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Document 32010D0640
2010/640/EU: Commission Decision of 21 October 2010 amending Decisions 2006/920/EC and 2008/231/EC concerning the technical specifications of interoperability relating to the subsystem ‘Traffic Operation and Management’ of the trans-European conventional and high-speed rail systems (notified under document C(2010) 7179) Text with EEA relevance
2010/640/EU: Commission Decision of 21 October 2010 amending Decisions 2006/920/EC and 2008/231/EC concerning the technical specifications of interoperability relating to the subsystem ‘Traffic Operation and Management’ of the trans-European conventional and high-speed rail systems (notified under document C(2010) 7179) Text with EEA relevance
2010/640/EU: Commission Decision of 21 October 2010 amending Decisions 2006/920/EC and 2008/231/EC concerning the technical specifications of interoperability relating to the subsystem ‘Traffic Operation and Management’ of the trans-European conventional and high-speed rail systems (notified under document C(2010) 7179) Text with EEA relevance
OJ L 280, 26.10.2010, p. 29–58
(BG, ES, CS, DA, DE, ET, EL, EN, FR, IT, LV, LT, HU, MT, NL, PL, PT, RO, SK, SL, FI, SV) This document has been published in a special edition(s)
(HR)
No longer in force, Date of end of validity: 31/12/2013; Implicitly repealed by 32012D0757
- Date of document:
- 21/10/2010
- Date of effect:
- 25/10/2010; Application See Art 3
- Date of effect:
- 26/10/2010; Takes effect Date notif.
- Date of effect:
- 01/01/2014; Application Partial application See Art 3
- Date of notification:
- 26/10/2010; The act was notified but the date of notification is not available on EUR-Lex – the date of publication is used instead.
- Date of end of validity:
- 31/12/2013; Implicitly repealed by 32012D0757
- Author:
- European Commission
- Form:
- Decision
- Addressee:
- The twenty-seven Member States: Belgium, Bulgaria, Czech Republic, Denmark, Germany, Estonia, Ireland, Greece, Spain, France, Italy, Cyprus, Latvia, Lithuania, Luxembourg, Hungary, Malta, Netherlands, Austria, Poland, Portugal, Romania, Slovenia, Slovakia, Finland, Sweden, United Kingdom
- Additional information:
- EEA relevance
- Treaty:
- Treaty on the Functioning of the European Union
- Legal basis:
-
- 32008L0057 - A06P1
- Link
- Link
- Link
- Select all documents mentioning this document No data available in the table
- Modifies:
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Relation Act Comment Subdivision concerned From To Modifies 32006D0920 Amendment annex 25/10/2010 Modifies 32006D0920 Addition article 1 TER 25/10/2010 Modifies 32006D0920 Addition article 1 BIS 25/10/2010 Modifies 32008D0231 Addition article 1 TER 25/10/2010 Modifies 32008D0231 Addition article 1 BIS 25/10/2010 Modifies 32008D0231 Amendment annex 25/10/2010
No data available in the table
- Modified by:
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Relation Act Comment Subdivision concerned From To Corrected by 32010D0640R(01) (DA) Modified by 32011D0314 Partial repeal Modified by 32012D0757 Partial repeal Implicitly repealed by 32012D0757 01/01/2014 - Instruments cited:
- Link
- EUROVOC descriptor:
- Subject matter:
- Directory code:
-
- 13.60.00.00 Industrial policy and internal market / Trans-European networks
Language
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Official Journal
|
26.10.2010 |
EN |
Official Journal of the European Union |
L 280/29 |
COMMISSION DECISION
of 21 October 2010
amending Decisions 2006/920/EC and 2008/231/EC concerning the technical specifications of interoperability relating to the subsystem ‘Traffic Operation and Management’ of the trans-European conventional and high-speed rail systems
(notified under document C(2010) 7179)
(Text with EEA relevance)
(2010/640/EU)
THE EUROPEAN COMMISSION,
Having regard to the Treaty on the Functioning of the European Union,
Having regard to Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community (1), and in particular Article 6(1) thereof,
