivered | ‘Ready for procedure … [identification of the procedure]’ |
| Cancelling an operational instruction | ‘Cancel procedure… [identification of the procedure]’ |
| If the message is subsequently to be resumed, the procedure shall be repeated from the start | ‘Error during transmission’ |
| When a transmission error is discovered by the sender, the sender shall request cancellation | ‘Error (+ prepare new procedure … [identification of the procedure])’ Or ‘Error (+ I say again)’ |
| Error during read back | ‘Error (+ I say again)’ |
| Misunderstanding: if one of the parties does not fully understand a message, the message shall be repeated | ‘Say again (+ speak slowly)’ |
The infrastructure manager is responsible for drawing up the Book of European and national instructions in its operating languages.
All the forms of the national instructions and the European Instructions to be used shall be assembled in a document or a computer medium called the Book of European and national instructions.
This Book 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 shall comprise two parts.
The first part contains at least the following items:
— an index of the European Instructions as used by the infrastructure managers,
— an index of the national operational instructions,
— a list of situations to which each operational instruction applies,
— the way of delivering each operational instruction, including whether it is allowed to be written down by the driver while running,
— the table containing the international phonetic alphabet.
The second part contains, in the operating languages of the infrastructure manager, the forms of:
— the European Instructions,
— the national operational instructions.
These shall be collected by the railway undertaking and given to the driver. Railway undertakings operating in more than one infrastructure manager network shall provide to the driver:
— the generic forms of the European Instructions as defined in point 6 of Appendix C2, or
— reduced forms of the European Instructions that include at least the fields used by the infrastructure manager(s) on the network(s) of which the railway undertaking will operate.
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.
2.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’.
3.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 parameters 1.1.1.5.1 or 1.1.1.5.2 the list of vehicle types or vehicles compatible with the route for which they have already verified route compatibility, where such information is available.
| Route compatibility check interface | Vehicle 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 complete | Vehicle level | Train level | Procedure to check the vehicle and train compatibility over the route intended for operation |
|---|---|---|---|---|---|
| Traffic 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) 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) EN line category For vehicles capable of carrying a payload of passengers: EN line category for the standard value of payload in standing areas and – in case of application – for any particular value of payload in standing areas, according to Point 6.4 of EN 15528:2021. 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 | x | x | The static compatibility checks for vehicles shall be performed according to Point 7 of EN 15528:2021 and additional procedure(s) or relevant information if provided by the infrastructure manager through RINF under parameter 1.1.1.1.2.4.4. For the United Kingdom in relation to Northern Ireland networks, the static compatibility checks for vehicles shall be performed according to relevant national rules in accordance with point 4.2.7.4 (4) in the Annex to Regulation (EU) No 1299/2014 (‘TSI INF’). Any requirement set out by the infrastructure manager which relates to the passenger payload, to be considered during route compatibility checks for vehicles capable of carrying a payload of passengers, shall be included in the procedure(s) or relevant information provided by the infrastructure manager through RINF under parameter 1.1.1.1.2.4.4. Such procedure may take into account technical or operational measures which have an impact on the passenger payload on standing areas. The dynamic compatibility checks for trains, when necessary in accordance with the information provided by the infrastructure manager, shall be performed according to the procedure(s) or relevant information provided by the infrastructure manager through RINF under parameter 1.1.1.1.2.4.4. |
| 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 | X | X | 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. |
| Specific check for Combined Transport | Wagon Compatibility Code, Wagon Correction Digit and ILU Technical Number (WCC + ILU Technical Number) combined with the freight Wagon Correction Digit = CT code | 1.1.1.1.3.4 Standard combined transport profile number for swap bodies 1.1.1.1.3.9 Standard combined transport profile number for roller units 1.1.1.1.3.8 Standard combined transport profile number for container 1.1.1.1.3.5 Standard combined transport profile number for semi-trailers (CT Line code) | X | Comparison in accordance with the specification defined in point 3.1 of the ERA Technical Document on codificaiton of combined transport (ERA/TD/2023-01/CCT) version 1.0 of 6.3.2023. | |
