Commission Implementing Regulation (EU) 2023/1695 of 10 August 2023 on the technical specification for interoperability relating to the control-command and signalling subsystems of the rail system in the European Union and repealing Regulation (EU) 2016/919 (Text with EEA relevance)

In case the impact of one of the errors as described in point 7.2.10.1 is identified as unacceptable on the Infrastructure Manager’s network, the Infrastructure Manager, based on the information previously provided by on-board manufacturers within the ERA questionnaires, shall identify the ERTMS vehicles authorised to run on its network or being authorised to run on its network that have not implemented a solution which mitigates the interoperability or safety problem caused by the specification error. In case of significant impact on existing vehicles running on its network reported by on-board manufacturers (with the support of operators), the Infrastructure Manager can voluntarily decide to evaluate the implementation of temporary trackside mitigation measures in order to facilitate existing vehicles to continue their services until on-board error corrections are implemented.

The Infrastructure Manager shall register in the related RINF ([^E0038]) parameter which error corrections are applicable (i.e. the errors preventing normal service in the network) for the on-board. Error corrections shall be registered: for the first time no later than 6 months after the publication by the Agency of the Baseline Compatibility Analysis (BCA) including the answers to the questionnaires; and whenever there is a change in the applicable error corrections due to new or upgrade trackside implementation within the infrastructure manager’s network.

For impacted ERTMS trackside subsystems, Infrastructure Managers shall implement the relevant trackside error corrections enabling a TSI compliant CCS on-board (including on-board error correction implementation) to provide a normal service, in accordance with Appendix B (Table B2) of this CCS TSI.

This Infrastructure Manager shall update -if applicable- the existing ETCS and radio system compatibility checks type (ESC/RSC) (i.e. this shall not lead to the creation of a new ESC/RSC type).

In case of a new or upgraded trackside implementation, the Infrastructure Manager shall make best efforts to publish the applicable error corrections in advance of the placing into service of the new or upgraded trackside implementation such that the on-board systems can be duly updated in accordance with Appendix B (Table B1.1) of this CCS TSI.

7.2.10.3.2.   Railway Undertakings responsibilities

The Railway Undertakings shall compare the error corrections registered in RINF for the area of use of the vehicle with the information previously provided as described in point 7.2.10.1 to identify the necessary error corrections to be implemented in the vehicles.

For impacted ERTMS on-board subsystems, Railway Undertakings with support of the on-board manufacturers shall implement the necessary error corrections in the CCS on-board subsystems in accordance with appendix B (Table B1.1) of this CCS TSI.

7.3.   RMR specific implementation rules

7.3.1.   Trackside installations

• 7.3.1.1.The fitting of GSM-R or FRMCS is mandatory when:

• (1) installing for the first time the radio communication part of a Control-Command and Signalling Trackside Subsystem; When FRMCS is the first class A radio system on a line, conditions in point 7.3.1.3 shall be respected;

• (2) upgrading the radio communication part of a Control-Command and Signalling Trackside Subsystem already in service in such a way that it changes the functions or the performance of the subsystem. This does not include the modifications deemed necessary to mitigate safety-related defects in the legacy installation;

• (3) implementation of ETCS level 2 needs data radio communication;

• (4) implementation of ETCS level 1 with radio infill needs GSM-R data radio communication.

• 7.3.1.2.GSM-R may only be taken out of operation when the following conditions are fulfilled:

• — Condition 1: minimum notification period of 5 years where GSM-R services shall be stopped. This notification shall only be done when FRMCS on-board Interoperability Constituents’ specifications, as listed in Table 5.1 and Appendix A, are completed and published with an amendment of this CCS TSI which allows the tendering of the complete FRMCS on-board equipment. This notification shall be done within the RINF and these changes in RINF shall be listed in the Network Statement as part of Article 27 of Directive 2012/34/EU, and

• — Condition 2: FRMCS is in service.

• A shorter period is allowed if this is agreed between the IM and the RUs who run services or intend to run services (at the time of establishing the agreement) on these lines. This agreement on shorter notification period shall be notified to the European Commission.

• 7.3.1.3.The trackside implementation of FRMCS only, without pre-existing GSM-R, is allowed if the following condition is fulfilled:

• Minimum notification period of 5 years where FRMCS services shall be in operation. This notification can only be done when FRMCS on-board Interoperability Constituents’ specifications, as listed in Table 5.1 and Appendix A, are completed and published with an amendment of this CCS TSI which allows the tendering of the complete FRMCS on-board equipment. This notification shall be done within the RINF and these changes in RINF shall be listed in the Network Statement as part of Article 27 of Directive 2012/34/EU.

- A shorter period is allowed if this is agreed between the IM and the RUs who run services or intend to run services (at the time of establishing the agreement) on these lines. This agreement shall be notified to the Commission.

7.3.2.   On-board installations

• 7.3.2.1.The fitting of GSM-R in rolling stock intended for use on a line including at least one section equipped with GSM-R and not equipped with FRMCS or on a line including at least one RBC not supporting FRMCS (even if superimposed to a legacy radio communication system), is mandatory when:

• (1) installing for the first time the voice radio communication part of a Control-Command and Signalling On-board Subsystem;

• (2) upgrading the voice radio communication part of a Control-Command and Signalling On-board Subsystem already on the market (Class B) in such a way that it changes the functions or the performance of the subsystem. This does not apply to modifications deemed necessary to mitigate safety-related defects in the legacy installation;

- (3) implementation of ETCS level 2 or level 1 with radio infill need data radio communication.

7.3.2.2.   The fitting of FRMCS in rolling stock is mandatory for vehicles intended to operate on a line where the IM has notified the FRMCS trackside implementation:

• (1) installing for the first time the voice radio communication part of a Control-Command and Signalling On-board Subsystem;

• (2) upgrading the voice radio communication part of a Control-Command and Signalling On-board Subsystem already on the market (Class B or GSM-R) in such a way that it changes the functions or the performance of the subsystem. This does not apply to modifications deemed necessary to mitigate safety-related defects in the legacy installation;

- (3) implementation of ETCS level 2 need data radio communication.

7.4.   ETCS specific implementation rules

7.4.1.   Trackside installations

Articles 1 and 2 and Annex I to Commission Implementing Regulation (EU) 2017/6 ([^E0039]) shall apply as referred to in Article 47 of Regulation (EU) No 1315/2013 of the European Parliament and of the Council ([^E0040]) and any update to this Regulation.

Euroloop and radio infill data transmission shall not be installed, nor operated, except at lines/trackside areas which are listed as specific case in point 7.7.

The trackside installations shall comply with the harmonised engineering rules referenced in this TSI and shall be operated without restriction under the operating rules set out in the Appendix A of the Annex to Implementing Regulation (EU) 2019/773.

Infrastructure Manager shall communicate through RINF to operators the time and date when authorised ERTMS trackside installations will be put in operation.