Having regard to the recommendations of the European Railway Agency of 17 July 2009 on consistent ERTMS rules in Control-Command and Signalling and Traffic Operation and Management TSIs (ERA/REC/2009-02/INT), on revised Annex P of Traffic Operation and Management TSIs for high-speed and conventional rail (ERA/REC/2009-03/INT), on revised Annex T of Traffic Operation and Management TSI for conventional rail (ERA/REC/2009-04/INT) and on an amendment aiming to achieve consistency between Directive 2007/59/EC and Traffic Operation and Management TSIs in respect to train driver competence provisions (ERA/REC/2009-05/INT),
Whereas:
|
(1) |
Article 12 of Regulation (EC) No 881/2004 of the European Parliament and of the Council (2) requires that the European Rail Agency (hereinafter ‘the Agency’) shall ensure that the technical specifications for interoperability (hereinafter ‘TSIs’) are adapted to technical progress and market trends and to the social requirements and propose to the Commission the amendments to the TSIs which it considers necessary. |
|
(2) |
By Decision C(2007) 3371 of 13 July 2007, the Commission gave a framework mandate to the Agency to perform certain activities under Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system (3) and Directive 2001/16/EC of the European Parliament and the Council of 19 March 2001 on the interoperability of the trans-European conventional rail system (4). Under the terms of this framework mandate, the Agency was requested to perform the revision of the conventional rail TSI on Traffic Operation and Management, adopted by Commission Decision 2006/920/EC (5), and of the revised high-speed TSI on Traffic Operation and Management, adopted by Commission Decision 2008/231/EC (6), as well as to provide technical opinions on critical errors and to publish a list of detected minor errors. |
|
(3) |
A European Train Control System (hereinafter ‘ETCS’) and a Global System for Mobile communications — Railways (hereinafter ‘GSM-R’) are considered as important means on the way to a harmonised trans-European railway system. It is therefore necessary to harmonise the rules for these systems as early as possible. Following this principle, ETCS and GSM-R are specified in TSIs. |
|
(4) |
It is vital that the requirements laid down in TSIs are coherent and unambiguous. This means also that different TSIs may not refer to technical requirements in different stages of development All TSIs should therefore refer to identical technical requirements. |
|
(5) |
In order to harmonise the relevant rules in the TSIs for the trans-European conventional and high-speed rail system, the rules regarding operational aspects should be published as a Technical Document on the website of the Agency. |
|
(6) |
The TSI on Traffic Operation and Management for conventional rail should contain the same reference as the revised TSI on Traffic Operation and Management for high speed. |
|
(7) |
The revision of the technical document ‘Annex A of TSI OPE’ should follow the ‘Change Control Management process (CCM)’ which is applied for validations of technical ERTMS specifications. |
|
(8) |
According to Article 32(1) of Directive 2008/57/EC, each vehicle must receive a European Vehicle Number (EVN) when the first authorisation for placing in service is granted. According to Commission Decision 2007/756/EC of 9 November 2007 adopting a common specification of the national vehicle register provided for under Articles 14(4) and (5) of Directives 96/48/EC and 2001/16/EC (7), the EVN is registered in the national vehicle register which is kept and updated by the national body designated by the Member State concerned. |
|
(9) |
The requirements on Vehicle Identification stipulated in Annex P of the TSI on Traffic Operation and Management (for high speed and conventional rail) need to be revised, taking also into account the development of the legal frame given by Directive 2008/57/EC and Decision 2007/756/EC. As a number of technical codes are of an evolving nature due to technical progress, the Agency should be given the task of publishing and updating such lists of technical codes. |
|
(10) |
The requirements on braking performance are an open point in the TSI on Traffic Operation and Management for conventional rail. The operational aspects of braking performance should be harmonised. |