| 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) | X | Comparison of the declared minimum radius of vertical curve between vehicle and the intended route. | |
| Train detection systems | Information if the vehicle has electrical or electronic equipment on board creating interference current in the rail or if the vehicle has electrical or electronic equipment on board creating interference electromagnetic fields close to the axel counter Type of train detection systems for which the vehicle has been designed and assessed by tests performed in accordance with ERA/ERTMS/033281 | 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 | Verification only needed if: — If 1.1.1.3.7.1.1 is ‘track circuit’ then only for vehicles having electrical or electronic equipment on board creating interference current in the rail — If 1.1.1.3.7.1.1 is ‘axel counter’ then only for vehicles having electrical or electronic equipment on board creating interference electromagnetic fields close to the axel counter — If 1.1.1.3.7.1.1 is ‘loop’ then not needed. Comparison of the declared type of train detection system(s) between vehicle and the intended route. Note: At vehicle authorisation, based on TSIs and the documents specifying specific cases, that are referenced in RINF and based on ERA/ERTMS/033281, the technical compatibility is verified between the vehicle and all train detection system(s) of the network(s) in the area of use. 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 the railway undertaking and infrastructure manager. | |
| Train detection system | Possibility of preventing the use of the lubrication device | 1.1.1.1.7.1 Use of flange lubrication | X | Verification if the use of flange lubrication is allowed in the intended route 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 flange lubrication in the section of line) | |
| Train detection systems: influencing unit | From technical file of each vehicle of the train For each band of the frequency management defined in the specification referenced in Appendix J.2 index [A] of Loc&Pas TSI and in the specific cases or technical documents referred to in Article 13 of CCS TSI when they are available: — Maximum interference current (A) and applicable summation rule, — Maximum magnetic field (dBμA/m) both radiated field and field due to the return current and applicable summation rule, — Minimum Input Impedance (Ohm). Comparable parameters specified in the specific cases or in the technical documents referred to in Article 13 of TSI CCS when they are available. | 1.1.1.3.4.2 Frequency bands for detection 1.1.1.3.4.2.1 Maximum interference current 1.1.1.3.4.2.2 Minimum Input impedance 1.1.1.3.4.2.3 Maximum magnetic field | X | Route compatibility check applicable to: — passenger trains consisting of locomotive(s) and coaches, — freight trains where one or several freight wagons have electrical or electronic equipment on board creating interference current in the rail or interference electromagnetic fields close to the axel counter. Compliance of the resulting emissions at ‘Influencing Unit’ level (as defined in clause 3.2 Appendix A index 77 of CCS TSI) with maximum interference values (current level and magnetic field limit) and minimum impedance allowed, shall be checked. For each frequency band, the resulting emissions at ‘Influencing Unit’ level shall be calculated based on summation rules specified in: — Clauses 3.2.1 and 3.2.2 of Appendix A index 77 of CCS TSI compliant train detection system, — Specific cases referring to technical documents as specified in Art. 13 of the CCS TSI for non TSI compliant train detection system. Pending the notification of specific cases referred to in article 13 of CCS TSI, the notified national rules apply. | |
| Hot axle box detection | Axle 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). | |
| Wheelset | Wheel set gauge | 1.1.1.1.4.1 Nominal track gauge 1.2.1.0.4.1 Nominal track gauge | X | Comparison of the wheelset gauge with track gauge of the intended route. | |
| Wheelset | Minimum in-service wheel diameter | 1.1.1.1.5.2 Minimum wheel diameter for fixed obtuse crossings | X | Comparison of the minimum wheel diameter between Vehicle and the intended route. | |
| Wheelset | Type 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) | X | Comparison 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 curve | Minimum 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 | X | X | Comparison 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 (*1), 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. | X | X | 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 (1) :* 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. | |