7.4.1.1.   High-speed network

It is mandatory to fit ETCS trackside when:

• (1) installing for the first time the train protection part of a Control-Command and Signalling Trackside Subsystem (with or without a Class B system); or

- (2) upgrading the existing train protection part of a Control-Command and Signalling Trackside Subsystem, where this would change the functions, performance and/or interoperability-relevant interfaces (air gaps) of the existing legacy system. This does not apply to modifications deemed necessary to mitigate safety-related defects in the legacy installation.

7.4.1.2.   Set of specifications from previous versions of the CCS TSI.

Networks that implement and operate ETCS lines according to former set #1 as in Annex A, Table A2.1 of previous versions of this TSI before the entry into force of this TSI and with more than 1 000  km or 25 % in operation or under construction in the Core Network Corridors before 31 December 2020, can exceptionally continue to use those ETCS specifications for the placing into service for 7 year after 28 September 2023 for new projects and for 10 years after 28 September 2023 for upgraded or renewal projects in the network under the following conditions:

• (1) Notification of the intention to deploy former set of specifications #1 and the intended scope and plan has been sent to the European Commission within 2 years after the publication date of this TSI.

• (2) Infrastructure Manager shall ensure that those lines will include the implementation of all the relevant error correction measures enabling an ETCS On-board compliant with this TSI (including on-board error correction implementation) to provide a normal service.

• (3) The Infrastructure Manager shall implement the relevant error corrections and the harmonised or equivalent mitigation measures in Agency Opinions or published releases of the specifications, according to point 7.2.10.

• (4) In addition, any modification performed in infrastructure compliant with former set of specifications #1 shall ensure that the previous conditions (2) and (3) are also preserved.

Networks that implement or operate ETCS lines according to former set #2 or set #3 as in Annex A, Table A2.2 and Table A2.3 of previous versions of this TSI, can exceptionally use any of those specifications for the placing into service for 7 years after 28 September 2023 for new projects and for 10 years after 28 September 2023 for upgraded or renewal projects in the network under the following conditions:

• (1) Infrastructure Manager shall ensure that those lines will include the implementation of all the relevant error correction measures enabling an ETCS On-board compliant with this TSI (including on-board error correction implementation) to provide a normal service.

• (2) The Infrastructure Manager shall implement the relevant error corrections and the harmonised or equivalent mitigation measures in Agency Opinions or published releases of the specifications, according to point 7.2.10.

- (3) In addition, any modification performed in infrastructure compliant with former set of specifications #2 or #3 shall ensure that the previous conditions (1) and (2) are also preserved.

7.4.1.3.   ETCS System Version implementation rules

The trackside implementation can select which ETCS-functions shall be implemented from the set of specifications in Appendix A. The specifications in Appendix A contain functions from the following system versions: 1.0, 1.1, 2.0, 2.1, 2.2, 2.3 and 3.0. In accordance with the process defined in 7.4.4, the IM shall notify which lines make use of which system version. This notification shall be done within the RINF and these changes in RINF shall be listed in the Network Statement as part of Article 27 of Directive 2012/34/EU.

The trackside implementation leading to ETCS on-board system version 3.0 is allowed if the following condition is fulfilled:

Minimum notification period of 5 years for the lines where ETCS system version 3.0 is a mandatory on-board requirement for the vehicles operating on its network. The notification of lines for which ETCS on-board system version 3.0 is required both for vehicles being authorised and for vehicles operating on its network can only become mandatory applicable after a relevant amendment of this CCS TSI ([^E0041]) (see Table B1.1). A shorter period is allowed if this is agreed between the IM and the RUs who run or intend to run (at the time of establishing the agreement) services on these lines. This agreement shall be notified to the Commission.

7.4.2.   On-board installations

7.4.2.1.   Newly built vehicles

In order to be placed on the market in accordance with Article 21 of Directive (EU) 2016/797, newly built vehicles shall be equipped and ready for operation with ETCS in accordance with this TSI.

7.4.2.2.   Existing vehicles

When authorising existing vehicles in accordance with Article 21 of Directive (EU) 2016/797, they shall be equipped and ready for operation with ETCS (Class A train protection system) in accordance with this TSI if installing any new Class B train protection system in a control-command and signalling on-board subsystem.

It is mandatory to fulfil points 7.4.2.4.1 and 7.4.2.4.2 if upgrading the existing ETCS on-board part within a vehicle.

It is not needed to fulfil points 7.4.2.4.1 and 7.4.2.4.2 if correcting the existing ETCS on-board functionality within a vehicle.

7.4.2.3.   Rules for the extension of the area of use for existing vehicle

The following rules apply to existing vehicles in operation and registered in the National Vehicle Register in accordance with Decision 2007/756/EC, or in the European Vehicle Register in accordance with Implementing Decision (EU) 2018/1614, when requesting an extension of the area of use:

• (1) Vehicles shall comply with relevant special provisions applicable in the specific cases referred to in point 7.7 of this Annex and with relevant national rules referred to in points (a), (c) and (d) of Article 13(2) of Directive (EU) 2016/797 notified in accordance with Article 14 of that Directive.

• (2) Vehicles already equipped with ETCS, GSM-R or FRMCS do not need to be upgraded, except where required for technical compatibility with ETCS, GSM-R or FRMCS.

• (3) Vehicles that are not equipped with ETCS shall install ETCS and comply with sets of specifications referred to in Table A 2 of Appendix A. It is mandatory to fulfil points 7.4.2.4.1 and 7.4.2.4.2.

• (4) When the vehicle is intended for use on a network where at least one section is equipped with Class A RMR, vehicles that are not yet equipped with a Class A RMR voice radio shall install a Class A RMR voice cab radio which is technically compatible with the radio network, except if this network is superimposed to a legacy Class B radio communication system compatible with the class B already installed in the vehicle. In such a case, the Class A RMR voice radio shall comply with the specifications referred to in Table A 2. of Appendix A.

• (5) When the vehicle is required to install ETCS in accordance with point (3) and it is intended to operate in a network in the extended area of use that is equipped with ETCS Level 2, vehicles that are not yet equipped with the Class A RMR data communication, shall install at least one of the Class A RMR data radio which is technical compatible with the radio network. In such case, the Class A RMR data radio shall comply with the specifications referred to in Table A 2 of Appendix A.

• (6) Where an authorised vehicle benefited from non-application of TSIs or part of them pursuant to Article 9 of Directive 2008/57/EC, the applicant shall seek derogation(s) in the Member States of the extended area of use in accordance with Article 7 of Directive (EU) 2016/797.

- (7) When the request for extending the area of use is combined with a request for new authorisation upgrading the existing CCS on-board subsystem train protection part, it is mandatory to fulfil point 7.4.2.4.1 and 7.4.2.4.2.

7.4.2.4.   ETCS System Version implementation rules

• 7.4.2.4.1.The ETCS on-board Interoperability Constituent placed on the market shall implement one of the following envelopes:

• (1) envelope of legally operated ETCS system versions from 1.0 to 2.1 inclusive;

• (2) envelope of legally operated ETCS system versions from 1.0 to 2.2 inclusive;

• (3) envelope of legally operated ETCS system versions from 1.0 to 3.0 inclusive.