|
(11) |
Requirements on professional competence, physical and psychological fitness of train drivers are set out in Directive 2007/59/EC of the European Parliament and of the Council (8). In order to avoid overlapping and duplication, the TSIs on Traffic Operation and Management should not include such requirements. |
|
(12) |
Decisions 2006/920/EC and 2008/231/EC should therefore be amended accordingly. |
|
(13) |
The measures provided for in this Decision are in accordance with the opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC, |
HAS ADOPTED THIS DECISION:
Article 1
Amendment to Decision 2006/920/EC
Decision 2006/920/EC is amended as follows:
|
(a) |
the following Articles 1a and 1b are inserted: ‘Article 1a Management of technical codes 1. The European Railway Agency (ERA) shall publish on its website the lists of technical codes referred in Annexes P.9, P.10, P.11, P.12 and P.13. 2. The ERA shall keep the lists of codes referred to in paragraph 1 up to date and inform the Commission of their evolution. The Commission shall inform the Member States of the evolution of these technical codes through the Committee established under Article 29 of Directive 2008/57/EC. Article 1b Until 31 December 2013, if a vehicle is sold or rented for a continuous period exceeding 6 months and if all technical characteristics under which the vehicle has been authorised to be placed in service remain unchanged, its European Vehicle Number (EVN) may be changed through a new registration of the vehicle and withdrawal of the first registration. If this new registration concerns a Member State which is different from that of the first registration, the registering entity competent for the new registration may require a copy of the documentation related to the former registration. Such change of EVN is without prejudice to the application of Articles 21 to 26 of Directive 2008/57/EC as far as the authorisation procedures are concerned. The administrative costs incurred to change the EVN shall be covered by the applicant requesting the change of EVN.’; |
|
(b) |
the Annexes are amended as set out in Annex I. |
Article 2
Amendment to Decision 2008/231/EC
Decision 2008/231/EC is amended as follows:
|
(a) |
the following Articles 1a and 1b are inserted: ‘Article 1a Management of technical codes 1. The European Railway Agency (ERA) shall publish on its website the lists of technical codes referred in Annexes P.9, P.10, P.11, P.12 and P.13. 2. The ERA shall keep the lists of codes referred to in paragraph 1 up to date and inform the Commission of their evolution. The Commission shall inform the Member States of the evolution of these technical codes through the Committee established under Article 29 of Directive 2008/57/EC. Article 1b Until 31 December 2013, if a vehicle is sold or rented for a continuous period exceeding 6 months and if all technical characteristics under which the vehicle has been authorised to be placed in service remain unchanged, its European Vehicle Number (EVN) may be changed through a new registration of the vehicle and withdrawal of the first registration. If this new registration concerns a Member State which is different from that of the first registration, the registering entity competent for the new registration may require a copy of the documentation related to the former registration. Such change of EVN is without prejudice to the application of Articles 21 to 26 of Directive 2008/57/EC as far as the authorisation procedures are concerned. The administrative costs incurred to change the EVN shall be covered by the applicant requesting the change of EVN.’; |
|
(b) |
the Annexes are amended as set out in Annex II. |
Article 3
This Decision shall apply from 25 October 2010.
However point 6 of Annex I and point 5 of Annex II shall apply from 1 January 2014.
Article 4
This Decision is addressed to the Member States.
Done at Brussels, 21 October 2010.
For the Commission
Siim KALLAS
Vice-President
(1) OJ L 191, 18.7.2008, p. 1.
(2) OJ L 164, 30.4.2004, p. 1.
(3) OJ L 235, 17.9.1996, p. 6.
(4) OJ L 110, 20.4.2001, p. 1.
(5) OJ L 359, 18.12.2006, p. 1.
