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Document 02019R0773-20230928

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

ELI: http://data.europa.eu/eli/reg_impl/2019/773/2023-09-28

02019R0773 — EN — 28.09.2023 — 003.001


This text is meant purely as a documentation tool and has no legal effect. The Union's institutions do not assume any liability for its contents. The authentic versions of the relevant acts, including their preambles, are those published in the Official Journal of the European Union and available in EUR-Lex. Those official texts are directly accessible through the links embedded in this document

►B

COMMISSION IMPLEMENTING REGULATION (EU) 2019/773

of 16 May 2019

on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU

(Text with EEA relevance)

(OJ L 139I 27.5.2019, p. 5)

Amended by:

 

 

Official Journal

  No

page

date

►M1

COMMISSION IMPLEMENTING REGULATION (EU) 2020/778 of 12 June 2020

  L 188

4

15.6.2020

►M2

COMMISSION IMPLEMENTING REGULATION (EU) 2021/2238 of 15 December 2021

  L 450

57

16.12.2021

►M3

COMMISSION IMPLEMENTING REGULATION (EU) 2023/1693 of 10 August 2023

  L 222

1

8.9.2023




▼B

COMMISSION IMPLEMENTING REGULATION (EU) 2019/773

of 16 May 2019

on the technical specification for interoperability relating to the operation and traffic management subsystem of the rail system within the European Union and repealing Decision 2012/757/EU

(Text with EEA relevance)



Article 1

This Regulation lays down the technical specification for interoperability (TSI) relating to the operation and traffic management subsystem of Union rail system, as set out in the Annex.

The TSI set out in the Annex shall apply to the operation and traffic management subsystem set out in point 2.5 of Annex II to Directive (EU) 2016/797.

Article 2

Member States shall notify the following types of agreement to the Commission by 1 January 2020, where they have not already been notified pursuant to Commission Decisions 2006/920/EC ( 1 ), 2008/231/EC ( 2 ), 2011/314/EU ( 3 ) or 2012/757/EU:

(a) 

bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities that deliver significant levels of local or regional interoperability;

(b) 

international agreements between one or more Member States and at least one third country, or between Member State(s') railway undertakings or infrastructure managers and at least one railway undertaking or infrastructure manager of a third country, that deliver significant levels of local or regional interoperability.

Article 3

The conditions to be complied with for verifying the interoperability pursuant to Article 13 of Directive (EU) 2016/797 shall be as set out in the national rules applicable in the Member State where the operation takes place, in the following situations:

(a) 

in the specific situations referred to in point 7.2 of the Annex to this Regulation;

(b) 

with regard to the topics listed as open points and areas for national rules referred to in Appendix I to that Annex.

Article 4

By 1 July 2019 at the latest, the Agency shall publish a guide on the application of the operation and traffic management subsystem (application guide). The Agency shall keep the application guide up to date.

Article 5

Decision 2012/757/EU is repealed with effect from 16 June 2021.

However, Appendix A and C of the Annex to Decision 2012/757/EU may continue to apply by 16 June 2024 at the latest.

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Article 5a

By 28 March 2024, each Member State shall notify to the Commission and the Agency any national rules made redundant by the entry into force of Commission Implementing Regulation (EU) 2023/1693 ( 4 ), together with a timetable for their withdrawal if not yet done.

Article 5b

By 28 June 2024, railway undertakings and infrastructure managers shall change their safety management system as defined in Article 9 of Directive (EU) 2016/798 in accordance with the requirements laid down in the Annex to this Regulation. Such changes, if limited to those strictly necessary to apply this Regulation, as amended, shall not be considered to be substantial changes to the safety regulatory framework within the meaning of Article 10(15) of Directive (EU) 2016/798.

▼B

Article 6

This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union.

It shall apply from 16 June 2021.

However, Sections 4.2.2.1.3.2 and 4.4 of the Annex shall apply from 16 June 2019.

Section 4.2.2.5 and Appendix D1 of the Annex to this Regulation shall apply from 16 June 2019 in the Member States that have not notified the Agency and the Commission in accordance with Article 57(2) of Directive (EU) 2016/797.

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Section 4.2.2.5 and Appendix D1 of the Annex to this Regulation shall apply from 16 June 2020 in the Member States that have notified the Agency and the Commission in accordance with Article 57(2) of Directive (EU) 2016/797 and that have not notified the Agency and the Commission in accordance with Article 57(2a) of Directive (EU) 2016/797.

Section 4.2.2.5 and Appendix D1 of the Annex to this Regulation shall apply from 31 October 2020 in the Member States that have notified the Agency and the Commission in accordance with Article 57(2a) of Directive (EU) 2016/797.

▼B

Appendix A and C of the Annex to this regulation shall apply from 16 June 2024 at the latest.

This Regulation shall be binding in its entirety and directly applicable in all Member States.




ANNEX

TABLE OF CONTENTS

1.

Introduction

1.1.

Technical scope

1.2.

Geographical scope

1.3.

Content

2.

Description of scope

3.

Essential requirements

3.1.

Compliance with the essential requirements

3.2.

Essential requirements — overview

4.

Characteristics of the subsystem

4.1.

Introduction

4.2.

Functional and technical specifications of the subsystem

4.2.1.

Specifications relating to staff

4.2.1.1.

General requirements

4.2.1.2.

Information exchange between IMs and RUs, including information for staff executing safety-critical tasks

4.2.1.2.1.

Rule Book

4.2.1.2.2.

Route Book

4.2.1.2.3.

Train running information for drivers

4.2.1.2.4.

Informing the driver in real time during train operation

4.2.1.3.

Not used

4.2.1.4.

Not used

4.2.1.5.

Safety-related communications between train crew, other railway undertaking staff and staff authorising train movements

4.2.2.

Specifications relating to trains

4.2.2.1.

Train visibility

4.2.2.1.1.

General requirement

4.2.2.1.2.

Front-end

4.2.2.1.3.

Rear end

4.2.2.1.3.1.

Passenger trains

4.2.2.1.3.2.

Freight trains

4.2.2.2.

Train audibility

4.2.2.2.1.

General requirement

4.2.2.2.2.

Control

4.2.2.3.

Vehicle identification

4.2.2.4.

Safety of passengers and load

4.2.2.4.1.

Safety of load

4.2.2.4.2.

Safety of passengers

4.2.2.5.

Route compatibility and train composition

4.2.2.5.1.

Route compatibility

4.2.2.5.2.

Train composition

4.2.2.6.

Train braking

4.2.2.6.1.

Minimum requirements of the braking system

4.2.2.6.2.

Braking performance and maximum speed allowed

4.2.2.7.

Ensuring that the train is in running order

4.2.2.7.1.

General requirement

4.2.2.7.2.

Pre-departure data

4.2.2.8.

Requirements for signal and lineside marker sighting

4.2.2.9.

Driver Vigilance

4.2.3.

Specifications relating to train operations, including ERTMS based operation

4.2.3.1.

Train planning and timetable

4.2.3.2.

Identification of trains

4.2.3.2.1.

Format of train running number

4.2.3.3.

Train departure

4.2.3.3.1.

Checks and tests before departure

4.2.3.3.2.

Informing the infrastructure manager of the train's operational status

4.2.3.4.

Traffic management

4.2.3.4.1.

General requirements

4.2.3.4.2.

Train reporting

4.2.3.4.2.1.

Data required for train position reporting and predicted hand over time

4.2.3.4.3.

Dangerous goods

4.2.3.4.4.

Operational quality

4.2.3.5.

Data recording

4.2.3.5.1.

Recording of monitoring data outside the train

4.2.3.5.2.

Recording of monitoring data on-board the train

4.2.3.6.

Degraded operation

4.2.3.6.1.

Advice to other users

4.2.3.6.2.

Advice to train drivers

4.2.3.6.3.

Contingency arrangements

4.2.3.7.

Managing an emergency situation

4.2.3.8.

Aid to train crew in the event of an incident or of a major rolling stock malfunction

4.3.

Functional and technical specifications of the interfaces

4.3.1.

Interfaces with the infrastructure TSI (INF TSI)

4.3.2.

Interfaces with the control-command and signalling TSI (CCS TSI)

4.3.3.

Interfaces with the rolling stock TSIs

4.3.3.1.

Interfaces with the locomotives and passenger rolling stock TSI (LOC&PAS TSI)

4.3.3.2.

Interfaces with the freight wagons TSI (WAG TSI)

4.3.4.

Interfaces with the Energy TSI (ENE TSI)

4.3.5.

Interfaces with the Safety in Railway Tunnels TSI (SRT TSI)

4.3.6.

Interfaces with the Noise TSI (NOI TSI)

4.3.7.

Interfaces with the Person with Reduced Mobility TSI (PRM TSI)

4.4.

Operating rules

4.4.1.

European Union railway system operational principles and rules

4.4.2.

National rules

4.4.3.

Acceptable Means of Compliance

4.4.4.

Transition from application of national rules to implementation of this Regulation

4.5.

Maintenance rules

4.6.

Professional competences

4.6.1.

Professional competence

4.6.2.

Language competence

4.6.2.1.

Principles

4.6.2.2.

Level of knowledge

4.6.3.

Initial and ongoing assessment of staff

4.6.3.1.

Basic elements

4.6.3.2.

Analysis and update of training needs

4.6.4.

Auxiliary staff

4.7.

Health and safety conditions

4.7.1.

Introduction

4.7.2.

Medical examinations and psychological assessments

4.7.2.1.

Before appointment

4.7.2.1.1.