| Braking | Maximum 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 | X | X | 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 brake | Possibility 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 brake | Possibility 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 conditions | Temperature 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 conditions | Snow, 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 | 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) 1.1.1.2.2.1.3 Highest non-permanent voltage (Umax2) for France on lines not compliant with values in table 1 of EN 50163:2004 | X | Comparison 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. Note: For France, comparison of Highest non-permanent voltage (Umax2) between the vehicle and intended routes having Umax2 not compliant with values in table 1 of EN50163:2004 | |
| Regenerative brake | Possibility 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 limitation | Electric 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. | |
| Pantograph | Maximum 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 | X | Comparison of the declared maximum current at standstill per pantograph for each DC systems, between vehicle and the intended route. | |
| Pantograph | Height 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 | X | Comparison of the height of interaction of pantograph with contact wires, for each energy supply system, between the vehicle and the intended route. | |
| Pantograph | Pantograph 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 | X | Comparison of the pantograph head geometry (including insulated or nor not insulated horns for 1 950 mm), for each energy supply system, between the vehicle and the intended route. | |
| Pantograph | Material 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 | X | Comparison of material of pantograph contact strip, for each energy supply system, between the vehicle and the intended route. | |
| Pantograph | Mean 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 | X | X | 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 (1) : 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). |
| Pantograph | Automatic dropping device (ADD) fitted (for each energy supply system the vehicle is equipped for) | 1.1.1.2.5.3 Automatic dropping device required | X | Verification if the intended route(s) require that the vehicle is equipped with an automatic dropping device. | |
| Specific to the French network: Phase separation | Distance 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. | |
| Tunnel | Fire 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 | X | Comparison between fire safety category of vehicle and intended route. | |
| train length | Train length | 1.2.2.0.2.1 Usable length of siding 1.2.1.0.6.4 Usable length of platform | X | X | 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 (1) : 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 egress | Platform 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. | |
| ETCS | ETCS System Compatibility | 1.1.1.3.2.9 ETCS System Compatibility | X | Comparison ETCS System Compatibility value in RINF is included in the vehicle authorisation. | |
| ETCS | Managing information about the completeness of the train (not from driver) | 1.1.1.3.2.8 Train integrity confirmation from on-board (not from driver) necessary for line access | X | X | Verification that vehicle/train is able to confirm (not from driver) the train integrity if required by trackside. |
| ETCS | Envelope of legally operated ETCS system versions | 1.1.1.3.2.10 ETCS M_version | X | Verification that the ETCS M_VERSION value in RINF is in the range of the legally operated ETCS system versions supported by the vehicle. | |
| ETCS | Safe consist length information from on-board necessary for access to the line and SIL level | 1.1.1.3.2.11 Safe consist length information from on-board necessary for access to the line and SIL | X | X | Verification that vehicle/train is able to provide the safe consist length information with the minimum required level indicated in RINF. |
| GSM-R | Radio System Compatibility Voice | 1.1.1.3.3.9 Radio System Compatibility Voice | X | Comparison Radio System Compatibility voice value in RINF is included in the vehicle authorisation. | |
| GSM-R | Radio System Compatibility Data | 1.1.1.3.3.10 Radio System Compatibility data | X | Comparison Radio System Compatibility data value in RINF is included in the vehicle authorisation. | |
| GSM-R | GSM-R Voice SIM Card Home Network | 1.1.1.3.3.5 GSM-R networks covered by a roaming agreement | X | Verification that the GSM-R SIM Card Home Network is in the list of GSM-R networks with roaming agreement for all Points in the route. This has to be performed for all SIM Cards in the vehicle. | |
| GSM-R | GSM-R Data SIM Card Home Network | 1.1.1.3.3.5 GSM-R networks covered by a roaming agreement | X | Verification that the GSM-R SIM Card Home Network is in the list of GSM-R networks with roaming agreement for all Points in the route. This has to be performed for all SIM cards in the vehicle. | |
| GSM-R | GSM-R Voice SIM card support of group ID 555 | 1.1.1.3.3.4 GSM-R Use of Group 555 | X | Verification 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 B | Class B train protection legacy system | 1.1.1.3.5.3 Train protection legacy systems | X | Comparison of name and version of the Class B train protection legacy system. | |