• 7.4.2.4.2.A vehicle type shall integrate the appropriate ETCS on-board Interoperability Constituent with the required envelope of legally operated ETCS system versions as defined in 7.4.2.4.1 ([^E0042]). The required envelope of legally operated ETCS system versions shall be defined based on the notified system versions in RINF ([^E0043]) for the intended area of use of the vehicle type specified in its authorisation. The vehicle type shall implement the ETCS system version which complies as a minimum to the notified ETCS system version which become applicable in the next 5 years according to the timeframe in Appendix B, when:

• (1) installing for the first time the ETCS part of a Control-Command and Signalling On-board Subsystem; or

- (2) upgrading the ETCS part of a Control-Command and Signalling On-board Subsystem already on the market in such a way that it changes the functions of the subsystem. This does not apply to modifications deemed necessary to implement error corrections as stated in 7.2.10;

7.4.3.   National requirements

• 7.4.3.1.Member States may introduce additional requirements at national level, in particular with a view to allowing only ETCS-equipped vehicles to access ETCS-equipped lines, so that existing national systems can be decommissioned; This shall be notified a minimum 5 years before the decommissioning. A shorter period is allowed if this is agreed between the IM and the RUs who run or intend to run (at the time of establishing the agreement) services on these lines. This notification shall be done within the RINF and these changes in RINF shall be listed in the Network Statement as part of Article 27 of Directive 2012/34/EU ([^E0044]). The 5-year notification period does not apply to those requirements allowing only ETCS-equipped vehicles to access ETCS-equipped lines, which were announced in the Network Statement before the entry into force of this Regulation.

• 7.4.3.2.Member States may decide to exclude special vehicles as defined in point 2.2.2 (C) of the LOC&PAS TSI, including road-rail vehicles, from the obligation to equip them with ETCS, RMR or ATO on a specific area of use if the operation of these vehicles does not prevent the Class B decommissioning. This shall be registered in RINF ([^E0045]).

- 7.4.3.3.Member States may decide to exclude from the obligation to equip with ETCS passenger trains reserved to a strictly local use in accordance with Article 1.4 b) of Directive (EU) 2016/797 and shunters as defined in Commission Regulation (EU) No 1302/2014 that operate exclusively on a part of the national network where no ETCS exists and until it is equipped.

7.4.4.   National Implementation Plans

Member States shall develop a national plan for the implementation of this TSI in coordination with the Infrastructure Managers and Railway Undertakings concerned, considering the coherence of the entire rail system of the European Union taking into account the economic viability, interoperability and safety of the rail system. Member States shall consult the neighbouring countries for a coherent planning of the railway cross-border sections. This plan shall include all lines in scope of the TSI including TEN-T lines and the nodes and last mile connections.

Member States shall coordinate the process between all stakeholders concerned to set up the technical and indicative financial migration strategy required for the overall ERTMS deployment of this national implementation plan.

Member States shall include the assessment of the needs expressed by the railway undertakings and the infrastructure managers for the CCS subsystem related to the conditions for mandatory and optional functions listed in 7.2.9 in the National Implementation Plan.

Member States shall decide on the migration strategy describing the expected overall impact for the railway system (taking a Union perspective) and how the impact is balanced in a non-discriminatory way between the stakeholders concerned based on the above assessment. The output of this coordination process shall be the definition of the technical and the financial migration strategy being implemented.

The national implementation plan shall provide information on all new, renewed and upgraded lines in relation to mandatory and optional functions listed in 7.2.9 ensuring that notifications to RUs are provided at least 5 years in advance in case there will be new mandatory on-board requirements for operating on the network. This shall be notified within the RINF ([^E0046]) and these changes in RINF shall be listed in the Network Statement as part of Article 27 of Directive 2012/34/EU. The 5-year notification period does not apply to any requirements, which were announced in the Network Statement before the entry into force of this CCS TSI.

The national implementation plans shall cover a period of at least 20 years and shall be updated regularly, at least every five years. The plans shall follow the template provided in the in Appendix H to this Annex for the first five years of the period covered. For the subsequent period of fifteen years, the plan shall follow this template to the extent possible with a less detailed approach.

The Commission shall publish the national implementation plans on its website and inform Member States about them through the Committee referred to in Article 51(1) of Directive (EU) 2016/797.

The Commission shall draw up an analysis of the national implementation plans that shall encompass among others comparison of the plans and identification of needs for additional coordination measures.

The national implementation plan shall at least include the following information ([^E0047]):

• (1) General migration strategy as described above, including the assessment of the needs expressed by the railway undertakings and the infrastructure managers.

• (2) Context description of the current status, including:
• (a) facts and figures on installed train protection, ATO, radio and train detection systems, including details on the benefits they provide for capacity, safety, reliability and performance aspects and including the legal references to the CCS on-board requirements;
• (b) Class B systems and their remaining economic lifetime including a description of the measures taken to ensure open market conditions for its legacy Class B train protection and radio systems as set out in point 7.2.6;
• (c) on-board CCS subsystems, based on the available information.

• (3) Definition of the migration strategy (future status).

The technical migration strategy shall include information and planning of:

• (1) ETCS part: ETCS Level and System version required per line and per network, with detailed information on cross border sections and nodes. If applicable, information on the baseline and levels update strategy;

• (2) Radio part: information on radio systems (e.g. radio circuit switching, packet switching, radio infill options for ETCS);

• (3) ATO part: information on the need for deployment of ATO;

• (4) Train detection part: information on the migration to the TSI compliant train detection system;

• (5) Specific cases: information on the phasing out of specific cases;

• (6) On-board CCS subsystems;

• (7) Trackside and on-board financial information.

Planning (network maps) providing an overview of changes in the next 20 years related to:

• (1) Train protection part:
• (a) Network map with dates when ETCS is put into service; detailed information on cross-border lines and nodes;
• (b) If applicable, network map with dates when Class B operation is not allowed anymore or when ETCS operation only is mandatory; and if not similar, network map with dates where Class B system is taken out of service;

• (2) Radio part:
• (a) Network map with dates when GSM-R is put into service; detailed information on cross-border lines and nodes;
• (b) If applicable, network map with dates when Class B Radio operation is not allowed anymore; and if not similar, network map with dates where Class B Radio system is taken out of service;
• (c) Network map with dates when FRMCS is put into service;
• (d) If applicable, network map with dates when GSM-R operation is not allowed anymore; and if not similar, network map with dates where GSM-R system is taken out of service;

• (3) ATO part:
• (a) If applicable, network map with dates when ATO is put into service; detailed information on cross-border lines and nodes;

• (4) Train Detection Part:
• (a) Network map with dates when TSI compliant train detection system is put into service; detailed information on cross-border lines and nodes;

- (5) On-board CCS subsystems, with optional information on cross-border vehicles.

7.5.   ETCS and radio system compatibility checks implementation rules

Existing vehicles, and their corresponding vehicle type, equipped with ETCS and RMR shall be deemed compatible with the ETCS and radio system compatibility types of the networks on which they are operating with ETCS and RMR by 16 January 2020 without any further checks, maintaining the existing restrictions or conditions for use.