Content of the medical examination

4.7.2.1.2.

Psychological assessment

4.7.2.2.

After appointment

4.7.2.2.1.

Frequency of periodic medical examinations

4.7.2.2.2.

Content of the periodic medical examination

4.7.2.2.3.

Additional medical examinations and/or psychological assessments

4.7.3.

Medical requirements

4.7.3.1.

General requirements

4.7.3.2.

Vision requirements

4.7.3.3.

Hearing requirements

4.8.

Additional information on infrastructure and vehicles

4.8.1.

Infrastructure

4.8.2.

Rolling stock

5.

Interoperability constituents

5.1.

Definition

5.2.

List of constituents

6.

Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem

6.1.

Interoperability constituents

6.2.

Operation and traffic management subsystem

6.2.1.

Principles

7.

Implementation

7.1.

General rules for implementation

7.1.1.

Specific transition rules for Appendices A and C

7.2.

Specific cases

7.2.1.

Introduction

7.2.2.

List of specific cases

7.2.2.1.

Permanent specific case (P) Estonia, Latvia, Lithuania, Poland, Hungary and Slovakia

7.2.2.2.

Permanent specific case Ireland and the UK for Northern Ireland

7.2.2.3.

Temporary specific case (T1) Ireland and United Kingdom

7.2.2.4.

Permanent specific case (P) Finland

Appendix A ERTMS operational principles and rules – version 6

Appendix B Fundamental operational principles and common operational rules

Appendix C Safety related communications methodology

Appendix C1. Oral communication

Appendix C2. European Instructions

Appendix D Route compatibility and Route Book

Appendix D1 Parameters for the vehicle and train compatibility over the route intended for operation

Appendix D2 Elements the infrastructure manager has to provide to the railway undertaking for the Route Book

Appendix D3 ERTMS trackside engineering information relevant to operation that the infrastructure manager shall provide to the railway undertaking

Appendix E Language and communication level

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Appendix F Elements relevant to professional qualification for the tasks associated with ‘accompanying trains’

Appendix G Elements relevant to professional qualification for the task of preparing trains

▼B

Appendix H European Vehicle Number and linked alphabetical marking on the bodywork

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

Appendix J Glossary

1.   INTRODUCTION

1.1.    Technical scope

This Technical Specification for Interoperability (‘TSI’) covers the ‘operation and traffic management’ subsystem shown in the list contained in point 1 and defined in point 2.5 of Annex II to Directive (EU) 2016/797.

1.2.    Geographical scope

The geographical scope of this Regulation is the Union's network as specified in section 1 to Annex I of Directive (EU) 2016/797 and excludes the cases referred to in Article 1(3) and 1(4) of Directive (EU) 2016/797.

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1.3.    Content

In accordance with Article 4(3) of Directive (EU) 2016/797, this TSI lays down the essential requirements for the ‘operation and traffic management’ subsystem and establishes the fundamental operating principles and common operating rules to the Union railway system. Furthermore, it establishes the interface requirements between infrastructure managers and railway undertakings.

2.   DESCRIPTION OF SCOPE

This TSI applies to the Union rail system, which includes TSI conform and non-TSI conform vehicles and fixed installations.

This TSI relates to processes and procedures, as well as to physical elements of vehicles and fixed installations that are important for their operational function in the context of this TSI and requirements applicable to staff executing safety-critical tasks.

The railway undertaking and the infrastructure manager shall ensure that all requirements of this TSI become a relevant part of railway undertaking’s and infrastructure manager’s safety management system (‘SMS’) as required by Directive (EU) 2016/798.

▼B

3.   ESSENTIAL REQUIREMENTS

3.1.    Compliance with the essential requirements

In accordance with Article 3 of Directive (EU) 2016/797, the Union rail system, its subsystems and their interoperability constituents shall meet the essential requirements set out in general terms in Annex III to that Directive.

3.2.    Essential requirements — overview

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▼B

The following table summarises the correspondence between the essential requirements set out in Annex III to Directive (EU) 2016/797 and this Regulation.



Clause

Clause Title

Safety

Reliability & Availability

Health

Environmental protection

Technical compatibility

Accessibility

Essential requirements specific to operation and traffic management

1.1.1

1.1.2

1.1.3

1.1.4

1.1.5

1.2

1.3.1

1.3.2

1.4.1

1.4.2

1.4.3

1.4.4

1.4.5

1.5

1.6.1

1.6.2

2.6.1

2.6.2

2.6.3

2.6.4

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4.2.1.2

Documentation for staff executing safety-critical tasks

 

 

 

 

 

X

 

 

 

 

 

X

 

 

 

 

X

X

X

 

4.2.1.2.1

Rule book

 

 

 

 

 

X

 

 

 

 

 

X

 

 

 

 

X

 

X

 

▼B

4.2.1.2.2

Route book

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

▼M3 —————

▼M3

4.2.1.2.3

Train running information for drivers

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.2.1.2.4

Informing the driver in real time during train operation

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

▼M3 —————

▼B

4.2.1.5

Safety-related communications between train crew, other railway undertaking staff and staff authorising train movements

 

 

 

 

 

X

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.2.2.1

Train visibility

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.1.1

General requirement

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.1.2

Front end

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.1.3

Rear end

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.2

Train audibility

X

 

 

 

 

 

 

 

 

 

 

X

 

 

 

 

X

 

X

 

4.2.2.2.1

General requirement

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.2.2

Control

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

4.2.2.3

Vehicle identification

 

 

 

 

 

X

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.4

Safety of passengers and load

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

4.2.2.5

Route Compatibility and Train composition

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

4.2.2.5.1

Route Compatibility

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

4.2.2.5.2

Train composition

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

4.2.2.6

Train braking

 

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.6.1

Minimum requirements of the braking system

 

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.6.2

Braking performance

 

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.7

Ensuring that the train is in running order

 

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.7.1

General requirement

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.7.2

Pre-departure Data

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.2.8

Requirements for Signal and lineside marker sighting

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

X

 

 

 

4.2.2.9

Driver vigilance

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

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4.2.3.1

Train planning and timetable

 

X

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

 

▼B

4.2.3.2

Identification of trains

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.2.3.3

Train departure

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.3.3.1

Checks and tests before departure

 

X

 

 

 

X

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.3.3.2

Informing the infrastructure manager of the train's operational status

 

X

 

 

 

X

 

 

 

 

 

 

 

 

 

 

 

X

X

 

4.2.3.4

Traffic management

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.2.3.4.1

General requirements

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.2.3.4.2

Train reporting

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.2.3.4.2.1

Data required for train position reporting

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.3.4.2.2

Predicted hand over time

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.3.4.3

Dangerous goods

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

 

 

4.2.3.4.4

Operational quality

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

 

4.2.3.5

Data recording

 

 

 

 

 

X

 

 

 

 

 

 

 

 

 

 

 

X

 

 

▼M3

4.2.3.5.1

Recording of monitoring data outside the train

 

 

 

 

 

X

 

 

 

 

 

 

 

 

 

 

 

X

 

 

4.2.3.5.2

Recording of monitoring data on-board the train

 

 

 

 

 

X

 

 

 

 

 

 

 

 

 

 

 

X

 

 

▼B

4.2.3.6

Degraded operation

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.2.3.6.1

Advice to other users

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

X

 

4.2.3.6.2

Advice to train drivers

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

4.2.3.6.3

Contingency arrangements

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.2.3.7

Managing an emergency situation

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.2.3.8

Aid to train crew in the event of an incident or of a major rolling stock malfunction

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

4.4

ERTMS operating rules

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

 

 

4.6

Professional qualifications

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

X

X

 

4.7

Health and safety conditions

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

4.8

Additional information on infrastructure and vehicles

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

4.8.1

Infrastructure

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

4.8.2

vehicles

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

X

 

 

 

4.   CHARACTERISTICS OF THE SUBSYSTEM

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4.1.    Introduction

In accordance with Directive 2012/34/EU of the European Parliament and of the Council ( 5 ), it is the overall responsibility of the infrastructure manager to provide all the appropriate parameters and characteristics of the infrastructure which shall be used by the railway undertaking to check the compatibility of railway undertaking’s trains to run on infrastructure manager’s network, taking into account the geographic particularities of individual lines and the functional or technical specifications set out in this section.

The fundamental operational principles and common operational rules applicable to the Union rail network are defined in Appendix B.

4.2.    Functional and technical specifications of the subsystem

The functional and technical specifications of the ‘operation and traffic management’ subsystem define the specifications to ensure safe operation, system reliability and availability and operating efficiency of the Union rail system, with focus in particular on specifications relating to:

— 
staff executing safety-critical tasks,
— 
trains,
— 
train operations,
— 
ERTMS based harmonised operation.

▼B

4.2.1.    Specifications relating to staff

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4.2.1.1.    General requirements

In its Safety Management Systems (SMS) established in accordance with Annexes I and II to Commission Delegated Regulation (EU) 2018/762 ( 6 ), each RU and IM shall identify its safety-critical tasks and safety-related functions, and the staff responsible for executing them. RUs and IMs shall define and describe in their SMS procedures and requirements to train, assess and monitor the competence of their staff executing safety-critical tasks, except the requirements laid down in the following provisions:

(i) 

training, fitness and certification requirements for train drivers (addressed by Directive 2007/59/EC of the European Parliament and of the Council ( 7 ));

(ii) 

elements relevant to professional qualification applicable to staff ‘accompanying trains’ other than the train driver, to which Appendix F of this Annex shall apply;

(iii) 

elements relevant to professional qualification applicable to staff ‘preparing trains’ other than the train driver, to which Appendix G of this Annex shall apply.