| Class B | Class B radio legacy system | 1.1.1.3.6.1 Radio legacy system | X | Comparison of name and version of the Class B radio legacy system. | |
| (*1) 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 (1) 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). (2) 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). |
Appendix D2
Elements the infrastructure manager has to provide to the railway undertaking for the Route Book
| Number | Route Book information | Route Book information in Register of Infrastructure (RINF) | Explanations |
|---|---|---|---|
| 1 | Generic information regarding the infrastructure manager | ||
| 1.1 | infrastructure manager's code – IM’s Code | 1.1.0.0.0.1 – section of line 1.1.1.1.8.1 – section of line track tunnel 1.2.1.0.0.1 – operational point track 1.2.1.0.5.1 – operational point track tunnel 1.2.1.0.6.1 – platform 1.2.2.0.0.1 – siding | |
| 2 | Maps and Diagrams | ||
| 2.1 | Map: schematic overview including | ||
| 2.1.1 | Sections of line | 1.1.1.0.1.1 | The RINF elements are geo-located. A map of one section of line is provided by its geo location superposed on a mapping service A map of consecutive sections of line will result from a route calculation |
| 2.1.2 | (Principal) operational points | 1.2.0.0.0.5 | The RINF elements are geo-located. A map of one operational point is provided by its geo location superposed on a mapping service |
| 2.2 | Route diagram | A route is defined by a list of consecutive tracks of sections of line with their corresponding operational points, linking one operational point A from operational point B | |
| 2.2.1.1 | Indication of running lines | 1.1.0.0.0.2 1.1.1.0.0.1 1.1.1.0.0.2 | National line identification is a property of each section of line The running track is given by the identification of the track and the running direction (N/O/B) |
| 2.2.1.2 | Indication of loops | 1.2.0.0.0.4 | |
| 2.2.1.3 | Indication of catch/trap points | 1.2.0.0.0.4 | |
| 2.2.1.4 | Indication of sidings | 1.2.2.0.0.2 | Sidings are defined as part of operational points (geo-localised) |
| 2.2.2 | Principal locations (stations, yards, junctions, freight terminals) and their position relative to the line | 1.2.0.0.0.1 1.2.0.0.0.2 1.2.0.0.0.3 1.2.0.0.0.4 1.2.0.0.0.5 1.2.0.0.0.6 | |
| 2.2.3 | Location, type and name of all fixed signals relevant for trains | 1.1.1.3.14 – signal on the track 1.2.1.0.8 – signal in operational point | Signal to be referred in regards to track of section of line or operational point |
| 2.3 | Station/Yard/Depot diagrams | Station, yard, depot are defined in RINF as operational point types | |
| 2.3.1 | Unique Operational Point ID (UOPID) | 1.2.0.0.0.1 1.2.0.0.0.2 1.2.0.0.0.3 | |
| 2.3.2 | Type of location passenger terminal, freight terminal, yard, depot | 1.2.0.0.0.4 | |
| 2.3.3 | Location, type and identification of fixed signals that protect danger points | 1.2.1.0.8.1 1.2.1.0.8.2 1.2.1.0.8.3 1.2.1.0.8.4 | Signal to be referred in regards to operational point |
| 2.3.4 | Identification and plan of tracks, including switches | 1.2.1.0.0.2 1.2.0.0.0.7.1 1.2.0.0.0.7.2 | Schematic overview parameters added |
| 2.3.5 | Identification of platforms | 1.2.1.0.6.2 | |
| 2.3.6 | Length of platforms | 1.2.1.0.6.4 | |
| 2.3.7 | Height of platforms | 1.2.1.0.6.5 | |
| 2.3.8 | Curvature of platforms | 1.2.1.0.6.8 | |
| 2.3.9 | Identification of loops | 1.2.0.0.0.1 1.2.0.0.0.2 1.2.0.0.0.3 1.2.0.0.0.4 | |
| 2.3.10 | Fixed installations for servicing trains (toilet discharge, cleaning facilities, water restocking, refuelling, sand restocking, electric shore supply) | 1.2.2.0.4.1 1.2.2.0.4.2 1.2.2.0.4.3 1.2.2.0.4.4 1.2.2.0.4.5 1.2.2.0.4.6 | |
| 3 | Specific section of line information | ||
| 3.1 | General Characteristics | ||
| 3.1.1 | Section of line extremity 1 | 1.1.0.0.0.3 | |
| 3.1.2 | Section of line extremity 2 | 1.1.0.0.0.4 | |
| 3.1.3 | Lineside indications of distance (frequency, appearance and positioning) | 1.1.1.0.0.3 | |
| 3.1.4 | Maximum permissible speed for each track | 1.1.1.1.2.5 | |
| 3.1.5 | Intentionally blank | ||
| 3.1.6 | Intentionally blank | ||
| 3.1.7 | Means of Communication with the traffic management/control centre in normal, degraded and emergency situation | 1.1.1.3.3.1 – GSM-R version 1.1.1.3.6.1 – Other radio systems installed (Radio Legacy Systems) 1.1.1.3.3.3 – Optional GSM-R functions | |
| 3.2 | Specific Technical Characteristics | ||
| 3.2.1 | Gradient profile | 1.1.1.1.3.6 | |
| 3.2.2 | Gradient location | 1.1.1.1.3.6 | |
| 3.2.3 | Tunnels: location, name, length, specific information such as the existence of walkways and evacuation and rescue points as well as the location of safe areas where evacuation of passengers may take place; fire safety categorisation | 1.1.1.1.8.2 1.1.1.1.8.3 1.1.1.1.8.4 1.1.1.1.8.7 1.1.1.1.8.10 1.1.1.1.8.11 1.1.1.1.8.12 1.1.1.1.8.12.1 1.1.1.1.8.13 1.1.1.1.8.13.1 | |
| 3.2.4 | Non-stopping areas: identification, location, type | 1.1.1.3.14.1 1.1.1.3.14.2 1.1.1.3.14.3 1.1.1.3.14.5 | Specific type of signal ‘non-stopping area’ plus the length of the non-stopping area |