ANNEX I
The Annexes to Decision 2006/920/EC are amended as follows:
|
(1) |
the Annex is amended as follows:
|
|
(2) |
Annex A1 and Annex A2 are replaced by the following Annex A: ‘ANNEX A ERTMS/ETCS AND ERTMS/GSM-R OPERATING RULES The operating rules for ERTMS/ETCS and ERTMS/GSM-R are specified in the Technical Document “ETCS and GSM-R rules and principles — version 1” published on the ERA website (www.era.europa.eu).’ |
|
(3) |
in Annex G, the table is amended as follows:
|
|
(4) |
Annex H is deleted; |
|
(5) |
in Annex N, the last line of the table (4.7.6 — Specific Requirements regarding the task of driving a train) is deleted; |
|
(6) |
Annexes P, P1, P2, P3, P4, P5, P6, P7, P8, P9, P10, P11, P12 and P13 are replaced by the following: ‘ANNEX P VEHICLE IDENTIFICATION 1. General remarks This Annex describes the European Vehicle Number and linked marking applied in a visible manner on the vehicle to identify it uniquely and in a permanent manner during operation. It does not describe other numbers or markings eventually engraved or fixed in a permanent manner on the chassis or the main components of the vehicle during its construction. 2. European Vehicle number and linked abbreviations Each railway vehicle receives a number consisting of 12 figures (called European Vehicle Number (EVN)) with the following structure:
In a given country, the 7 digits of technical characteristics and serial number are sufficient to identify uniquely a vehicle inside the groups of hauled passenger vehicles and special vehicles (1). Alphabetical markings complete the number:
3. Allocation of number The European Vehicle Number has to be allocated according to the rules laid down in Commission Decision 2007/756/EC of 9 November 2007 adopting a common specification of the national vehicle register provided for under Articles 14(4) and (5) of Directives 96/48/EC and 2001/16/EC. The European Vehicle Number shall be changed when it does not reflect the interoperability capability or technical characteristics according to this Annex due to technical modifications of the vehicle. Such technical modifications may require a new authorisation for placing in service according to Articles 20-25 of Interoperability Directive 2008/57/EC. ANNEX P.1 VEHICLE KEEPER MARKING 1. Definition of the Vehicle Keeper Marking (VKM) A Vehicle Keeper Marking (VKM) is an alphabetic code, consisting of 2 to 5 letters (2 4 1 5). A VKM is inscribed on each rail vehicle, near the European Vehicle Number. The VKM identifies the Vehicle Keeper as registered in a National Vehicle Register. A VKM is unique and valid in all countries covered by this TSI and all countries that enter into an agreement that involves the application of the system of vehicle numbering and Vehicle Keeper Marking as described in this TSI. 2. Format of the Vehicle Keeper Marking The VKM is representation of the full name or abbreviation of the vehicle keeper, if possible in a recognisable manner. All 26 letters of the Latina alphabet may be used. The letters in the VKM are written in capitals. Letters that do not stand for first letters of words in the keeper’s name may be written in lower case. For checking uniqueness, the letters written in lower case will be taken as written in capitals. Letters may contain diacritical signs (3 2 6). Diacritical signs used by these letters are ignored for checking uniqueness. For vehicles kept by keepers that reside in a country that does not use the Latin alphabet, a translation of the VKM in its own alphabet may be applied behind the VKM separated from it by a slash-sign (“/”). This translated VKM is disregarded for data-processing purposes. 3. Provisions about allocation of Vehicle Keeper Markings A vehicle keeper can be issued more than one VKM, in case:
A single VKM can be issued for a group of companies:
4. Register of Vehicle Keeper Markings and procedure for allocation The register of VKM is public and updated on a real time basis. An application for a VKM is filed with the applicant’s competent national authority and forwarded to the ERA. A VKM can be used only after publication by the ERA. The holder of a VKM must inform the competent national authority when he ends the use of a VKM, and the competent national authority will forward the information to the ERA. A VKM will then be revoked once the keeper has proved that the marking has been changed on all vehicles concerned. It will not be reissued for 10 years, unless it is reissued to the original holder or at his request to another holder. A VKM can be transferred to another holder, which is the legal successor to the original holder. A VKM stays valid when the VKM’s holder changes his name to a name that does not bear resemblance to the VKM. ANNEX P.2 INSCRIPTION OF THE NUMBER AND LINKED ALPHABETICAL MARKING ON THE BODYWORK 1. General arrangements for external markings The capital letters and figures making up the marking inscriptions shall be at least 80 mm in height, in a sans serif font type of correspondence quality. A smaller height may only be used where there is no option but to place the marking on the sole bars. The marking is put not higher than 2 metres above rail level. 2. Wagons The marking shall be inscribed on the wagon bodywork in the following manner:
For wagons whose bodywork does not offer a large enough area for this type of arrangement, particularly in the case of flat wagons, the marking shall be arranged as follows:
When one or more index letters with a national definition are inscribed on a wagon, this national marking must be shown after the international letter marking and separated from it by a hyphen as follows:
3. Coaches and hauled passenger stock The number shall be applied to each sidewall of the vehicle in the following manner:
The marking of the country in which the vehicle is registered and of the technical characteristics are printed directly in front of, behind or under the European Vehicle number. In case of coaches with driver’s cabin, the European Vehicle number is also written inside the cabin. 4. Locomotives, power cars and special vehicles The European Vehicle Number must be marked on each sidewall of the tractive stock in the following manner: 92 10 1108 062-6 The European Vehicle Number is also written inside each cabin of the tractive rolling stock. The keeper can add, in letters of larger size than the European Vehicle Number, an own number marking (consisting generally of digits of the serial number supplemented by alphabetical coding) useful in operations. The place where the own number is marked is left to the choice of the keeper; however it must always be possible to identify easily the EVN from the keeper’s own number marking. ANNEX P.3 RULES FOR THE DETERMINATION OF THE CHECK-DIGIT (DIGIT 12) The check-digit is determined in the following manner:
Examples
ANNEX P.4 CODING OF THE COUNTRIES IN WHICH THE VEHICLES ARE REGISTERED (DIGITS 3-4 AND ABBREVIATION) The Information relating to third countries is given for information purposes only.