Any qualification acquired based on the procedures and rules defined in the SMS of the RU or IM shall be recorded in the concerned SMS.

The documents providing evidence of training, experience and professional competences shall be delivered to the concerned staff executing safety-critical tasks, upon request.

Such a qualification shall allow the member of staff executing safety-critical tasks to undertake similar tasks for another RU or IM, subject to the identification of additional training needs on geographical and technical specifications and the SMS of the RU or IM in accordance with point 4.6.3.2, and to the satisfactory completion of that training.

4.2.1.2.    Information exchange between IMs and RUs, including information for staff executing safety-critical tasks

IMs and RUs shall plan, prepare and operate trains and instruct staff in accordance with the information contained in Rule Book and Route Book.

Their staff executing safety-critical tasks shall be trained, and train drivers certified, based on the information provided in the Rule Book and the Route Book in accordance with their SMS.

IMs and RUs shall cooperate to exchange information and follow a process for establishing and regularly updating the Rule Book and Route Book as appropriate. Such information shall be applicable for normal, degraded and emergency operations.

The IM, in consultation with the RUs operating on its network, shall define the appropriate procedures for communication in real time and emergency situations in order to ensure that information relevant for operation is provided to the RU and/or the driver as soon as such information is available.

IMs and RUs shall ensure that all infrastructure information and rules relevant for planning, preparing and operating of trains are shared and communicated to staff executing safety-critical tasks in accordance with each staff member’s tasks in all the IMs and RUs respective operating language(s).

IM and RUs may group the Rule Book and Route Book information into support for individual staff and/or individual operations.

IMs and RUs shall supply to each member of their respective staff executing safety-critical tasks, including train drivers, with versions of the Rule Book and the Route Book tailored to the information necessary for their operations. This shall include the interface information where staff executes safety-critical tasks with a direct interface between IM and RU, in particular to ensure safety-related communication between staff authorising the movement of trains and staff onboard trains.

Future developments:

1. 

12 months after the Agency has delivered the updates to the RINF Application in accordance with Article 6(1) of Implementing Regulation (EU) 2019/777 as amended by Implementing Regulation (EU) 2023/1694 and the IMs have made the data available through RINF, RUs shall base their Route Books on the information contained in RINF.

2. 

12 months after point 1, IMs and RUs shall digitalise the Rule Book and the Route Book.

3. 

At the latest by 15 December 2025, the Agency shall deliver a Recommendation on how to harmonise the digitalisation of real time information exchange, based on Appendix C, between members of IMs’ and RUs’ staff.

4.2.1.2.1.    Rule Book

The RU and the IM shall be responsible for the compilation of their respective Rule Book as integral part of their SMS to instruct staff executing safety-critical tasks, on operational rules applicable to their role.

The Rule Book is a description of the operational rules and procedures for a network or a part thereof and vehicles operated on that network or its part(s) in normal, degraded operation and emergency situations. It shall be consistent across all the lines over which the RU operates and it shall be consistent across all the lines managed by the IM.

The Rule Book shall cover:

(a) 

for the RU:

(i) 

the common EU safety and operating rules and procedures in accordance with Appendices A, B, C and D;

(ii) 

complemented by the national rules covering areas defined by Appendix I, including the IM’s instructions to the RUs on the operations of its infrastructure and the rules for managing interfaces between the IM and the RUs, all of which need to be communicated to the RUs in accordance with the IM’s SMS interface procedures;

(iii) 

RU instructions to the staff executing safety-critical tasks including train driver laid down in its SMS;

(iv) 

information relevant to the vehicles and trains operated by the RU; and

(v) 

all the lines over which the RU operates;

(b) 

for the IM:

(i) 

the common EU safety and operating rules and procedures in accordance with Appendices A, B, C and D;

(ii) 

complemented by the national rules covering areas defined by Appendix I, including the rules for managing interfaces between the IM and the RUs;

(iii) 

IM instructions to the staff executing safety-critical tasks laid down in its SMS;

(iv) 

information relevant to the vehicles operated by the IM when applicable and when the IM is not acting as an RU; and

(v) 

all the lines managed by the IM.

It shall include procedures covering, as a minimum, the following aspects:

— 
staff safety and security,
— 
signalling and control command (class A and class B systems),
— 
train operation, including degraded mode and related to line characteristics and vehicle characteristics,
— 
incidents and accidents, including the reporting scheme, incident or accident management plan and the detailed actions to be taken in the event of an accident or an incident,
— 
degraded and emergency situations,
— 
for the Rus, traction and rolling stock, including all information relevant to the operation of the rolling stock during normal and degraded mode (such as trains requiring assistance); such documentation shall also focus on the specific interface with the infrastructure manager’s staff in these cases.

It shall have two appendices:

— 
Appendix 1: Manual of communication procedures in accordance with Appendix C1,
— 
Appendix 2: Book of European and national instructions in accordance with Appendix C2.

Predefined messages and forms shall at least exist in the ‘operating’ language(s) of infrastructure manager(s).

If the language chosen by the railway undertaking for the Rule Book is not the language in which the appropriate information was originally supplied, it is the responsibility of the railway undertaking to arrange for any necessary translation and/or provide explanatory notes in another language.

4.2.1.2.2.    Route Book

The IM shall establish the infrastructure information covering its network for its own use and for the use of the RUs operating on this network. The IM shall provide each RU with the information for the RUs’ Route Book as defined in Appendix D2, including permanent or temporary restrictions and modifications.

The infrastructure manager shall ensure that the infrastructure information is complete and accurate; the information shall be managed in accordance with Annex II, point 4.4.3 of Delegated Regulation (EU) 2018/762.

The railway undertaking is responsible for the complete and correct compilation of the Route Book, using the information supplied by the infrastructure manager(s), in accordance with Annex I, point 4.4.3 of Delegated Regulation (EU) 2018/762. The railway undertaking shall ensure the Route Book duly describes operational conditions related to line characteristics and vehicle characteristics.

The infrastructure manager shall inform the railway undertaking of any changes to the infrastructure information, whenever such information becomes available and affects train operations, including permanent or temporary restrictions and modifications.

The IM, in consultation with the RUs operating on its network, shall define the appropriate procedures when modification of the Route Book is not transmitted from the IM to RU in the appropriate agreed timing, as defined in the SMS of the IM and reflected in the SMS of the RU; in that case, the IM shall also directly inform the driver.

RU Route Book:

Using the information received, the railway undertaking is responsible for the complete and correct compilation of the Route Book, covering the infrastructure on which it operates trains.
The railway undertaking shall ensure that the route information compiled in the Route Book consists in a description of the lines and the associated lineside equipment for the lines over which the driver will operate and relevant to the driving task.
The format of the Route Book shall be prepared in the same manner for all the infrastructures operated on by the trains of an individual railway undertaking.
When informed by the infrastructure manager of changes in the infrastructure information, the railway undertaking shall update the Route Book and communicate the modification in accordance with the procedures defined in their SMS, including instructing their drivers impacted by the change.

IM Route Book:

The IM shall compile in an IM Route Book the infrastructure information to be shared with their staff executing safety-critical tasks and compile it in accordance with its SMS.
The infrastructure manager shall update the IM Route Book, whenever such information becomes available and affects the tasks of its staff executing safety critical tasks, including permanent or temporary restrictions and modifications.

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4.2.1.2.3.    Train running information for drivers

When the railway undertaking provides the drivers with their working plan, it shall provide information necessary for the normal running of the train and as a minimum include:

— 
the train identification,
— 
the train running days (if necessary),
— 
the stopping points and the activities associated with them,
— 
other timing points,
— 
the arrival/departure/passing times at each of those points.

Such train running information must be updated whenever appriopriate prior to departure and shall be based on and supplement the Rule Book and Route Book information. The information shall be provided digitally to the train drivers by 15 December 2026.

4.2.1.2.4.    Informing the driver in real time during train operation

The infrastructure manager shall inform and instruct drivers in real time about last minute changes to operations regarding the line or relevant lineside equipment, in accordance with the communication methodology established between IM and RU in line with Appendix C.

Real time information shall be limited to situation and changes that have not been managed under 4.2.1.2.2 and 4.2.1.2.3 in accordance with IMs and RUs SMS procedures and are directly affecting the driver’s route.

For emergency situations, appropriate alternative means of communication shall be established between the IM and RU in order to ensure that relevant information is made available.

Infrastructure managers and railway undertakings must have a process in place to be able to confirm the suitability of the vehicles and the drivers in respect of route knowledge for real time route deviation.

4.2.1.3.    Not used

4.2.1.4.    Not used

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4.2.1.5.    Safety-related communications between train crew, other railway undertaking staff and staff authorising train movements

The language used for safety-related communication between train crew, other railway undertaking staff (as defined in Appendix G) and the staff authorising train movements is the operating language(s) (as defined in Appendix J) used by the infrastructure manager on the route concerned.

The principles for safety-related communication between train crew and staff responsible for authorising the movement of trains are to be found in Appendix C.

In accordance with Directive 2012/34/EU, the infrastructure manager is responsible for publishing the ‘operating’ language(s) used by its personnel in daily operational use.

Where, however, local practice requires that a second language is also provided for, it is the responsibility of the infrastructure manager to determine the geographic boundaries for its use.

4.2.2.    Specifications relating to trains

4.2.2.1.    Train visibility

4.2.2.1.1.    General requirement

The railway undertaking shall ensure that trains are fitted with means of indicating the front and rear of the train.