Any subsequent modification of the vehicle, their corresponding vehicle type or the infrastructure regarding the technical or route compatibility shall be managed according to the requirements specified for ETCS and Radio system compatibility in this TSI.

7.6.   Train detection systems specific implementation rules

In the context of this TSI, train detection system means the equipment installed trackside, which detects the presence or absence of vehicles either on an entire line of route or on a local section of it.

Trackside systems (e.g. interlocking or level crossing control systems) which use information from detection equipment are not considered parts of the train detection system.

This TSI specifies the requirements for the interface with rolling stock only to the extent necessary to ensure compatibility between TSI-compliant rolling stock and the Control-command and Signalling Trackside.

Implementing a train detection system that is compliant with the requirements of this TSI can be done independently of the installation of ETCS or GSM-R.

The requirements of this TSI relating to train detection systems shall be respected when:

• (1) upgrading the train detection system;

• (2) renewing the train detection system, provided that respecting the requirements of this TSI does not imply unwanted modifications or upgrades of other trackside or on-board systems;

• (3) renewing the train detection system, where this is required by the upgrade or renewal of trackside systems that use information from the train detection system;

• (4) removing Class B train protection systems where the train detection and train protection systems are integrated.

In the migration phase care shall be taken to ensure that installing a TSI-compliant train detection system has a minimal negative impact on the existing non-TSI-compliant rolling stock.

To achieve this, it is recommended that the Infrastructure Manager selects a TSI-compliant train detection system that, at the same time, is compatible with the non-TSI-compliant rolling stock already operating on that infrastructure.

7.7.   Specific cases

7.7.1.   Introduction

The following special provisions are permitted in the specific cases below.

These specific cases belong to two categories: the provisions apply either permanently (case ‘P’) or temporarily, to be removed before 2040 (case ‘T’) or a date to be specified (case ‘T2’).

The specific cases set out in points below shall be read in conjunction with the relevant points of Chapter 4 and/or specifications referenced there.

The specific cases replace the corresponding requirements set out in Chapter 4.

Where the requirements set out in the relevant point of Chapter 4 are not subject to a specific case, those requirements have not been duplicated in points below and continue to apply unmodified.

The assessment of the specific cases related to basic parameters 4.2.10 and 4.2.11 where indicated in the Notes column as ‘applicable to vehicles’ shall be assessed by Rolling Stock subsystem Notified Body.

All specific cases and their relevant dates shall be re-examined in the course of future revisions of the TSI with a view to limiting their technical and geographical scope based on an assessment of their impact on safety, interoperability, cross border services, TEN-T corridors, and the practical and economic impacts of retaining or eliminating them. Special account shall be given to availability of EU funding. The train detection systems and corresponding end dates shall be re-examined following Article 13 (5) of this Regulation.

Specific cases shall be limited to the route or network where they are strictly necessary and taken account of through route compatibility procedures.

7.7.2.   List of specific cases

7.7.2.1.   Belgium

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.2.3: The distance between first and last axle L - (b1 + b2) (Fig. 1) is at least 16 000  mm | T | Applicable on HS L1 Applicable on vehicles This Specific Case is linked with the use of TVM | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.7: The weight of an isolated vehicle or a trainset is at least 40 t. If the weight of an isolated vehicle or a trainset is inferior to 90 t, the vehicle shall have a system ensuring the shunting which has an electrical basis superior or equal to 16 000  mm | T | Applicable on HS L1, L2, L3, L4 Applicable on vehicles This Specific Case is linked with the use of TVM |

7.7.2.2.   UK for Northern Ireland

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.3.1: The minimum wheel rim width (BR) for 1 600  mm track gauge network is 127 mm | T | Applicable in Northern Ireland | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.3.3: The minimum flange thickness (Sd) for 1 600  mm track gauge network is 24 mm | T | Applicable in Northern Ireland | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4.1: In addition to the requirements in point 3.1.4.1, sanding for traction purposes on multiple units: (a) is not permitted ahead of the leading axle below 40 km/h; and (b) is only permitted where it can be demonstrated that at least a further six axles of the multiple unit are beyond the laying position | T | | | 4.2.12  ETCS DMI (Driver-Machine Interface) Index 6: It is permissible to use an alphanumeric keyboard to enter the train running number if support for alphanumeric train running numbers is required by the technical rule notified for this purpose. | T | There is no impact on interoperability | | 4.2.12  ETCS DMI (Driver-Machine Interface) Index 6: It is permissible for the ETCS DMI to display dynamic train speed information in miles per hour (and indicate ‘mph’) when operating on parts of the GB mainline network. | T | There is no impact on interoperability |

7.7.2.3.   France

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.2.3: The distance between first and last axle L - (b1 + b2) (Fig.1) is at least 16 000  mm | T2 | Applicable on infrastructure Applicable on vehicles This Specific Case is linked with the use of track circuits using electrical joints. | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.9: The electrical resistance between the running surfaces of the opposite wheels of a wheelset does not exceed 0,05 Ohm, measured by a voltage between 1,8 VDC and 2,0 VDC (open circuit). In addition, for non-conventional wheelset (‘conventional wheelset’ has to be understood as two monobloc wheels set on a metallic axle), the electrical reactance between the running surfaces of the opposite wheels of a wheelset does not exceed f/100 mOhm when f is between 500 Hz and 40 kHz, under a measuring current of at least 10 ARMS and open voltage of 2 VRMS | T2 | Applicable on infrastructure Applicable on vehicles This specific case may be revised when the open point related to the frequency management for track circuits is closed | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.7: The weight of an isolated vehicle or a trainset is at least 40 t. If the weight of an isolated vehicle or a trainset is inferior to 90 t, the vehicle shall have a system ensuring the shunting which has an electrical basis superior or equal to 16 000  mm. | T | Applicable on infrastructure Applicable on vehicles This Specific Case is linked with the use of TVM | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.3.2: Dimension D (figure 2) is not less than: 450 mm independently of the speed | T | Applicable on infrastructure Applicable on vehicles | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4.1. In addition to the TSI requirements, the allowed maximum amount of sand per unit and per rail within 30 s is: 750 g | T2 | This specific case is linked to the use of track circuits with a higher sensitivity regarding the isolation layer between wheels and rails due to sanding on the French Network |

7.7.2.4.   Poland

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.9: The electrical resistance between the running surfaces of the opposite wheels of a wheelset does not exceed 0,05 Ohm, measured by a voltage between 1,8 VDC and 2,0 VDC (open circuit). In addition, the electrical reactance between the running surfaces of the opposite wheels of a wheelset does not exceed f/100 mOhm when f is between 500 Hz and 40 kHz, under a measuring current of at least 10 ARMS and open voltage of 2 VRMS. | T | Applicable on infrastructure Applicable on vehicles This specific case may be revised when the open point related to the frequency management for track circuits is closed |