ANNEX P.5 ALPHABETICAL MARKING OF THE INTEROPERABILITY CAPABILITY “TEN”: Vehicle which complies with the following conditions:
“PPV/PPW”: Vehicle which complies with PPV/PPW or PGW agreement (inside OSJD States) (original: PPV/PPW: ППВ (Правила пользования вагонами в международном сообщении; PGW: Правила Пользования Грузовыми Вагонами) Notes:
ANNEX P.6 INTEROPERABILITY CODES USED FOR WAGONS (DIGITS 1-2)
ANNEX P.7 INTERNATIONAL TRAFFIC ABILITY CODES USED FOR HAULED PASSENGER VEHICLES (DIGITS 1-2)
ANNEX P.8 TYPES OF TRACTIVE ROLLING STOCK AND UNITS IN A TRAINSET IN FIXED OR PRE-DEFINED FORMATION (DIGITS 1-2) The first digit is “9”. If the second digit describes the type of tractive stock, following coding is mandatory:
ANNEX P.9 STANDARD NUMERICAL MARKING OF WAGONS (DIGITS 5 TO 8) This Annex indicates the numerical marking associated to the main technical characteristics of the wagon and it is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. ANNEX P.10 CODES FOR THE TECHNICAL CHARACTERISTICS OF THE HAULED PASSENGER STOCK (DIGITS 5-6) Annex P.10 is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. ANNEX P.11 CODES FOR THE TECHNICAL CHARACTERISTICS OF THE SPECIAL VEHICLES (DIGIT 6 TO 8) Annex P.11 is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. ANNEX P.12 LETTER MARKING FOR WAGONS EXCLUDING ARTICULATED AND MULTIPLE WAGONS Annex P.12 is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. ANNEX P.13 LETTER MARKING FOR HAULED PASSENGER STOCK Annex P.13 is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. |
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(7) |
Annex P14 is repealed; |
|
(8) |
Annex T is replaced by the following: ‘ANNEX T BRAKING PERFORMANCE IM’s role The IM shall inform the RU about the braking performance required for each route and has to provide information about the route characteristics. The IM has to ensure that the impact of the route characteristics and track-side related margins are included in the required braking performance. The required braking performance shall in principle be expressed in brake weight percentage unless the IM and RU have agreed on another unit to express the braking performance (e.g. braked tonnes, brake forces, deceleration values, deceleration profiles). For train sets and fixed train compositions the IM shall deliver the braking performance requirements in deceleration values if so requested by the RU. RU’s role The RU shall ensure that each train satisfies or exceeds the braking performance required by the IM. Therefore the RU shall calculate the braking performance of a train taking into account the train composition. The RU must take into account the vehicle or train set braking performance determined when placed in service. Rolling Stock-related margins like reliability and availability of the brakes have to be considered. The RU must also take into account the information about route characteristics which affect the train behaviour when tuning the braking performance for stopping and securing a train. The braking performance resulting from the checking of the actual train (like train composition, brake availability, brake settings) will be used as an input value for any operational rule to be subsequently applied to the train. Braking performance not achieved The IM has to set up rules to be used if a train does not reach the required braking performance and has to make these rules available to the RUs. If a train does not reach the braking performance required for the routes the train shall run, the RU has to respect the resulting constraints like speed restriction.’ |
|
(9) |
Annex U is replaced by the following: ‘ANNEX U LIST OF OPEN POINTS Section 4.2.2 — Train Composition Document Annex B (see subsection 4.4 of this TSI) — Other rules enabling a coherent operation of the new different structural subsystems Annex R (see subsection 4.2.3.2 of this TSI) — Identification of trains Annex S (see subsection 4.2.2.1.3 of this TSI) — Train Visibility — Rear End’ |
(1) For special vehicles, the number has to be unique in a given country with the first digit and the 5 last digits of the technical characteristics and serial number.