4.2.2.1.2.    Front-end

The railway undertaking shall ensure that an approaching train is clearly visible and recognisable as such, by the presence and layout of its lit white front-end lights.

The forward facing front-end of the leading vehicle of a train shall be fitted with three lights in an isosceles triangle, as shown below. These lights shall always be lit when the train is being driven from that end.

image

The front-end lights shall optimise train detectability (marker lights), provide sufficient visibility for the train driver (head lights) by night and during low light conditions and shall not dazzle the drivers of oncoming trains.

The spacing, the height above rails, the diameter, the intensity of the lights, the dimensions and shape of the emitted beam in both day and night time operation are defined in the ‘rolling stock — locomotives and passenger rolling stock’ TSI (‘LOC&PAS TSI’).

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In order to access lines identified in RINF where permissive driving is used, by the dates mentioned below for the harmonisation of the rear-end signal as per Section 4.2.2.1.3.2, the luminous intensity of vehicle headlamps shall be in accordance with the level defined for the full-beam headlamps in point (5) of Section 4.2.7.1.1 of the Annex to Commission Regulation (EU) 1302/2014 ( 8 ) (‘TSI Loc&Pas’).

▼B

4.2.2.1.3.    Rear end

The railway undertaking shall provide the required means of indicating the rear of a train. The rear end signal shall only be exhibited on the rear of the last vehicle of the train. It shall be displayed as shown below.

image

4.2.2.1.3.1.   Passenger trains

The rear end signal of a passenger train shall consist of 2 steady red lights at the same height above buffer on the transversal axis.

4.2.2.1.3.2.   Freight trains

The rear end signal of a freight train shall consist of 2 reflective plates at the same height above buffer on the transversal axis. Any train equipped with 2 steady red lights shall also be considered to comply with this obligation.

Reflective plates shall comply with Appendix E to Wagon TSI and have the following shape with white side triangles and red top and bottom triangle:

image

The plates shall be on the same height above buffer on the transversal axis

Specific cases:

Belgium, France, Italy, Portugal, Spain and UK may continue to apply notified national rules that require freight trains to be equipped with 2 steady red lights as a condition to run on sections of their network, where this is justified by operating practices already in place and/or national rules notified before end of January 2019.

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Cooperation with neighbouring countries:

In the meantime Member States concerned, in particular at the request of the railway undertakings, shall perform an assessment with a view to accept the use of 2 reflective plates in one or more sections of their network if the result of the assessment is positive and define appropriate conditions, which shall be based upon an assessment of the risks and operational requirements. This assessment shall be completed within a maximum period of 6 months after receiving the railway undertaking's request. The acceptance of reflective plates shall be granted, unless the Member State can duly justify the refusal based on the negative result of the assessment.

Member States shall in particular endeavour to permit the use of reflective plates on rail freight corridors, with a view to prioritise the current bottlenecks. These sections and details of any conditions pertaining to them shall be recorded in the RINF. Until the information is encoded in RINF, the infrastructure manager shall ensure the information is communicated to railway undertakings by other appropriate means. The infrastructure manager shall identify the sections of lines on which 2 steady red lights are required in the RINF.

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Phasing out:

The following deadlines shall apply for accepting freight trains equipped with two reflective plates:

(1) 

From 1 January 2022, along the rail freight corridors specified in accordance with Regulation (EU) No 913/2010, with the following exceptions on the lines where steady red lights are an operational requirement for ensuring safety:

(a) 

1 January 2026 for Belgium and France;

(b) 

1 January 2025 for Portugal and Spain.

(2) 

From 1 January 2026, in the whole European Union rail network.

Member States concerned by the exceptions under (1) (a) and (b) shall provide, by 1 March 2022 at the latest, the Commission with a detailed action plan and precise targets ensuring the elimination of the requirement for red lights as rear end signals. Every 6 months thereafter, those Member States shall provide the Commission with a report on progress made on the use of reflective plates on their network with the aim of Union-level harmonisation of rear end signals by 1 January 2026. Stakeholders shall provide all necessary input to allow Member States to fulfil their reporting duty.

The Commission shall report to the committee referred to in Article 51 of Directive (EU) 2016/797 on the implementation progress of section 4.2.2.1.

▼B

4.2.2.2.    Train audibility

4.2.2.2.1.    General requirement

The railway undertaking shall ensure that trains are fitted with an audible warning device to indicate the approach of a train.

4.2.2.2.2.    Control

The activation of the audible warning device shall be possible from all driving positions.

4.2.2.3.    Vehicle identification

Each vehicle shall have a number to uniquely identify it from any other rail vehicle. This number shall be prominently displayed at least on each longitudinal side of the vehicle.

It shall also be possible to identify operational restrictions applicable to the vehicle.

Further requirements are specified in Appendix H.

4.2.2.4.    Safety of passengers and load

4.2.2.4.1.    Safety of load

The railway undertaking shall make sure that freight vehicles are safely and securely loaded and remain so throughout the journey.

4.2.2.4.2.    Safety of passengers

The railway undertaking shall ensure that passenger transport is undertaken safely at the departure and during the journey.

4.2.2.5.    Route compatibility and train composition

4.2.2.5.1.    Route compatibility

(A) 

The railway undertaking is responsible for ensuring that all vehicles composing its train are compatible with the intended route(s).

The railway undertaking shall have a process in its SMS to ensure that all vehicles it uses are authorised, registered and compatible with the intended route(s) including the requirements to be followed by its staff.

The route compatibility process shall not duplicate processes performed as part of the vehicle authorisation under Commission Implementing Regulation (EU) 2018/545 ( 9 ) to ensure technical compatibility between the vehicle and the network(s). Parameters of Appendix D1 already verified and checked during vehicle authorisation or other similar processes shall not be reassessed in the framework of route compatibility check.

For vehicle authorised under Directive (EU) 2016/797, the relevant vehicle data related to the parameters listed in Appendix D1, already checked during the authorisation process, being part of:

— 
the file referred to in Article 21(3) of Directive (EU) 2016/797, and
— 
the vehicle authorisation as referred to in Article 21(10) of Directive (EU) 2016/797,

shall be provided by the applicant referred to in Article 2(22) of Directive (EU) 2016/797 or the keeper to the railway undertaking upon request, when such information is not available in ERATV or other registers for rail vehicles.

For vehicles authorised before Directive (EU) 2016/797, the relevant vehicle data related to the parameters listed in Appendix D1 shall be provided to the railway undertaking by the holder of the vehicle authorisation documentation or the keeper upon request, when such information is not available in ERATV or other registers for rail vehicles.

The processes for route compatibility in the SMS of the railway undertaking shall include the following checks, which may be performed in parallel at any appropriate time or in any appropriate sequence:

— 
each vehicle is authorised and registered;
— 
each vehicle in the train is compatible with the route;
— 
the composition of the train is compatible with the route and the path;
— 
the preparation of the train ensuring that the train is correctly formed and complete.

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(B) 

The infrastructure manager shall provide the information for route compatibility as defined in Appendix D1 through RINF.

Appendix D1 sets out all the parameters that shall be used in the process of the railway undertaking before the first use of a vehicle or train configuration in order to ensure all vehicles composing a train are compatible with the route(s) the train is planned to operate on including, where appropriate, deviation routes and routes to workshops. Modifications of the route and changes of infrastructure characteristics have to be taken into account. When a parameter of Appendix D1 is harmonised at network(s) level of an area of use, conformity with that parameter may be presumed for any vehicle authorised for that area of use. National rules or additional national requirements for network access in respect of route compatibility are in principle considered incompatible with Appendix D1. The infrastructure manager shall not require additional technical checks for the purpose of route compatibility beyond the list laid down in Appendix D1.

At the latest by 15 December 2026, until RINF allows for hosting the following new parameters:

a) 

Specific check for Combined Transport

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

(v)

(CT Line code)

b) 

Train detection systems: influencing unit

1.1.1.3.4.

Train detection systems defined based on frequency bands

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

c) 

1.1.1.3.2.11. Safe consist length information from on-board necessary for access to the line and SIL

The infrastructure manager shall provide these information through other means free of charge as soon as possible and in electronic format to railway undertakings, authorised applicants for path requests and, where applicable, for the applicant referred to in Article 2(22) of Directive (EU) 2016/797.

The infrastructure manager shall inform the railway undertaking of the changes on characteristics of the route through RINF whenever such information becomes available and affects trains operation.

▼B

(C) 

Additional elements for route compatibility shall be checked when relevant:

— 
transport of dangerous good as referred in point 4.2.3.4.3,
— 
quieter route as referred in Noise TSI,
— 
exceptional transport as referred in Appendix I
— 
access conditions to underground stations for diesel and other thermal traction systems as referred in clause 4.2.8.3 of LOC&PAS TSI.

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(D) 

Specific elements for route compatibility of Combined Transport trains:

— 
a Combined Transport train not exceeding the loading gauge of all tracks of the line, and for which the CT code does not exceed the codification of all tracks of the line, shall be considered as a normal transport,
— 
a Combined Transport train exceeding the loading gauge, and for which the CT code does not exceed the codification of the line, shall be considered as a transport with specific requirements as referred to in Appendix I. Such requirements shall be universally applicable to all trains in this category and compliance with them shall not need to involve any further authorisation process between the RU and the IM,
— 
if the CT code exceeds the codification of the line, or if the line is not codified, a specific authorisation (exceptional transport), based on an evaluation of the operational and technical feasibility, shall be issued by the IM.