7.7.2.5.   Lithuania, Latvia and Estonia

| Specific case | Specific case | Category | Notes |

| --- | --- | --- | --- | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.3.3: The minimum flange thickness (Sd) for 1 520  mm track gauge network is 20 mm | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.3.3: The minimum flange thickness (Sd) for 1 520  mm track gauge network is 20 mm | T | Applicable on infrastructure Applicable on vehicles This specific case is needed as long as ČME locomotives operate on 1 520  mm network | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.3.4: The minimum flange height (Sh) for 1 520  mm track gauge network is 26,25 mm | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.3.4: The minimum flange height (Sh) for 1 520  mm track gauge network is 26,25 mm | T | Applicable on infrastructure Applicable on vehicles This specific case is needed as long as ČME locomotives operate on 1 520  mm network | | 4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.4: The limits and associated parameters for the evaluation of rolling stock emissions are provided in the following table: | 4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.4: The limits and associated parameters for the evaluation of rolling stock emissions are provided in the following table: | T | Applicable on vehicles This specific case is linked with the use of ALSN on the 1 520  mm network | | Frequency range | Interference current limit[rms value] | T | Applicable on vehicles This specific case is linked with the use of ALSN on the 1 520  mm network | | 15 – 21 Hz 21 – 29 Hz 29 – 35 Hz 65 – 85 Hz 167 – 184 Hz 408 – 432 Hz 468 – 492 Hz 568 – 592 Hz 708 – 732 Hz 768 – 792 Hz 4 462,5 – 4 537,5  Hz 4 507,5 – 4 582,5  Hz 4 962,5 – 5 037,5  Hz 5 462,5 – 5 537,5  Hz 5 517,5 – 5 592,5  Hz | 4,1 A 1,0 A 4,1 A 4,1 A 0,4 A 0,35 A 0,35 A 0,35 A 0,35 A 0,35 A 0,2 A 0,2 A 0,2 A 0,2 A 0,2 A | T | Applicable on vehicles This specific case is linked with the use of ALSN on the 1 520  mm network | | 4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.6: The limits and associated parameters for the evaluation of rolling stock emissions are provided in the following table: | 4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.6: The limits and associated parameters for the evaluation of rolling stock emissions are provided in the following table: | T | Applicable on vehicles This specific case is linked with the use of ALSN on the 1 520  mm network | | Frequency range | Interference current limit [rms value] | T | Applicable on vehicles This specific case is linked with the use of ALSN on the 1 520  mm network | | 19 – 21 Hz 21 – 29 Hz 29 – 31 Hz 40 – 46 Hz 46 – 54 Hz 54 – 60 Hz 167 – 184 Hz 408 – 432 Hz 468 – 492 Hz 568 – 592 Hz 708 – 732 Hz 768 – 792 Hz 4 507,5 – 4 582,5  Hz 4 962,5 – 5 037,5  Hz 5 517,5 – 5 592,5  Hz | 11,6 A 1,0 A 11,6 A 5,0 A 1,3 A 5,0 A 0,4 A 0,35 A 0,35 A 0,35 A 0,35 A 0,35 A 0,2 A 0,2 A 0,2 A | T | Applicable on vehicles This specific case is linked with the use of ALSN on the 1 520  mm network |

7.7.2.6.   Sweden

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.4  Mobile communication functions for railways RMR Index 33, point 4.2.3: It is permissible to put on the market on-board Control-Command and Signalling Subsystems including 2 Watt GSM-R voice cab radios. The subsystems shall be able to operate in networks with -82 dBm. | P | No impact on interoperability | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.2.1: Maximum axle distance between two axles ≤ 17,5 m (ai in Fig. 1, point 3.1.2.1). | P | Applicable on vehicles | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.2.3: Minimum axle distance between first and last axle ≥ 4,5 m (L-b1-b2 in Fig. 1, point 3.1.2.3). | P | Applicable on vehicles | | 4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.5: Frequency range: 0,0-2,0 Hz Interference current limit [rms value]: 25,0 A Evaluation method: Low-Pass filter Evaluation parameters: (Down sampling to 1 kHz, followed by) 2,0 Hz 4th order Butterworth low-pass filter, followed by an ideal rectifier to give the absolute value. The maximum interference current for a rail vehicle must not exceed 25,0 A in the frequency range 0,0-2,0 Hz. Inrush current may exceed 45,0 A for less than 1,5 seconds and 25 A for less than 2,5 seconds. | P | Applicable on infrastructure Applicable on vehicles |

7.7.2.7.   Luxembourg

Specific case	Category	Notes
4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4.1: (1) The output of the sanding devices fitted to the vehicle shall not exceed 0,3 l per minute per rail. (2) The sanding in the stations identified in the infrastructure register is prohibited. (3) The Sanding in the area of switches is prohibited. (4) For emergency braking, no restrictions shall apply.	T
4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.3: The measurement and evaluation of rolling stock with individual track circuits shall be done according to the document GI.II.STC-VF (parameters A1, A4, V2 and D1).	T	Applicable on vehicles This specific case is needed as long as track circuits (operating frequency 83,3 Hz) are used. Document GI.II.STC.VF is available on the website of the NSA LU [^E0048].
4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.3: The measurement and evaluation of rolling stock with individual track circuits shall be done according to the document GI.II.STC-VF (parameters A5, V2 and D2).	T	Applicable on vehicles This specific case is needed as long as track circuits (operating frequency 125 Hz) are used. Document GI.II.STC.VF is available on the website of the NSA LU.

[^E0048]: (¹)

‘NSA LU’ stands for ‘National Safety Authority of Luxembourg’: Administration des Chemins de Fer (ACF), www.railinfra.lu (website).

7.7.2.8.   Germany

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.7.1: The minimum axle load of vehicles to run on specific lines indicated in the register of infrastructure is 5 t. This specific case only applies to vehicles; it does not modify the technical requirements for train detection systems specified in Index 77 and the provisions of point 7.2.8 related to their implementation. | T | Applicable on vehicles This specific case is needed as long as track circuits type WSSB are used. | | 4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.5: Frequency range: 93 - 110 Hz Interference current limit [rms value]: 2,8 A (for influencing unit) 2A (for one traction unit) Evaluation method: Band Pass Filters Evaluation parameters: — BP filter characteristics: — Centre frequencies: 95, 96, 98, 100, 102, 104, 106 and 108 Hz — 3dB-Bandwidth: 4 Hz — Butterworth, 6^th order — RMS calculation: — Integration time: 0,5 s — Time overlap: 50 % | T | Applicable on infrastructure Applicable on vehicles This specific case is needed because these track circuits may be modified by shifting the centre frequency from 100 Hz to 106,7 Hz. This would make obsolete a vehicle related National Technical Rule requiring a 100 Hz monitoring system. |