| 3.2.5 | Industrial risks – locations where it is dangerous for the driver to step out | 1.1.0.0.1.1 | |
| 3.2.6 | Intentionally blank | ||
| 3.2.7 | Type of signalling system and corresponding operational regime (double track, reversible working, left or right hand running, etc.) | 1.1.1.3.2.1 – ETCS level 1.1.1.3.2.2 – ETCS baseline 1.1.1.3.5.3 – Train protection legacy system 1.1.1.0.0.2 – Normal running direction 1.1.0.0.1.3 – Operational regime | Signalling systems already in RINF in accordance with Implementing Regulation (EU) 2019/777. Reversible working regime already defined in RINF at track level. Parameter for double track and left-right hand running regime defined at section of line level |
| 3.2.8 | Intentionally blank | ||
| 3.3 | Energy subsystem | ||
| 3.3.1 | Energy supply system (voltage and frequency) | 1.1.1.2.2.1.2 | |
| 3.3.2 | Maximum train current | 1.1.1.2.2.2 | |
| 3.3.3 | Restriction related to power consumption of specific electric traction unit(s) | 1.1.1.2.5.1 1.1.1.2.5.4 | Yes/No already in RINF in accordance with Implementing Regulation (EU) 2019/777. Parameter under ‘Rules and restrictions’ group of parameters for a document describing the restriction |
| 3.3.4 | Restriction related to the position of Multiple Traction unit(s) to comply with contact line separation (position of pantograph) | 1.1.1.2.5.5 | Parameter under ‘Rules and restrictions’ group of parameters |
| 3.3.5 | Location of neutral sections | 1.1.1.2.4.1.2 | |
| 3.3.6 | Location of areas that shall be passed with lowered pantographs. | 1.1.1.2.4.1.2 | |
| 3.3.7 | Conditions applying with regard to regenerative braking | 1.1.1.2.2.4.1 | |
| 3.3.8 | Maximum current at standstill per pantograph | 1.1.1.2.2.3 | |
| 3.4 | Control-Command and Signalling subsystem | ||
| 3.4.1 | Need for more than one system active simultaneously | 1.1.1.3.10.1 1.1.1.3.10.2 1.2.1.1.9.1 1.2.1.1.9.2 | |
| 3.4.2 | Special conditions to switch over between different class B train protection, control and warning systems | 1.1.1.3.8.1.1 1.2.1.1.7.1.1 | |
| 3.4.3 | Special technical conditions required to switch over between ERTMS/ETCS and Class B systems, boundary locations between ERTMS/ETCS and Class B systems | 1.1.1.3.8.3 1.2.1.1.7.3 | The boundary location can be deduced from the track associated with ETCS and the adjacent track associated with Class B system |
| 3.4.4 | Radio network ID(s) used in the route and special instructions (location) to switch over between different radio systems | 1.1.1.3.3.1 – GSM-R version 1.2.1.1.2.1 1.1.1.3.6.1 – Other radio systems installed (Radio Legacy Systems) 1.2.1.1.5.1 1.1.1.3.8.2 1.1.1.3.8.2.1 1.2.1.1.7.2 1.2.1.1.7.2.1 | The location to switch over can be deduced from the track associated with one radio system and the adjacent track associated with another radio system |
| 3.4.5 | Permissibility to use eddy current brake | 1.1.1.1.6.2 1.2.1.0.4.2 | |
| 3.4.6 | Permissibility to use magnetic brake | 1.1.1.1.6.3 1.2.1.0.4.3 | |
| 3.4.7 | ID(s), phone number(s) and area(s) of authority (boundary locations) of ERTMS/ETCS Radio Block Centers covering the route | 1.1.1.3.2.17 1.2.1.1.1.17 | The area covered by RBC is defined by all the section of line tracks associated to the same ID or phone number |
| 3.4.8 | ATO Grade of Automation and system version installed lineside | 1.1.1.3.13.1 1.1.1.3.13.2 1.2.1.1.10.1 1.2.1.1.10.2 | RINF parameters associated to section of line track |
| 3.4.9 | ATO communication system supported from trackside | 1.1.1.3.13.3 1.2.1.1.10.3 | |
| 3.4.10 | Big Metal Mass | 1.1.1.3.2.18 1.2.1.1.1.18 | |
| 3.4.11 | Train integrity confirmed by on-board | 1.1.1.3.2.8 1.2.1.1.1.8 | |
| 3.5 | Operation and Traffic Management subsystem | ||
| 3.5.1 | Operating language | 1.1.0.0.1.2 1.2.0.0.0.8 |
Appendix D3
ERTMS trackside engineering information relevant to operation that the infrastructure manager shall provide to the railway undertaking
Notes:
1.The information provided herein is complementary to the route compatibility check, which is assumed to have already been performed for a train intended to operate on a route. It has to be provided by the infrastructure managers through RINF. Those parameters can be published in RINF Application by using the concept of ‘common characteristics subset’ as defined in ERA vocabulary and RINF Implementing Regulation (EU) 2019/777 as amended by Implementing Regulation (EU) 2023/1694.
2.Most of the information listed below is not otherwise visible to the driver or can only be indirectly perceived under certain operational conditions, usually by observing the system behaviour in certain situations.
3.Item 1.5 lists the minimum set of ETCS National Values required to be made available to the railway undertakings. Infrastructure managers shall also provide upon request to a railway undertaking the complete set of National Values.
4.The ERTMS terms mentioned in the table are defined in the glossary and system requirements specification of the Control-command and Signalling TSI (under indexes 3 and 4 respectively of Appendix A).