Operational procedures applicable to combined transport shall comply with the specifications set out in point 3 of the ERA Technical Document on codification of combined transport (ERA/TD/2023-01/CCT v1.1 21/03/2023  ( 10 ).

▼B

4.2.2.5.2.    Train composition

Train composition requirements shall take into account the following elements according to the allocated path:

(a) 

all vehicles composing a train including their loads

— 
shall be compatible with all the requirements applicable on the routes over which the train shall run;
— 
shall be fit to run at the maximum speed at which the train is scheduled to run;
(b) 

all vehicles on the train shall remain within their specified maintenance interval for the duration (in terms of both time and distance) of the journey being undertaken;

(c) 

the train composed of vehicles including their loads, shall comply with the technical and operational constraints of the route concerned and be within the maximum length permissible for forwarding and receiving terminals.

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The railway undertaking is responsible for ensuring that all vehicles composing the train including their load are technically fit for the journey to be undertaken and remain so throughout the journey.

▼B

The railway undertaking may need to consider additional constraints due to the type of braking regime or traction type on a particular train (see point 4.2.2.6).

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4.2.2.6.    Train braking

The railway undertaking shall set up and implement braking requirements in accordance with points 4.2.2.6.1 and 4.2.2.6.2 and shall manage them within its safety management system.

▼B

4.2.2.6.1.    Minimum requirements of the braking system

All vehicles in a train shall be connected to the continuous automatic braking system as defined in the LOC&PAS and WAG TSIs.

The first and last vehicles (including any traction units) in any train shall have the automatic brake operative.

In the case of a train becoming accidentally divided into two parts, both sets of detached vehicles shall come automatically to a stand as a result of a maximum application of the brake.

4.2.2.6.2.    Braking performance and maximum speed allowed

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(1) 

The infrastructure manager shall provide the railway undertaking with all relevant line characteristics for each route through RINF:

(i) 

signalling distances (warning, stopping) containing their inherent safety margins, that are provided via the respective locations of ‘Stopping signal’ and ‘Warning signal’, requested in Appendix D2 via the parameter 1.1.1.3.14.3;

(ii) 

gradients;

(iii) 

maximum permitted speeds;

(iv) 

conditions of use of braking systems possibly affecting the infrastructure such as magnetic, regenerative and eddy current brake.

The infrastructure manager shall ensure that the information provided to the railway undertaking(s) is complete and accurate, and shall inform the railway undertaking of the changes on the line characteristics through RINF whenever such information becomes available and affects trains operation.

▼B

(2) 

The infrastructure manager may provide the following information:

(i) 

For trains able to run at a maximum speed higher than 200 km/h, deceleration profile and equivalent response time on level track;

(ii) 

For trainsets or for fixed train compositions, unable to run at a maximum speed higher than 200 km/h, deceleration (as above in (i)) or brake weight percentage;

(iii) 

For other trains (variable compositions of trains unable to run at a maximum speed higher than 200 km/h): brake weight percentage.

If the infrastructure manager provides the above mentioned information, it shall be made available to all railway undertakings who intend to operate trains on its network in a non-discriminatory way.

The braking tables already in use and accepted for the existing non TSI conform lines at the date of entry into force of the present Regulation shall also be made available.

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(3) 

The railway undertaking shall, in the planning stage, determine the braking regime, the braking capability and corresponding maximum speed of the train taking into account:

(i) 

the relevant line characteristics as expressed in point (1) and, if available, the information provided by the infrastructure manager in accordance to point (2); and

(ii) 

the rolling stock-related margins derived from reliability and availability of the braking system.

Furthermore, the railway undertaking shall ensure that during operation each train achieves at least the necessary braking performance. In particular the railway undertaking has to set up rules to be used if a train does not reach the necessary braking performance during operation. In this case, the railway undertaking shall immediately inform the infrastructure manager. The infrastructure manager may take appropriate measures to reduce the impact on the overall traffic on its network.

▼B

4.2.2.7.    Ensuring that the train is in running order

4.2.2.7.1.    General requirement

The railway undertaking shall define the process to ensure that all safety-related on-train equipment is in a fully functional state and that the train is safe to run.

The railway undertaking shall inform the infrastructure manager of any modification to the characteristics of the train affecting its performance or any modification that might affect the ability to accommodate the train in its allocated path.

The infrastructure manager and the railway undertaking shall define and keep up to date conditions and procedures for train running temporarily in degraded mode.

4.2.2.7.2.    Pre-departure data

The railway undertaking shall ensure that the following data required for safe and efficient operation is made available to the infrastructure manager(s) prior to the departure of the train:

— 
the train identification
— 
the identity of the railway undertaking responsible for the train
— 
the actual length of the train
— 
if a train carries passengers or animals when it is not scheduled to do so
— 
any operational restrictions with an indication of the vehicle(s) concerned (gauge, speed restrictions, etc.)
— 
information the infrastructure manager requires for the transport of dangerous goods.

The railway undertaking shall advise the infrastructure manager(s) if a train does not occupy its allocated path or is cancelled.

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4.2.2.8.    Requirements for signal and lineside marker sighting

Without prejudice of ERTMS operations defined in Appendix A, the driver shall be able to observe signals and lineside markers. Signals and lineside markers as well as all other types of lineside signs that are safety related shall be observable by the driver whenever applicable.

Therefore, signals, lineside markers, signs and information boards shall be designed and positioned in such a consistent way to facilitate this. Issues that shall be taken into account include (see point 4.3.2 of this regulation for reference to CCS TSI):

(i) 

that they are suitably sited so that train head lights allow the driver to read the information;

(ii) 

suitability and intensity of lighting, where required to illuminate the information;

(iii) 

where retro-reflectivity is employed, the reflective properties of the material used are in compliance with appropriate specifications and the signs are fabricated so that train head lights easily allow the driver to read the information.

Driving cabs shall be designed in such a consistent way that the driver is able to easily see the information displayed to him (see point 4.3.3.1 of this Regulation for reference to Loc&Pas TSI).

4.2.2.9.    Driver Vigilance

The driver’s activity on board shall be monitored to automatically stop the train when a lack of driver’s activity is detected. The requirements related to the means to monitor the driver’s on-board activity are specified in the clause set out in point 4.2.9.3.1 of Loc&Pas TSI.

4.2.3.    Specifications relating to train operations, including ERTMS based operation

Fundamental operational principles and common operational rules set out in Appendix B shall apply in addition to this chapter for train operation in the Union rail system.

The ERTMS operational principles and rules specified in Appendix A of this TSI shall apply where ERTMS is deployed.

4.2.3.1.    Train planning and timetable

In accordance with Directive 2012/34/EU, the infrastructure manager shall advise what data is required when a train path is requested.

Every train has to follow a timetable, agreed between IM and RU under path allocation process; the IM shall ensure the punctual running of trains and shall assist in service performance when scheduling the timetable.

▼B

4.2.3.2.    Identification of trains

Each train shall be identified by a train running number. The train running number is given by the infrastructure manager when allocating a train path and shall be known by the railway undertaking and all infrastructure managers operating the train. The train running number shall be unique per network. Changes of train running number during a train journey should be avoided.

4.2.3.2.1.    Format of train running number

The train running number format is defined in the control-command and signalling TSI (hereinafter referred to as ‘CCS TSI’, Commission Regulation (EU) 2016/919 ( 11 ))

4.2.3.3.    Train departure

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4.2.3.3.1.    Checks and tests before departure

The railway undertaking shall determine the checks and tests to ensure that any departure of train is undertaken safely.

▼B

4.2.3.3.2.    Informing the infrastructure manager of the train's operational status

The railway undertaking shall inform the infrastructure manager when a train is ready for access to the network.

The railway undertaking shall inform the infrastructure manager of any anomaly affecting the train or its operation having possible repercussions on the train's running prior to departure and during the journey.

4.2.3.4.    Traffic management

4.2.3.4.1.    General requirements

Traffic management shall ensure the safe, efficient and punctual operation of the railway, including effective recovery from service disruption.

The infrastructure manager shall determine procedures and means for:

— 
the real time management of trains,
— 
operational measures to maintain the highest possible performance of the infrastructure in case of delays or incidents, whether actual or anticipated, and
— 
the provision of information to the railway undertaking(s) in such cases.

Any additional processes required by the railway undertaking and which affect the interface with the infrastructure manager(s) may be introduced after being agreed with the infrastructure manager.

4.2.3.4.2.    Train reporting

4.2.3.4.2.1.   Data required for train position reporting and predicted hand over time

The infrastructure manager shall:

(a) 

provide a means of real time recording of the times at which trains depart from, arrive at or pass appropriate pre-defined reporting points on their networks and the delta-time value;

(b) 

have a process which enables an indication of the estimated number of minutes of deviation from the scheduled time a train is scheduled to be handed over from one infrastructure manager to another; this shall include information on service disruption (description and location of problem).

(c) 

provide the specific data according to Commission Regulation (EU) No 1305/2014 ( 12 ) (Telematics Applications for Freight — TAF TSI) and Commission Regulation (EU) No 454/2011 ( 13 ) (Telematics Applications for Passengers — TAP TSI) required in relation to train position reporting. Such information shall include:

(1) 

Train identification

(2) 

Identity of reporting point

(3) 

Line on which the train is running

(4) 

Scheduled time at reporting point

(5) 

Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure times shall be provided in respect of intermediate reporting points at which the train calls)

(6) 

Number of minutes early or late at the reporting point

(7) 

Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the performance monitoring regime

(8) 

Indication that a report for a train is overdue and the number of minutes by which it is overdue

(9) 

Former train identification(s), if any

(10) 

Train cancelled for a whole or a part of its journey.