7.7.2.9.   Italy

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4.1 In addition to the TSI requirements, following criteria shall be respected. The allowed maximum amount of sand per sanding device within 30 s is: (1) For speed v ≤ 140 km/h; 400 g + 100 g (2) For speed v > 140 km/h; 650 g + 150 g | T | The national values for dispensing sand will remain valid until harmonized test specifications (currently non-existent) are available for demonstrating that different modes for dispensing sand are safety-acceptable for train detection systems operating in Italy. | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4.2 In addition to the TSI requirements, following criteria shall be respected. Granulometry ≥ 85 % of the sand mixture, with grains' diameters between 0,1 mm and 0,6 mm; and in particular: 0,07 mm ÷ 0,1 mm ≤ 3 % of the sand mixture; 0,1 mm ÷ 0,15 mm ≤ 5 % of the sand mixture; 0,15 mm ÷ 0,2 mm ≤ 25 % of the sand mixture; 0,2 mm ÷ 0,3 mm till 100 % of the sand mixture; 0,3 mm ÷ 0,4 mm till 100 % of the sand mixture; 0,4 mm ÷ 0,6 mm ≤ 65 % of the sand mixture; 0,6 mm ÷ 1,5 mm ≤ 4 % of the sand mixture. Composition Siliceous sand; Percentage of clay in the mixture: ≤ 2 %; Percentage of humidity in the mixture: ≤ 0,5 %. | T | The national values of sand mixture will remain valid until harmonized test specifications (currently non-existent) are available for demonstrating that different kinds of sand mixture are safety-acceptable for train detection systems operating in Italy. | | 4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.4 and point 3.2.2.6: Frequency range: 82 - 86 Hz Interference current limit [rms value]: 1 125  mA (per influencing unit) Evaluation method: Fast Fourier Transformation Evaluation parameters: Time window 1s, Hanning window, 50 % overlap, average on 6 consecutive windows | T2 | Applicable on infrastructure Applicable on vehicles | | 4.2.2  On-Board ETCS functionality 4.2.3  Trackside ETCS functionality An ETCS Level 1 Trackside application with infill requires that the on-board is equipped with the corresponding radio infill data transmission if the release speed is set to zero for safety reasons. | T | This is applicable for these projects notified to the European Commission by 30^th June 2020: — Vignale - Domodossola — Vignale - Novara — Novara - Novara Boschetto (Torino) — Vicenza – Treviso. |

7.7.2.10.   Czech Republic

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.4 and point 3.2.2.6: Frequency range: 70,5 – 79,5 Hz Interference current limit [rms value]: 1 A Evaluation method: Band Pass Filters Evaluation parameters: — BP filter characteristics: — Centre frequencies: 73, 75, 77 Hz (continuous band) — 3dB-Bandwidth: 5 Hz — Butterworth, order 24 — RMS calculation: — Integration time: 0,5 s — Time overlap: min 75 % — Frequency range: 271,5 - 278,5 Hz — Interference current limit [rms value]: 0,5 A — Evaluation method: Band Pass Filters — Evaluation parameters: — BP filter characteristics: — Centre frequencies: 274, 276 Hz (continuous band) — 3dB-Bandwidth: 5 Hz — Butterworth, order 24 — RMS calculation: — Integration time: 0,5 s — Time overlap: min 75 % | T | Applicable on infrastructure Applicable on vehicles |

7.7.2.11.   The Netherlands

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.11  Electromagnetic Compatibility between Rolling Stock and Control-Command and Signalling trackside equipment Index 77, point 3.2.2.6: Frequency range: 65-85 Hz (ATBEG limit) Interference current limit [rms value]: 0,5 A Evaluation method: Band Pass Filters Evaluation parameters: — BP filter characteristics — Centre frequency: 75 Hz — 3dB-Bandwith: 20 Hz — 20dB-Bandwith: 40 Hz — RMS calculation — Integration time: 5 s — Time overlap: 80 % — Transient shorter than 1s only exceeding the ATBEG limit and not the GRS limit may be ignored. — Frequency range: 65-85 Hz — (GRS TC limit) — Interference current limit [rms value]: 1,7 A — Evaluation method: Band Pass Filters — Evaluation parameters: — BP filter characteristics — Centre frequency: 75 Hz — 3dB-Bandwith: 20 Hz — 20dB-Bandwith: 40 Hz — RMS calculation — Integration time: 1,8 s — Time overlap: 80 % | P | Applicable on infrastructure Applicable on vehicles This Specific Case is needed in the context of the Class-B system ATBEG. Alternative demonstration, leading to presumption of conformity, is permissible by compliance with the national rules related to rail return current notified for this purpose. |

7.7.2.12.   Ireland

| Specific case | Specific case | Specific case | Specific case | Specific case | Specific case | Category | Notes |