5.The information provided in this Appendix will enhance drivers’ knowledge of the operational conditions they need to consider when running under ERTMS in the infrastructure manager’s network. It can be used in drivers’ training and may be integrated under internal railway undertaking rules and procedures.
| Number | Information | Explanation |
|---|---|---|
| 1 | ETCS specificities | |
| 1.1 | Whether the ETCS trackside is engineered to transmit Track Conditions and if yes, which ones | If the trackside does not provide Track Conditions, the driver will need to be informed about such conditions via alternative methods |
| 1.2 | Whether the ETCS trackside implements the Level Crossing (LX) procedure or an equivalent solution | If the trackside does not implement any solution to cover defective LXs (which are normally protected by means of a technical system), then drivers will be required to comply with instructions received from other sources |
| 1.3 | The cant deficiency used to determine the basic Static Speed Profile of the line and other cant deficiency train categories for which the ETCS trackside is configured to provide Static Speed Profiles | Essential information for drivers of trains with a worse (lower) tolerated cant deficiency than those for which the ETCS trackside provides Static Speed Profiles |
| 1.4 | Reasons for which an ETCS Radio Block Center can reject a train | List of cases subject to system design choices made by the infrastructure manager |
| 1.5 | ETCS National Values | Minimum set of parameters to be communicated to the railway undertakings |
| 1.5.1 | D_NVROLL | Parameter used by the ETCS on-board to supervise the distance allowed to be travelled under the roll-away protection and the reverse movement protection |
| 1.5.2 | Q_NVEMRRLS | Qualifier defining whether the application of the emergency brake for reasons other than a trip can be revoked as soon as the conditions for it have disappeared or after the train has come to a complete standstill |
| 1.5.3 | V_NVALLOWOVTRP | Maximum speed allowed when selecting ‘Override EOA’ |
| 1.5.4 | V_NVSUPOVTRP | Permitted speed limit supervised when ‘Override EOA’ is active |
| 1.5.5 | D_NVOVTRP | Maximum distance for overriding the train trip |
| 1.5.6 | T_NVOVTRP | Maximum time for overriding the train trip |
| 1.5.7 | D_NVPOTRP | Maximum distance allowed for reversing in Post Trip Mode |
| 1.5.8 | T_NVCONTACT | Maximum time without a safe message from Radio Block Center before train reacts |
| 1.5.9 | M_NVCONTACT | On-Board system reaction when T_NVCONTACT expires |
| 1.5.10 | M_NVDERUN | Qualifier determining whether ETCS on-board allows a driver ID to be changed while running or only at standstill |
| 1.5.11 | Q_NVDRIVER_ADHES | Qualifier determining whether the driver is allowed to modify the adhesion factor used by the ETCS on-board to calculate the braking curves |
| 1.5.12 | Q_NVSBTSMPERM | Permission to use service brake in target speed monitoring |
| 1.5.13 | National Values used for the brake model | Set of parameters for tweaking the braking curves calculated by the ETCS on-board system to match accuracy, performance and safety margins imposed by the infrastructure manager |
| 2 | GSM-R specificities | |
| 2.1 | Whether the GSM-R network is configured to allow forced de-registration of a functional number by another driver | This feature will condition the applicable operational rules for drivers and signallers when dealing with cab radios registered under wrong numbers |
| 2.2 | Specific constraints imposed by the GSM-R network operator on ETCS on-board units only able to operate in circuit-switch | These constraints, where applicable, are meant to manage the limited number of circuit-switched radio connections that can be handled simultaneously by a Radio Block Center |
Appendix E
Language and communication level
The oral qualification in a language may be subdivided into five levels:
| Level | Description |
|---|---|
| 5 | — 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 |
Appendix F
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.
2. Professional knowledge
Any authorisation requires a successfully passed initial examination and provisions for ongoing assessment and training as described in point 4.6.
(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.
(a) Operational procedures and safety rules.
(b) Relevant aspects of control command and signalling system.
(c) Formalised messaging procedure including use of communication equipment.
(a) Passenger vehicle interior equipment.
(b) Appropriate knowledge of safety-critical tasks in respect to procedures and interfaces for rolling stock.
(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.
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.
3. 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.
Appendix G
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 and 4.7, 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.
2. Professional knowledge
Any authorisation requires a successfully passed initial examination and provisions for ongoing assessment and training as described in point 4.6.
(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.
(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.
(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.
3. 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 preparation rules, 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).
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 (21).
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.
2. 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.