4.2.3.4.3.    Dangerous goods

The railway undertaking shall define the procedures to perform the transport of dangerous goods.

These procedures shall include:

— 
the provisions as specified in Directive 2008/68/EC of the European Parliament and of the Council ( 14 ) and Directive 2010/35/EU of the European Parliament and of the Council ( 15 ), as applicable

▼M3

— 
information to the driver of the presence and position of dangerous goods on the train

▼B

— 
information the infrastructure manager requires for transport of dangerous goods
— 
determination, in conjunction with the infrastructure manager, of lines of communication and planning of specific measures in case of emergency situations involving the goods.

4.2.3.4.4.    Operational quality

The infrastructure manager and the railway undertaking shall have processes in place to monitor the efficient operation of all the services concerned.

Monitoring processes shall be designed to analyse data and detect underlying trends, both in terms of human error and system error. The results of this analysis shall be used to generate improvement actions, designed to eliminate or mitigate against events which could compromise the efficient operation of the network.

Where such improvement actions would have network-wide benefits, involving other infrastructure managers and railway undertakings, they shall, subject to commercial confidentiality, be communicated accordingly.

Events that have significantly disrupted operations shall be analysed as soon as possible by the infrastructure manager. Where appropriate, and in particular where one of their staff is concerned, the infrastructure manager shall invite those railway undertaking(s) involved in the event concerned to participate in the analysis. Where the result of such analysis leads to network improvement recommendations designed to eliminate or mitigate against causes of accidents/incidents, these shall be communicated to all relevant infrastructure managers and railway undertakings concerned.

These processes shall be documented and subject to internal audit.

4.2.3.5.    Data recording

Data pertaining to the running of a train shall be recorded and retained for the purposes of:

— 
Supporting systematic safety monitoring as a means of preventing incidents and accidents.
— 
Identification of driver, train and infrastructure performance in the period leading up to and, if appropriate, immediately after an incident or accident, in order to enable the identification of causes, and supporting the case for new or changed measures to prevent recurrence.
— 
Recording information relating to the performance of both the locomotive/traction unit and the person driving.

It shall be possible to match recorded data to:

— 
the date and time of the recording;
— 
the precise geographic location of the event being recorded;
— 
the train identification;
— 
the identity of the driver.

Data to be recorded for ETCS/GSM-R are those defined in the TSI CCS and that are relevant considering the requirements in this point 4.2.3.5.

The data shall be securely sealed and stored and accessible to authorised bodies including Investigating Bodies in carrying out their role pursuant to Article 22 of Directive (EU) 2016/798.

4.2.3.5.1.    Recording of ►M3  monitoring ◄ data outside the train

As a minimum, the infrastructure manager shall record the following data:

— 
the failure of lineside equipment associated with the movement of trains (signalling, points etc.);
— 
the detection of an overheating axle bearing, if fitted;
— 
safety related communication between the train driver and signaller.

4.2.3.5.2.    Recording of ►M3  monitoring ◄ data on-board the train

As a minimum, the railway undertaking shall record the following data:

— 
the detection of passing of signals at danger or ‘end of movement authority’;
— 
application of the emergency brake;
— 
speed at which the train is running;
— 
any isolation or overriding of the on-board train control (signalling) systems;
— 
operation of the audible warning device;
— 
operation of door controls (release, closure), if fitted;
— 
detection by on-board alarm systems related to the safe operation of the train, if fitted;
— 
identity of the cab for which data is being recorded to be checked.

Further technical specifications concerning the recording device are set out in the LOC&PAS TSI.

4.2.3.6.    Degraded operation

4.2.3.6.1.    Advice to other users

The infrastructure manager in conjunction with the railway undertaking(s) shall define a process to immediately inform each other of any situation that impedes the safety, performance and/or the availability of the rail network or rolling stock.

4.2.3.6.2.    Advice to train drivers

In any case of degraded operation associated with the infrastructure manager's area of responsibility, the infrastructure manager shall give formal instructions to drivers on what measures to take in order to safely overcome the degradation.

4.2.3.6.3.    Contingency arrangements

The infrastructure manager in conjunction with all the railway undertakings operating over its infrastructure, and neighbouring infrastructure managers as appropriate, shall define, publish and make available appropriate contingency measures and assign responsibilities based on the requirement to reduce any negative impact as a result of degraded operation.

The planning requirements and the response to such events shall be proportional to the nature and potential severity of the degradation.

These measures, which shall as a minimum include plans for recovering the network to ‘normal’ status, may also address:

— 
rolling stock failures (for example, those which could result in substantial traffic disruption, the procedures for rescuing failed trains);
— 
infrastructure failures (for example, when there has been a failure of the electric power or the conditions under which trains may be diverted from the booked route);
— 
extreme weather conditions.

The infrastructure manager shall establish and keep updated contact information for key infrastructure manager and railway undertaking staff who may be contacted in the event of service disruption leading to degraded operation. This information shall include contact details both during and outside office hours.

The railway undertaking shall submit this information to the infrastructure manager and advise the infrastructure manager of any changes to these contact details.

The infrastructure manager shall advise all the railway undertaking(s) of any changes to its details.

4.2.3.7.    Managing an emergency situation

The infrastructure manager shall, in consultation with:

— 
all railway undertakings operating over its infrastructure, or, where appropriate, representative bodies of railway undertakings operating over its infrastructure,
— 
neighbouring infrastructure managers, as appropriate,
— 
local authorities, representative bodies of the emergency services (including fire-fighting and rescue) at either local or national level, as appropriate,

define, publish and make available appropriate measures to manage emergency situations and restore the line to normal operation.

Such measures shall typically cover:

— 
collisions,
— 
fires on train,
— 
evacuation of trains,
— 
accidents in tunnels,
— 
incidents involving dangerous goods
— 
derailments.

The railway undertaking shall provide the infrastructure manager with any specific information in respect to these circumstances, especially in respect to the recovery or re-railing of their trains.

Additionally, the railway undertaking shall have processes to inform passengers about on-board emergency and safety procedures.

4.2.3.8.    Aid to train crew in the event of an incident or of a major rolling stock malfunction

The railway undertaking shall define appropriate procedures to assist the train crew in degraded situations in order to avoid or decrease delays caused by technical or other failures of the rolling stock (for example, lines of communication, measures to be taken in case of evacuation of a train).

4.3.    Functional and technical specifications of the interfaces

In the light of the essential requirements set out in Chapter 3 of this Regulation, the functional and technical specifications of the interfaces are as follows:

4.3.1.    Interfaces with the infrastructure TSI (INF TSI)



Reference this Regulation

 

Reference INF TSI

 

Parameter

Point

Parameter

Point

Braking performance and maximum speed allowed

4.2.2.6.2

Longitudinal track resistance

4.2.6.2

▼M3

Route Book

4.2.1.2.2

Operating rules

4.4

Degraded operation

4.2.3.6

▼B

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

Appendix D1

Ascertain Compatibility of infrastructure and rolling stock after authorisation of rolling stock

7.6

4.3.2.    Interfaces with the control-command and signalling TSI (CCS TSI)



Reference this Regulation

 

Reference CCS TSI

 

Parameter

Point

Parameter

Point

▼M3

Rule Book

4.2.1.2.1

Operating rules (normal and degraded conditions)

List of harmonised text indications and messages displayed on the ETCS Driver Machine Interface

4.4

Appendix E

Operating rules

4.4

ERTMS trackside engineering information relevant to operation

Appendix D3

Requirements for lineside signal and marker sighting

4.2.2.8

Track-side control-command and signalling objects

4.2.15

4.2.18

▼B

Train braking

4.2.2.6

Train braking performance and characteristics

4.2.2

▼M3

Rule Book

4.2.1.2.1

Use of sanding equipment

On-board flange lubrication

Use of composite brake blocks

4.2.10

▼B

Format of train running number

4.2.3.2.1

ETCS DMI

4.2.12

GSM-R DMI

4.2.13

Data recording

4.2.3.5

Interface to data recording for regulatory purposes

4.2.14

Ensuring that the train is in running order

4.2.2.7

Key management

4.2.8

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

Appendix D1

Route compatibility checks before the use of authorised vehicles

4.9

4.3.3.    Interfaces with the rolling stock TSIs

4.3.3.1.    Interfaces with the locomotives and passenger rolling stock TSI (LOC&PAS TSI)



Reference this Regulation

 

Reference LOC&PAS TSI

 

Parameter

Point

Parameter

Point

Contingency arrangements

4.2.3.6.3

Rescue coupling

4.2.2.2.4

End coupling

4.2.2.2.3

Route Compatibility and Train composition

4.2.2.5

axle load parameter

4.2.3.2.1

Train braking

4.2.2.6

Braking performance

4.2.4.5.