| --- | --- | --- | --- | --- | --- | --- | --- | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4: A train’s leading axle shall not be sanded. | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4: A train’s leading axle shall not be sanded. | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4: A train’s leading axle shall not be sanded. | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4: A train’s leading axle shall not be sanded. | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4: A train’s leading axle shall not be sanded. | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.4: A train’s leading axle shall not be sanded. | T | This specific case is linked with the IE Class B system and certain train detection systems that require the first axle of a train having a good electric contact with the track. | | 4.2.13.1  GSM-R DMI (Driver Machine Interface) Index 32 and 33: The IE Train Running Numbers shall be encoded in the GSM-R system (i.e., in the Cab Radio and FTS) within the numeric Train Running Number of a CT2 number as follows: The first three digits of the numeric Train Running Number represent the first character of the Alphanumeric Train Running Number which is coded as defined in the table hereunder, the remaining digits are appended. If the resulting numeric Train Running Number has less than 5 digits (i.e. one character plus one digit) padding with leading zeros according to the EIRENE SRS shall apply. A specific algorithm shall be used for 5 digit numeric part of Train Running Numbers when translated from/to the Train Running Number. This is necessary as EIRENE ignores leading ‘0’ digit on Train Running Numbers with 5 digits length as they are just used as a filler. In order to avoid ambiguous situations, the following rules shall apply: — An Alphanumeric Train Running Number with the first character ‘A’ must have a numeric part of at least 3 digits to be clearly identified. Only this allows a clear identification of the corresponding code ‘099’ used for the prefix ‘A’. — All other prefix characters support a numeric part of at least 1 digit. | 4.2.13.1  GSM-R DMI (Driver Machine Interface) Index 32 and 33: The IE Train Running Numbers shall be encoded in the GSM-R system (i.e., in the Cab Radio and FTS) within the numeric Train Running Number of a CT2 number as follows: The first three digits of the numeric Train Running Number represent the first character of the Alphanumeric Train Running Number which is coded as defined in the table hereunder, the remaining digits are appended. If the resulting numeric Train Running Number has less than 5 digits (i.e. one character plus one digit) padding with leading zeros according to the EIRENE SRS shall apply. A specific algorithm shall be used for 5 digit numeric part of Train Running Numbers when translated from/to the Train Running Number. This is necessary as EIRENE ignores leading ‘0’ digit on Train Running Numbers with 5 digits length as they are just used as a filler. In order to avoid ambiguous situations, the following rules shall apply: — An Alphanumeric Train Running Number with the first character ‘A’ must have a numeric part of at least 3 digits to be clearly identified. Only this allows a clear identification of the corresponding code ‘099’ used for the prefix ‘A’. — All other prefix characters support a numeric part of at least 1 digit. | 4.2.13.1  GSM-R DMI (Driver Machine Interface) Index 32 and 33: The IE Train Running Numbers shall be encoded in the GSM-R system (i.e., in the Cab Radio and FTS) within the numeric Train Running Number of a CT2 number as follows: The first three digits of the numeric Train Running Number represent the first character of the Alphanumeric Train Running Number which is coded as defined in the table hereunder, the remaining digits are appended. If the resulting numeric Train Running Number has less than 5 digits (i.e. one character plus one digit) padding with leading zeros according to the EIRENE SRS shall apply. A specific algorithm shall be used for 5 digit numeric part of Train Running Numbers when translated from/to the Train Running Number. This is necessary as EIRENE ignores leading ‘0’ digit on Train Running Numbers with 5 digits length as they are just used as a filler. In order to avoid ambiguous situations, the following rules shall apply: — An Alphanumeric Train Running Number with the first character ‘A’ must have a numeric part of at least 3 digits to be clearly identified. Only this allows a clear identification of the corresponding code ‘099’ used for the prefix ‘A’. — All other prefix characters support a numeric part of at least 1 digit. | 4.2.13.1  GSM-R DMI (Driver Machine Interface) Index 32 and 33: The IE Train Running Numbers shall be encoded in the GSM-R system (i.e., in the Cab Radio and FTS) within the numeric Train Running Number of a CT2 number as follows: The first three digits of the numeric Train Running Number represent the first character of the Alphanumeric Train Running Number which is coded as defined in the table hereunder, the remaining digits are appended. If the resulting numeric Train Running Number has less than 5 digits (i.e. one character plus one digit) padding with leading zeros according to the EIRENE SRS shall apply. A specific algorithm shall be used for 5 digit numeric part of Train Running Numbers when translated from/to the Train Running Number. This is necessary as EIRENE ignores leading ‘0’ digit on Train Running Numbers with 5 digits length as they are just used as a filler. In order to avoid ambiguous situations, the following rules shall apply: — An Alphanumeric Train Running Number with the first character ‘A’ must have a numeric part of at least 3 digits to be clearly identified. Only this allows a clear identification of the corresponding code ‘099’ used for the prefix ‘A’. — All other prefix characters support a numeric part of at least 1 digit. | 4.2.13.1  GSM-R DMI (Driver Machine Interface) Index 32 and 33: The IE Train Running Numbers shall be encoded in the GSM-R system (i.e., in the Cab Radio and FTS) within the numeric Train Running Number of a CT2 number as follows: The first three digits of the numeric Train Running Number represent the first character of the Alphanumeric Train Running Number which is coded as defined in the table hereunder, the remaining digits are appended. If the resulting numeric Train Running Number has less than 5 digits (i.e. one character plus one digit) padding with leading zeros according to the EIRENE SRS shall apply. A specific algorithm shall be used for 5 digit numeric part of Train Running Numbers when translated from/to the Train Running Number. This is necessary as EIRENE ignores leading ‘0’ digit on Train Running Numbers with 5 digits length as they are just used as a filler. In order to avoid ambiguous situations, the following rules shall apply: — An Alphanumeric Train Running Number with the first character ‘A’ must have a numeric part of at least 3 digits to be clearly identified. Only this allows a clear identification of the corresponding code ‘099’ used for the prefix ‘A’. — All other prefix characters support a numeric part of at least 1 digit. | 4.2.13.1  GSM-R DMI (Driver Machine Interface) Index 32 and 33: The IE Train Running Numbers shall be encoded in the GSM-R system (i.e., in the Cab Radio and FTS) within the numeric Train Running Number of a CT2 number as follows: The first three digits of the numeric Train Running Number represent the first character of the Alphanumeric Train Running Number which is coded as defined in the table hereunder, the remaining digits are appended. If the resulting numeric Train Running Number has less than 5 digits (i.e. one character plus one digit) padding with leading zeros according to the EIRENE SRS shall apply. A specific algorithm shall be used for 5 digit numeric part of Train Running Numbers when translated from/to the Train Running Number. This is necessary as EIRENE ignores leading ‘0’ digit on Train Running Numbers with 5 digits length as they are just used as a filler. In order to avoid ambiguous situations, the following rules shall apply: — An Alphanumeric Train Running Number with the first character ‘A’ must have a numeric part of at least 3 digits to be clearly identified. Only this allows a clear identification of the corresponding code ‘099’ used for the prefix ‘A’. — All other prefix characters support a numeric part of at least 1 digit. | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | Prefix | digits | Prefix | digits | Prefix | digits | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | A | 099 | J | 909 | S | 990 | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | B | 199 | K | 919 | T | 991 | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | C | 299 | L | 929 | U | 992 | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | D | 399 | M | 939 | V | 993 | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | E | 499 | N | 949 | W | 994 | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | F | 599 | O | 959 | X | 995 | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | G | 699 | P | 969 | Y | 996 | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | H | 799 | Q | 979 | Z | 997 | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | I | 899 | R | 989 | | | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | Character to digits mapping | Character to digits mapping | Character to digits mapping | Character to digits mapping | Character to digits mapping | Character to digits mapping | T | This augments but does not replace the other TSI requirements for management of train running numbers, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to pure numeric train running numbers shall thus become possible and is envisaged as soon as the train management systems in Ireland are all equipped for pure numeric train running numbers. | | 4.2.12  ETCS DMI (Driver-Machine Interface) Index 6: The ETCS DMI shall be configurable so that it can show the speed in mph in addition to the standard km/h display. The configurable options shall be as follows: — Display the speed dial in both km/h and mph in the figure below, as indicated as an example for the 180km/h configuration: — Image omitted; see official source — Display the speed dial in km/h only. | 4.2.12  ETCS DMI (Driver-Machine Interface) Index 6: The ETCS DMI shall be configurable so that it can show the speed in mph in addition to the standard km/h display. The configurable options shall be as follows: — Display the speed dial in both km/h and mph in the figure below, as indicated as an example for the 180km/h configuration: — Image omitted; see official source — Display the speed dial in km/h only. | 4.2.12  ETCS DMI (Driver-Machine Interface) Index 6: The ETCS DMI shall be configurable so that it can show the speed in mph in addition to the standard km/h display. The configurable options shall be as follows: — Display the speed dial in both km/h and mph in the figure below, as indicated as an example for the 180km/h configuration: — Image omitted; see official source — Display the speed dial in km/h only. | 4.2.12  ETCS DMI (Driver-Machine Interface) Index 6: The ETCS DMI shall be configurable so that it can show the speed in mph in addition to the standard km/h display. The configurable options shall be as follows: — Display the speed dial in both km/h and mph in the figure below, as indicated as an example for the 180km/h configuration: — Image omitted; see official source — Display the speed dial in km/h only. | 4.2.12  ETCS DMI (Driver-Machine Interface) Index 6: The ETCS DMI shall be configurable so that it can show the speed in mph in addition to the standard km/h display. The configurable options shall be as follows: — Display the speed dial in both km/h and mph in the figure below, as indicated as an example for the 180km/h configuration: — Image omitted; see official source — Display the speed dial in km/h only. | 4.2.12  ETCS DMI (Driver-Machine Interface) Index 6: The ETCS DMI shall be configurable so that it can show the speed in mph in addition to the standard km/h display. The configurable options shall be as follows: — Display the speed dial in both km/h and mph in the figure below, as indicated as an example for the 180km/h configuration: — Image omitted; see official source — Display the speed dial in km/h only. | T | This augments but does not replace the other TSI requirements for management of the driver interface, so that all new equipment shall remain also fully compatible with the interoperability requirements. A transition to the pure km/h speed dial shall thus become possible and is envisaged as soon as the Irish network is fully fitted with ETCS, or all lineside speed restriction signs can be changed to km/h (i.e. all existing trains present a km/h speedometer). |