3. WAGONS
The marking shall be inscribed on the wagon bodywork in the following manner:
| 23. TEN 80 D-RFC 7369 553-4 Zcs | 31. TEN 80 D-DB 0691 235-2 Tanoos | 33. TEN 84 NL-ACTS 4796 100-8 Slpss |
|---|---|---|
Where in the examples:
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 87 | 3320 644-7 | |
|---|---|---|
| TEN | F-SNCF | Ks |
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 87 | 3320 644-7 | |
|---|---|---|
| TEN | F-SNCF | Ks-xy |
4. COACHES AND HAULED PASSENGER STOCK
The number shall be applied to each sidewall of the vehicle in the following manner:
| F-SNCF | 61 87 20 - 72 021 - 7 |
|---|---|
| B10 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.
5. 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.
6. 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.
Appendix I
1. AREAS FOR NATIONAL RULES
(a) Shunting — Excluded are operating rules for Digital Automatic Coupling (DAC) — National rules for ERTMS shunting are limited to the areas defined in Part C of Appendix A
(b) Signalling rules — Rules related to the operational use of the national signalling system
(c) Maximum speeds in degraded mode including running on sight
(d) Running at caution
(e) Local operational rule — Rules of a strictly local nature relating to specific local conditions, when not mentioned in RINF in accordance with Article 14(11) of Directive (EU) 2016/797
(f) Operation during works
(g) Safe operation of test trains
(h) Train visibility — Front end (see point 4.2.2.1.2) — Existing Non TSI conform vehicles
(i) Managing an emergency situation and emergency responses (see point 4.2.3.7) — Role of local/national authorities and emergency services, and their contact details. — Methods and procedures in emergency situation not covered by the requirement of this Regulation, including notification of accidents and incidents: national instructions on modalities for notifications to authorities.
(j) Safety-related communications methodology — National operational instructions (see Appendix C2)
(k) Requirements on route knowledge under the national transposition of Directive 2007/59/EC’;
2. LIST OF OPEN POINTS
(a) Exceptional transport
(b) Specific requirements to operate combined transport trains exceeding the loading gauge but not exceeding the codification of the line
(c) Train running information for drivers (see 4.2.1.2.3) — Additional information’;
(d) Recording of monitoring data outside the train (see 4.2.3.5.1) — Additional information
(e) Recording of monitoring data on-board the train (see 4.2.3.5.2) — Additional information
(f) Professional competences (see point 4.2.1.1 and 4.6) — Elements relevant to professional qualification for the tasks associated with despatching trains and authorising train movements. — Evidence of professional competences.
(g) Health and safety conditions (see point 4.7) — Alcohol, drugs and psychotropic medication limits (see 4.7.1).
(h) 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;
(i) Safety-related communications methodology — Additional terms (see Appendix C1)
(j) Operations in long tunnels (see 4.3.5) — Additional information
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.
| Term | Definition |
|---|---|
| Accident | As defined in Article 3 of Directive (EU) 2016/798. |
| Authorising train movements | The operation of equipment in signalling centres, electric traction current supply control rooms and traffic control centres that permits train movement. This does not include those staff employed by a railway undertaking who are responsible for management of resources such as train crew or rolling stock. |
| Combined transport train | A Combined Transport train is a freight train composed completely or partly of freight wagons loaded with intermodal loading unit(s) (e.g. swap bodies, semi-trailers, containers, roller units). |
| Competence | The qualification and experience necessary to safely and reliably undertake the task being performed. Experience may be gained as part of the training process. |
| Dangerous goods | As covered by Directive 2008/68/EC of the European Parliament and of the Council on the inland transport of dangerous goods (1) |
| Degraded operation | Operation resulting from an unplanned event that prevents the normal delivery of train services. |
| Despatch (= dispatch) | See Train despatch |
| Driver | As defined in Article 3 of Directive 2007/59/EC. |
| Emergency call | Call set up in some dangerous situations to warn all trains /shunting compositions in a defined area. |
| End Of Authority | Location up to which a train or a shunting composition is authorised to proceed. |
| 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 instruction | An 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. |
| Evacuation | Evacuation 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 transport | A 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 Conditions | In 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 box | An axle box and bearing that has exceeded its maximum designed operating temperature. |
| Incident | As defined in Article 3 of Directive (EU) 2016/798. |
| Length of train | Total length of all vehicles over buffers including locomotive(s) |
| Loop | Track, connected to the main track, used for passing, crossing and stabling. |
| National instruction | An 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 Language | The 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 instruction | Formal 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. |
| Passenger | Person (other than an employee with specific duties on the train) travelling by train or on railway property before or after a train journey. |
| Performance monitoring | The systematic observation and recording of the performance of the train service and the infrastructure for the purpose of bringing about improvements in the performance of both. |
| Qualification | The physical and psychological suitability for the task together with the required knowledge. |