Train visibility

4.2.2.1

External lights

4.2.7.1

Train audibility

4.2.2.2

Horn (audible warning device)

4.2.7.2

Requirements for lineside signal and marker sighting

4.2.2.8

External visibility

4.2.9.1.3

Optical characteristics of the windscreen

4.2.9.2.2

Internal lighting

4.2.9.1.8

Driver vigilance

4.2.2.9

Driver's activity control function

4.2.9.3.1

▼M3

Recording of monitoring data on-board the train

4.2.3.5

Appendix I

Recording device

4.2.9.6

▼B

Managing an emergency situation

4.2.3.7

Lifting diagram and instructions

4.2.12.5

Rescue related descriptions

4.2.12.6

▼M3

Route Compatibility and Train composition

Elements relevant to professional qualification for the tasks associated with ‘accompanying trains’

4.2.2.5

Appendix F

Operating documentation

4.2.12.4

▼B

Sanding

Appendix B

Rolling stock characteristics for compatibility with train detection system based on track circuits — Isolating emissions

4.2.3.3.1.1

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

Appendix D1

Route compatibility checks before the use of authorised vehicles

4.9

4.3.3.2.    Interfaces with the freight wagons TSI (WAG TSI)



Reference this Regulation

 

Reference WAG TSI

 

Parameter

Point

Parameter

Point

Rear end

4.2.2.1.3

Attachment devices for rear-end signal

4.2.6.3

Freight trains

4.2.2.1.3.2

Rear-end signal

Appendix E

Route Compatibility and Train composition

4.2.2.5

Gauging

4.2.3.1

Route Compatibility and Train composition

4.2.2.5

Compatibility with load carrying capacity of lines

4.2.3. 2

Contingency arrangements

4.2.3.6.3

Strength of unit — Lifting and jacking

4.2.2.2

Train braking

4.2.2.6

Brake

4.2.4

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

Appendix D1

Route compatibility checks before the use of authorised vehicles

4.9

4.3.4.    Interfaces with the Energy TSI (ENE TSI)

▼M3



Reference this Regulation

Reference TSI ENE

Parameter

Point

Parameter

Point

Route Compatibility and Train composition

4.2.2.5

Maximum train current

4.2.4.1

Route Book

4.2.1.2.2

Route Compatibility and Train composition

4.2.2.5

Separation sections

Phase

4.2.15

Route Book

4.2.1.2.2

System

4.2.16

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

Appendix D1

Route compatibility checks before the use of authorised vehicles

7.3.5

▼B

4.3.5.    Interfaces with the Safety in Railway Tunnels TSI (SRT TSI)



Reference this Regulation

 

Reference SRT TSI

 

Parameter

Point

Parameter

Point

Ensuring that the train is in running order

4.2.2.7

Emergency rule

4.4.1

Train departure

4.2.3.3

Degraded operation

4.2.3.6

Managing an emergency situation

4.2.3.7

Tunnels emergency plan

4.4.2

Exercises

4.4.3

Provision of on-train safety and emergency information to passengers

4.4.5

Professional competence

4.6.1

Tunnel specific competence of the train crew and other staff

4.6.1

4.3.6.    Interfaces with the Noise TSI (NOI TSI)



Reference this Regulation

 

Reference NOI TSI

 

Parameter

Point

Parameter

Point

Route compatibility and train composition

4.2.2.5

Additional provisions for the application of this TSI to existing wagons

7.2.2

▼M3

Train planning and timetable

4.2.3.1

Quieter routes

Appendix D

▼B

Contingency arrangements

4.2.3.6.3

Specific rules for the operation of wagons on quieter routes in case of degraded operation

4.4.1

4.3.7.    Interfaces with the Regulation (EU) No 1300/2014 ( 16 ), Person with Reduced Mobility TSI (PRM TSI)



Reference this Regulation

 

Reference PRM TSI

 

Parameter

Point

Parameter

Point

Professional Competence

4.6.1

Infrastructure subsystem

4.4.1

►M3  Elements relevant to professional qualification for the tasks associated with ‘accompanying trains’ ◄

Appendix F

Professional Competence

4.6.1

Rolling stock subsystem

4.4.2

►M3  Elements relevant to professional qualification for the tasks associated with ‘accompanying trains’ ◄

Appendix F

Route Compatibility and Train composition

4.2.2.5

Rolling stock subsystem

4.4.2

4.4.    Operating rules

4.4.1.    European Union railway system operational principles and rules

Operational principles and rules to be applied throughout the European Union railway system are specified in Appendices A (ERTMS operational principles and rules) and B (common operational principles and rules).

4.4.2.    National rules

National rules are not compatible with this TSI, except for Appendix I which lists the areas where no common operational principles and rules exist and which may continue to be subject to national rules. In accordance with Decision (EU) 2017/1474 the Agency in cooperation with the Member State(s) concerned shall cooperate to assess the list of open points with a view to:

(a) 

further harmonise the requirements of this Regulation through detailed provisions or through acceptable means of compliance, or

(b) 

facilitate the integration of such national rules into the safety management systems of the railway undertakings and the infrastructure managers, or

(c) 

confirm the need for national rules.

4.4.3.    Acceptable Means of Compliance

The Agency may by means of technical opinion define acceptable means of compliance, which shall be presumed to ensure compliance with specific requirements of this Regulation, and ensure safety in accordance with Directive (EU) 2016/798.

The Commission, the Member States or the affected stakeholders may request the Agency to define acceptable means of compliance in accordance with Article 10 of Regulation (EU) 2016/796 of the European Parliament and of the Council of 11 May 2016  ( 17 ). The Agency shall consult Member States and affected stakeholders and present the technical opinion to the committee referred to in Article 51 of Directive (EU) 2016/797 before its adoption.

▼M3 —————

▼B

4.4.4.    Transition from application of national rules to implementation of this Regulation

During the transition from the application of national rules to the implementation of this Regulation, railway undertakings and infrastructure managers shall review their safety management systems to ensure the continuation of safe operations. If necessary, they shall update their safety management systems.

In situation of deficiency, the procedure of Article 6 of Directive (EU) 2016/797 shall apply.

4.5.    Maintenance rules

Not applicable

4.6.    Professional competences

4.6.1.    Professional competence

Staff of the railway undertaking and the infrastructure manager shall have attained appropriate professional competence to undertake all necessary safety-critical tasks in normal, degraded and emergency situations. Such competence comprises professional knowledge and the ability to put this knowledge into practice.

▼M3

Railway undertakings and Infrastructure managers shall define their own risk-based competence management system within their Safety Management Systems processes, in accordance with Annex I and Annex II to Delegated Regulation (EU) 2018/762.

Appendices F and G defines professional qualification relevant to the competence management system.

▼B

4.6.2.    Language competence

4.6.2.1.    Principles

The infrastructure manager and the railway undertaking are required to ensure that their relevant staff are competent in the use of the communication protocols and principles set out in Appendix C.

Where the operating language used by the infrastructure manager differs from that habitually used by the railway undertaking's staff, such linguistic and communications training shall form a critical part of the railway undertaking's overall competence management system.

Railway undertaking staff whose duties require them to communicate with staff of the infrastructure manager in connection with safety-critical matters, whether in normal, degraded or emergency situations, shall have a sufficient level of knowledge in the operating language of the infrastructure manager.

4.6.2.2.    Level of knowledge

The level of knowledge in the infrastructure manager's operating language shall be sufficient for safety purposes.

(a) 

As a minimum this shall comprise of the driver being able to:

— 
send and understand all the messages specified in Appendix C;
— 
effectively communicate in normal, degraded and emergency situations;

▼M3

— 
complete the forms associated with the use of the Book of European and national Instructions.

▼B

(b) 

Other members of the train crew whose duties require them to communicate with the infrastructure manager on safety-critical matters, shall as a minimum, be able to send and understand information describing the train and its operational status.

The level of knowledge for staff accompanying trains other than train drivers shall be at least level 2 as described in Appendix E.

4.6.3.    Initial and ongoing assessment of staff

4.6.3.1.    Basic elements

Railway undertakings and infrastructure managers are required to define the assessment process for their staff in order to meet the requirements specified in Commission Delegated Regulation (EU) 2018/762 ( 18 ) ►M3  or Commission Regulations (EU) No 1158/2010 and (EU) No 1169/2010  ◄ .

4.6.3.2.    Analysis and update of training needs

Railway undertakings and infrastructure managers shall undertake an analysis of training needs for their relevant staff and define a process for reviewing and updating their individual training needs in order to meet the requirements specified in Delegated Regulation (EU) 2018/762 ►M3  or Regulations (EU) No 1158/2010 and (EU) No 1169/2010 ◄ .

This analysis shall set out both scope and complexity and take into account the risks associated with the operation of trains, traction and rolling stock. The railway undertaking shall define the process by which knowledge of on board staff of the routes worked over is acquired and maintained. This process shall be:

— 
based upon the route information provided by the infrastructure manager; and
— 
in accordance with the process described in point 4.2.1.

For the tasks associated with ‘accompanying trains’ and ‘preparing trains’, the elements that shall be considered may be found in respectively the appendices F and G. As appropriate, these elements shall be put in place as part of the training for staff.

It is possible that due to the type of operation envisaged by a railway undertaking or the nature of the network being run by an infrastructure manager, some of the elements in the appendices F and G shall not be appropriate. The analysis of training needs shall document those not deemed appropriate and the reasons why.

4.6.4.    Auxiliary staff

The railway undertaking shall make sure that the auxiliary staff (for example, catering and cleaning) not forming part of the train crew is, in addition to their basic instruction, trained to respond to the instructions of the fully trained members of the train crew.

4.7.    Health and safety conditions

▼M3

4.7.1.    Introduction

Staff identified in point 4.2.1.1 and executing safety-critical tasks as specified in the SMS of a RU or IM shall have appropriate fitness to ensure that overall operational and safety standards are met.

Railway undertakings and infrastructure managers shall set up and document the process they put in place to meet the medical, psychological and health requirements for their staff within their safety management system in accordance with Delegated Regulation (EU) 2018/762 defining common safety method on SMS.