7.7.2.13.   Bulgaria

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.2.5: The distance bx (Figure 1) does not exceed 3 000  mm. | T | Applicable on vehicles |

7.7.2.14.   Austria

| Specific case | Category | Notes |

| --- | --- | --- | | 4.2.2  On-Board ETCS functionality 4.2.3  Trackside ETCS functionality An ETCS Level 1 Trackside application with infill requires that the on-board is equipped with the corresponding Euroloop infill data transmission if the release speed is set to zero for safety reasons. | T | This is applicable for the projects notified to the European Commission by 30 June 2020. | | 4.2.10  Trackside Train Detection Systems Index 77, point 3.1.7.1: The minimum permissible axle load for unrestricted use on the network is 2,0 t for lowfloor wagons. This specific case only applies to lowfloor wagons; it does not modify the technical requirements for train detection systems specified in Index 77 and the provisions of point 7.2.8 related to their implementation. | T2 | Applicable to lowfloor Wagon |

Appendix A ([^E0049])

References

For each reference made in the basic parameters (point 4 of this TSI) the following table indicates the corresponding mandatory specifications, via the Index in Table A 2.

Table A 1

References between basic parameters and mandatory specifications

| Reference in Chapter 4 | Index number (see Table A 2) |

| --- | --- | | 4.1 | | | 4.1 a | Intentionally deleted | | 4.1 b | Intentionally deleted | | 4.1 c | 3, 102 | | 4.2.1 | | | 4.2.1 a | 27, 104 | | 4.2.2 | | | 4.2.2 a | 14, 104 | | 4.2.2 b | 4, 13, 60, 104 | | 4.2.2 c | 31, 37 b, 37 c, 37 d, 104 | | 4.2.2 d | 20 | | 4.2.2 e | 6, 104 | | 4.2.2 f | 7, 81, 82, 104 | | 4.2.2 g | Intentionally deleted | | 4.2.2 h | 84, 87, 104 | | 4.2.3 | | | 4.2.3 a | 14 | | 4.2.3 b | 4, 13, 60 | | 4.2.4 | | | 4.2.4 a | 64, 65 | | 4.2.4 b | 66 | | 4.2.4 c | 67 | | 4.2.4 d | 68 | | 4.2.4 e | 73, 74 | | 4.2.4 f | 32, 33 | | 4.2.4 g | 48 | | 4.2.4 h | 69, 70 | | 4.2.4 i | Intentionally deleted | | 4.2.4 j | 71, 72 | | 4.2.4 k | 75, 76 | | 4.2.4 l | 93, 94, 95, 99 | | 4.2.4 m | 93, 94, 95 | | 4.2.4 n | 96 | | 4.2.4 o | 97 | | 4.2.5 | | | 4.2.5 a | 64, 65 | | 4.2.5 b | 10a, 10b, 10d, 34, 39, 40, 104 | | 4.2.5 c | 19, 20 | | 4.2.5 d | 9, 43 | | 4.2.5 e | 16, 50 | | 4.2.5 f | 93, 94, 95, 104 | | 4.2.5 g | Intentionally deleted | | 4.2.5 h | 86, 10a, 10d, 33, 34, 104 | | 4.2.5 i | 86, 10a, 10c, 10d, 92, 94, 95, 104 | | 4.2.5 j | 10a, 10b, 10c, 10d, 39, 40, 92, 94, 95 | | 4.2.6 | | | 4.2.6 a | 8, 25, 26, 36 c, 49, 52, 104 | | 4.2.6 b | 29, 45 | | 4.2.6 c | 46 | | 4.2.6 d | 10a,10b, 10d, 34, 104 | | 4.2.6 e | 10a, 20, 104 | | 4.2.6 f | Intentionally deleted | | 4.2.6 g | 92, 10a, 10b, 10c, 10d, 104 | | 4.2.6 h | 87, 89, 104 | | 4.2.6 i | 90, 104 | | 4.2.6 j | 10a, 10d, 34, 104 | | 4.2.6 k | 92, 10a, 10c, 10d, 104 | | 4.2.6 l | 92, 93, 99, 94, 95, 104 | | 4.2.7 | | | 4.2.7 a | 12 | | 4.2.7 b | 63 | | 4.2.7 c | 34, 10a, 10b, 10d | | 4.2.7 d | 9 | | 4.2.7 e | 16 | | 4.2.7 f | 92, 10a, 10b, 10c, 10d | | 4.2.7 g | 34, 10a, 10d | | 4.2.7 h | 92, 10a, 10c, 10d | | 4.2.8 | | | 4.2.8 a | 10d, 11, 79, 83, 104 | | 4.2.9 | | | 4.2.9 a | 23 | | 4.2.10 | | | 4.2.10 a | 77 (point 3.1) | | 4.2.11 | | | 4.2.11 a | 77 (point 3.2) | | 4.2.12 | | | 4.2.12 a | 6, 104 | | 4.2.13 | | | 4.2.13 a | 32, 33 | | 4.2.13 b | 93, 94 | | 4.2.14 | | | 4.2.14 a | 5, 104 | | 4.2.15 | | | 4.2.15 a | 38 | | 4.2.15 b | 101 | | 4.2.17 | | | 4.2.17 a | 103 | | 4.2.18 | | | 4.2.18 a | 84, 85, 104 | | 4.2.18 b | 98 | | 4.2.18 c | 88 | | 4.2.18 d | 87, 104 | | 4.2.19 | | | 4.2.19 a | 84, 85 | | 4.2.19 b | 98 |

Specifications

When a document listed in Table A 2 incorporates, by copying or by reference to, a clearly identified point of another document, this point, and only this, shall be considered as part of the document listed in Table A 2.

For the purposes of this TSI, when a document listed in Table A 2 makes a ‘mandatory’ or ‘normative’ reference to a document not listed in Table A 2, the referenced document shall always be understood as an acceptable means of compliance with basic parameters (that can be used for certification of Interoperability Constituents and Subsystems and not requiring future revisions of the TSI) and not as a mandatory specification.

Note: specifications indicated as ‘Reserved’ in Table A 2 are also listed as open points in Appendix F when there is a need for notification of national rules to close the corresponding open points. Reserved documents not listed as open points are intended as improvements to the system.

Table A 2

List of mandatory specifications