| Real time | The ability to exchange or process information on specified events (such as arrival at a station, passing a station or departure from a station) on the trains journey as they occur. |
| Reporting point | A point on the trains schedule where reporting of the arrival, departure or passing time is required. |
| Route | The particular section or sections of line |
| Safety-critical task | Task, affecting railway safety, performed by staff preparing, operating, controlling or otherwise involved in the movement of trains. |
| Scheduled stop | Planned stop for commercial or operational reasons. |
| Shunting composition | A traction unit coupled or not to a set of vehicles and intended to be moved under shunting conditions without train data. |
| Siding | Any track(s) within an operational point which is not used for operational routing of a train. |
| Signaller | Staff in charge of the route setting of trains /shunting compositions and of issuing instructions to drivers. |
| Staff | Employees working for a railway undertaking or an infrastructure manager, or their contractors, undertaking tasks as specified in this Regulation. |
| Stop aspect | Any signal aspect that does not allow the driver to pass the signal. |
| Stopping point | A location identified in the schedule of a train where the train is planned to stop, usually to carry out a specific activity such as allowing passengers to join and leave the train. |
| Timetable | Document or system that gives details of a train(s) schedule over a particular route. |
| Timing point | A location identified in the schedule of a train where a specific time is identified. This time may be an arrival time, departure time or in the case of a train not scheduled to stop at that location the passing time. |
| Traction unit | A powered vehicle able to move itself and other vehicles to which it may be coupled. |
| Train | A train is defined as (a) traction unit(s) with or without coupled vehicles with train data available operating between two or more defined points according to an allocated train path and identified by means of a unique train running number. |
| Train composition | Train composition is the sequence of vehicles in a train. This means both the formation of vehicles within a train and their specific vehicle characteristics. |
| Train despatch | The indication to the person driving the train that all station or depot activities are completed and that, as far as the staff responsible are concerned, movement authority has been granted for the train. |
| Train crew | Members of the on-board staff of a train, who are certified as competent and appointed by a railway undertaking to carry out specific, designated safety related tasks on the train, for example the driver or the guard. |
| Train preparation | Process for ensuring 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). It includes the coupling or decoupling of vehicles, connecting or disconnecting of pipes, services, cabling and the indication of a rear end signal. Train preparation also includes brake configuration setting and the inspections, tests, and checks before departure. Note: The movement to get a vehicle in or out of the train composition is a shunting movement. |
| (1) 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). | |
| Abbreviation | Explanation |
| --- | --- |
| AC | Alternating current |
| ATP | Automatic Train Protection |
| CCS | Control-Command and Signalling |
| CEN | European Committee for Standardisation (Comité Européen de Normalisation) |
| COTIF | Convention Concerning International Carriage by Rail (Convention relative aux Transports Internationaux Ferroviaires) |
| CT | Combined Transport |
| dB | Decibels |
| DC | Direct Current |
| DMI | Driver Machine Interface |
| EC | European Community |
| ECG | Electro Cardiogram |
| EIRENE | European Integrated Railway Radio Enhanced Network |
| EN | Euro-norm |
| ENE | Energy |
| EOA | End Of Authority |
| ERA | European Union Agency for Railways |
| ERATV | European Register of Authorised Types of Vehicles |
| ERTMS | European Rail Traffic Management System |
| ETCS | European Train Control System |
| EU | European Union |
| FRS | Functional Requirement Specification |
| GSM-R | Global System for Mobile Communications — Rail |
| ILU | Intermodal Loading Unit |
| IM | Infrastructure Manager |
| INF | Infrastructure |
| OPE | Operation and Traffic Management |
| OSJD | Organisation for Cooperation between Railways |
| PPV/PPW | Russian abbreviation for Prawila Polzowaniia Wagonami w mejdunarodnom soobqenii = Rules for use of railway vehicles in international traffic |
| RINF | Register of Infrastructure |
| RST | Rolling Stock |
| RU | Railway Undertaking |
| SIL | Safety Integrity Level |
| SMS | Safety Management System |
| SPAD | Signal Passed at Danger |
| SRS | System Requirement Specification |
| TAF | Telematic Applications for Freight |
| TEN | Trans-European Network |
| TPS | Train Protection System |
| TSI | Technical Specification for Interoperability |
| UIC | International Union of Railways (Union Internationale des Chemins de fer) |
| Locomotives and passenger rolling stock (LOC&PAS) TSI | Commission 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) TSI | Commission 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 Union |
| Noise (NOI) TSI | Commission 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/EU |
| Wagon (WAG) TSI | Commission 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/EC |
| Persons with reduced mobility (PRM) TSI | Commission 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 mobility |
| Energy (ENE) TSI | 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 |
| Infrastructure (INF) TSI | 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 |
| Safety in Railway Tunnels (SRT) TSI | Commission 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 |
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