Medical examinations as specified in point 4.7.2 and 4.7.3 on the individual fitness of staff shall be conducted by a person established as medical doctor or a psychologist qualified to carry out such examinations. The results must be accepted by every IM and RU as proof of fitness of staff or potential staff members.

Such examinations shall allow the member of staff executing safety-critical tasks to undertake similar tasks for another RU or IM, subject to the identification of additional medical, psychological and health requirements in the SMS of the RU or IM and to the satisfactory fitness of staff or potential staff members.

Fitness requirements set in point 4.7.2 and in point 4.7.3 are applicable to:

— 
Staff ‘accompanying trains’ other than the train driver,
— 
Staff undertaking the task of preparing trains,
— 
Staff undertaking the task of dispatching and authorising the movement of trains.

4.7.1.1.    Alcohol, drugs and psychotropic medication limits

Staff shall not perform safety-critical tasks whilst vigilance is impaired by substances such as alcohol, drugs or psychotropic medication. Therefore, the railway undertaking and the infrastructure manager shall have in place procedures to control the risk that staff attend for work under the influence of such substances, or consume such substances at work.

European or National rules of the Member State where a train service is operated apply with regard to defined limits of the above mentioned substances.

▼B

4.7.2.    Medical examinations and psychological assessments

4.7.2.1.    Before appointment

▼M3

4.7.2.1.1.    Content of the medical examination

▼B

Medical examinations shall cover:

— 
General medical examination;
— 
Examinations of sensory functions (vision, hearing, colour perception);
— 
Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clinical examination;
— 
Screening for abuse of drugs.

4.7.2.1.2.    Psychological assessment

The aim of the psychological assessment is to support the railway undertaking in the appointment and management of staff who have the cognitive, psychomotor, behavioural and personality capabilities to perform their roles safely.

In determining the content of the psychological assessment ►M3  , as a minimum, ◄ the following criteria relevant to the requirements of each safety function shall be taken into account:

(a) 

Cognitive:

— 
Attention and concentration,
— 
Memory,
— 
Perceptive capability,
— 
Reasoning,
— 
Communication.
(b) 

Psychomotor:

— 
Speed of reaction,
— 
Gestured coordination.
(c) 

Behavioural and personality

— 
Emotional self-control,
— 
Behavioural reliability,
— 
Autonomy,
— 
Conscientiousness.

If any of those elements is omitted, the respective decision shall be justified and documented by a psychologist.

Applicants shall demonstrate their psychological fitness by passing an examination conducted by, or under the supervision of — to be decided by the Member State — a psychologist or a medical doctor.

4.7.2.2.    After appointment

4.7.2.2.1.    Frequency of periodic medical examinations

At least one systematic medical examination shall be performed:

— 
Every 5 years for staff aged up to 40;
— 
Every 3 years for staff aged between 41 and 62;
— 
Every year for staff aged over 62.

Increased frequency of examination shall be set by the medical doctor if the state of health of the member of the staff requires so.

▼M3

4.7.2.2.2.    Content of the periodic medical examination

▼B

If the worker complies with the criteria required at the examination, which is carried out before practising an occupation, the periodic specialised examinations shall include ►M3  as a minimum ◄ :

— 
General medical examination;
— 
Examination of sensory functions (vision, hearing, colour perception);
— 
Urine or blood analysis for the detection of diabetes mellitus and other conditions as indicated by the clinical examination;
— 
Screening for abuse of drugs where clinically indicated.

4.7.2.2.3.    Additional medical examinations and/or psychological assessments

Besides the periodic medical examination, an additional specific medical examination and/or psychological assessment shall be performed where there is reasonable ground for doubting the medical or psychological fitness of a member of staff or reasonable suspicion of use of drugs or use of alcohol over the limits allowed. This would be the case especially after an incident or accident caused by human error on the part of the individual.

The railway undertaking and the infrastructure manager shall put systems in place to ensure that such additional examinations and assessments are undertaken as appropriate.

4.7.3.    Medical requirements

4.7.3.1.    General requirements

Staff shall not suffer from medical conditions or take medical treatment likely to cause:

— 
Sudden loss of consciousness;
— 
Impairment of awareness or concentration;
— 
Sudden incapacity;
— 
Impairment of balance or coordination;
— 
Significant limitation of mobility.

The following vision and hearing requirements shall be met:

4.7.3.2.    Vision requirements

— 
Aided or unaided distance visual acuity: 0,8 (right eye + left eye — measured separately); minimum of 0,3 for the worse eye;
— 
Maximum corrective lenses: hypermetropia + 5/myopia – 8. The medical doctor may allow values outside this range in exceptional cases and after having sought the opinion of an eye specialist;
— 
Intermediate and near vision: sufficient whether aided or unaided;
— 
Contact lenses are allowed;
— 
Normal colour vision: using a recognised test, such as the Ishihara, completed by another recognised test if required;
— 
Vision field: normal (absence of any abnormality affecting the task to be performed);
— 
Vision for both eyes: effective;
— 
Binocular vision: effective;
— 
Contrast sensitivity: good;
— 
Absence of progressive eye disease;
— 
Lens implants, keratotomies and keratectomies are allowed only on condition that they are checked on a yearly basis or according to a frequency set by the medical doctor.

4.7.3.3.    Hearing requirements

Sufficient hearing confirmed with tone audiogram, that is:

— 
Hearing good enough to hold a phone conversation going and be able to hear alert tones and radio messages
— 
The use of hearing aids is allowed.

4.8.    Additional information on infrastructure and vehicles

▼M3

4.8.1.    Infrastructure

The requirements for the rail infrastructure related data items with regard to the operation and traffic management subsystem, and which shall be made available to railway undertakings through RINF, are specified in Appendix D.

The infrastructure manager shall inform the railway undertaking of the changes on the infrastructure related data through RINF whenever such information becomes available and affects trains operation. The infrastructure manager is responsible for the accuracy of the data.

Until 15 December 2026, provided the necessary adaptations to RINF Application were implemented by the Agency, the infrastructure manager shall provide these information through other means free of charge as soon as possible and in electronic format to railway undertakings, authorised applicants for path requests and, where applicable, for the applicant referred to in Article 2(22) of Directive (EU) 2016/797.

▼B

4.8.2.    Rolling stock

The following rolling stock related data items shall be available to infrastructure managers:

— 
whether the vehicle is constructed from materials which may be hazardous in case of accidents or fire (for example, asbestos); the keeper is responsible for the correctness of the data;
— 
total length of the vehicle, including buffers if existing; the railway undertaking is responsible for the correctness of the data.

5.   INTEROPERABILITY CONSTITUENTS

5.1.    Definition

Article 2.7 of Directive (EU) 2016/797 defines the ‘interoperability constituents’.

5.2.    List of constituents

In respect to the operation and traffic management subsystem, there is no interoperability constituent.

6.   ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM

6.1.    Interoperability constituents

As this Regulation does not yet specify any interoperability constituents, no assessment arrangements are discussed.

6.2.    Operation and traffic management subsystem

6.2.1.    Principles

The operation and traffic management subsystem is a functional subsystem according to Annex II to Directive (EU) 2016/797.

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In accordance with Articles 9 and 10 of Directive (EU) 2016/798, railway undertakings and infrastructure managers shall demonstrate compliance with the requirements of this Regulation within their safety management system when applying for any new or amended safety certificate or safety authorisation in accordance with Commission Implementing Regulation (EU) 2018/763 ( 19 ).

The common safety methods on safety management system requirements as laid down by Commission Delegated Regulation (EU) 2018/762 require national safety authorities to set up an inspection regime to supervise and monitor compliance with the safety management system in accordance with Commission Delegated Regulation (EU) 2018/761 ( 20 ), including all TSIs. None of the requirements contained within this Regulation require separate assessment by a Notified Body.

▼B

Requirements in this Regulation that refer to structural subsystems and listed in the interfaces (point 4.3) are assessed under the relevant structural TSIs.

7.   IMPLEMENTATION

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7.1.    General rules for implementation

In accordance with Article 9 of Directive (EU) 2016/798 and Article 5b of this Regulation, railway undertakings and infrastructure managers shall ensure compliance with this Regulation under their SMS, established following Delegated Regulation (EU) 2018/762.

7.1.1.    Specific transition rules for Appendices A and C

Infrastructure managers may postpone, in coordination with the railway undertakings operating on their networks and in accordance with Annex II point 5.1.1 of Commission Delegated Regulation (EU) 2018/762, the implementation of Appendix A and Appendix C to 16 December 2025 at the latest. This is subject to the condition that the Agency and the concerned NSA receive not later than 16 June 2024:

(a) 

a commitment of implementation issued by the IM’s management;

(b) 

an implementation plan of the IM, including training schedules, which sets the delays for the application of the modified operational procedures necessary and, where relevant, the implementation of the respective appropriate IT tools.

RUs shall provide training to drivers and relevant staff to operate trains in accordance with Appendix A and C by 16 December 2025 at the latest or any earlier date defined by the IM.

▼B

7.2.    Specific cases

7.2.1.    Introduction

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

These specific cases belong to two categories:

(a) 

the provisions apply either permanently (case ‘P’), or temporarily (case ‘T’).

(b) 

In temporary cases Member States shall conform with the relevant subsystem by 2024 (case ‘T1’).

7.2.2.    List of specific cases

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7.2.2.1.    Permanent specific case (P) Estonia, Latvia, Lithuania, Poland, Hungary and Slovakia

For the implementation of point 4.2.2.1.3.2, freight trains which are operated solely on the 1 520 mm gauge network of Estonia, Latvia, Lithuania, Poland, Hungary and Slovakia may use the following train rear end signal.