(2) For NMBS/SNCB, the use of an encircled single letter B can be continued.
(3) Diacritical marks are “accent-signs”, such as in À, Ç, Ö, Č, Ž, Å etc. Special letters such as Ø and Æ will be represented by a single letter; in tests for uniqueness Ø is treated as O and Æ as A.
(4) According to the alphabetical coding system described in Appendix 4 to the 1949 convention and Article 45(4) of the 1968 convention on road traffic.
(1) Wagons permitted to carry the marking TEN, see Annex P.5.
(2) Including wagons, which according to existing regulations carry the digits defined in the present table. COTIF: vehicle compliant with COTIF regulation in force at the moment of placing in service.
(3) Fixed or variable gauge.
(4) Excepted for wagons in category I (temperature-controlled wagons), not to be used for new vehicles placed in service.
(5) Compliance with the applicable TSIs, see Annex P.5.
(6) Including vehicles, which according to existing regulations carry the digits defined in the present table. COTIF: vehicle compliant with COTIF regulation in force at the moment of placing in service.
(7) Excepted for coaches with fixed gauge (56) and adjustable gauge (66) already in service, not to be used for new vehicles.
ANNEX II
The Annexes to Decision 2008/231/EC are amended as follows:
|
(1) |
the Annex is amended as follows:
|
|
(2) |
in Annex G, the table is amended as follows:
|
|
(3) |
Annex H is deleted; |
|
(4) |
in Annex N, the last line of the table (4.7.6 — Specific Requirements regarding the task of driving a train) is deleted; |
|
(5) |
Annexes P, P1, P2, P3, P4, P5, P6, P7, P8, P9, P10, P11, P12 and P13 are replaced by the following: ‘ANNEX P VEHICLE IDENTIFICATION 1. General remarks This Annex describes the European Vehicle Number and linked marking applied in a visible manner on the vehicle to identify it uniquely and in a permanent manner during operation. It does not describe other numbers or markings eventually engraved or fixed in a permanent manner on the chassis or the main components of the vehicle during its construction. 2. European Vehicle number and linked abbreviations Each railway vehicle receives a number consisting of 12 figures (called European Vehicle Number (EVN)) with the following structure:
In a given country, the 7 digits of technical characteristics and serial number are sufficient to identify uniquely a vehicle inside the groups of hauled passenger vehicles and special vehicles (1). Alphabetical markings complete the number:
3. Allocation of number The European Vehicle Number has to be allocated according to the rules laid down in Commission Decision 2007/756/EC of 9 November 2007 adopting a common specification of the national vehicle register provided for under Articles 14(4) and (5) of Directives 96/48/EC and 2001/16/EC. The European Vehicle Number shall be changed when it does not reflect the interoperability capability or technical characteristics according to this Annex due to technical modifications of the vehicle. Such technical modifications may require a new authorisation for placing in service according to Articles 20-25 of Interoperability Directive 2008/57/EC. ANNEX P.1 VEHICLE KEEPER MARKING 1. Definition of the Vehicle Keeper Marking (VKM) A Vehicle Keeper Marking (VKM) is an alphabetic code, consisting of 2 to 5 letters (2 4 1 5). A VKM is inscribed on each rail vehicle, near the European Vehicle Number. The VKM identifies the Vehicle Keeper as registered in a National Vehicle Register. A VKM is unique and valid in all countries covered by this TSI and all countries that enter into an agreement that involves the application of the system of vehicle numbering and Vehicle Keeper Marking as described in this TSI. 2. Format of the Vehicle Keeper Marking The VKM is representation of the full name or abbreviation of the vehicle keeper, if possible in a recognisable manner. All 26 letters of the Latina alphabet may be used. The letters in the VKM are written in capitals. Letters that do not stand for first letters of words in the keeper’s name may be written in lower case. For checking uniqueness, the letters written in lower case will be taken as written in capitals. Letters may contain diacritical signs (3 2 6). Diacritical signs used by these letters are ignored for checking uniqueness. For vehicles kept by keepers that reside in a country that does not use the Latin alphabet, a translation of the VKM in its own alphabet may be applied behind the VKM separated from it by a slash-sign (“/”). This translated VKM is disregarded for data-processing purposes. 3. Provisions about allocation of Vehicle Keeper Markings A vehicle keeper can be issued more than one VKM, in case:
A single VKM can be issued for a group of companies:
4. Register of Vehicle Keeper Markings and procedure for allocation The register of VKM is public and updated on a real time basis. An application for a VKM is filed with the applicant’s competent national authority and forwarded to the ERA. A VKM can be used only after publication by the ERA. The holder of a VKM must inform the competent national authority when he ends the use of a VKM, and the competent national authority will forward the information to the ERA. A VKM will then be revoked once the keeper has proved that the marking has been changed on all vehicles concerned. It will not be reissued for 10 years, unless it is reissued to the original holder or at his request to another holder. A VKM can be transferred to another holder, which is the legal successor to the original holder. A VKM stays valid when the VKM’s holder changes his name to a name that does not bear resemblance to the VKM. ANNEX P.2 INSCRIPTION OF THE NUMBER AND LINKED ALPHABETICAL MARKING ON THE BODYWORK 1. General arrangements for external markings The capital letters and figures making up the marking inscriptions shall be at least 80 mm in height, in a sans serif font type of correspondence quality. A smaller height may only be used where there is no option but to place the marking on the sole bars. The marking is put not higher than 2 metres above rail level. 2. Wagons The marking shall be inscribed on the wagon bodywork in the following manner:
For wagons whose bodywork does not offer a large enough area for this type of arrangement, particularly in the case of flat wagons, the marking shall be arranged as follows:
When one or more index letters with a national definition are inscribed on a wagon, this national marking must be shown after the international letter marking and separated from it by a hyphen as follows:
3. Coaches and hauled passenger stock The number shall be applied to each sidewall of the vehicle in the following manner:
The marking of the country in which the vehicle is registered and of the technical characteristics are printed directly in front of, behind or under the European Vehicle number. In case of coaches with driver’s cabin, the European Vehicle number is also written inside the cabin. 4. Locomotives, power cars and special vehicles The European Vehicle Number must be marked on each sidewall of the tractive stock in the following manner: 92 10 1108 062-6 The European Vehicle Number is also written inside each cabin of the tractive rolling stock. The keeper can add, in letters of larger size than the European Vehicle Number, an own number marking (consisting generally of digits of the serial number supplemented by alphabetical coding) useful in operations. The place where the own number is marked is left to the choice of the keeper; however it must always be possible to identify easily the EVN from the keeper’s own number marking. ANNEX P.3 RULES FOR THE DETERMINATION OF THE CHECK-DIGIT (DIGIT 12) The check-digit is determined in the following manner:
Examples
ANNEX P.4 CODING OF THE COUNTRIES IN WHICH THE VEHICLES ARE REGISTERED (DIGITS 3-4 AND ABBREVIATION) The Information relating to third countries is given for information purposes only.
ANNEX P.5 ALPHABETICAL MARKING OF THE INTEROPERABILITY CAPABILITY “TEN”: Vehicle which complies with the following conditions:
“PPV/PPW”: Vehicle which complies with PPV/PPW or PGW agreement (inside OSJD States) (original: PPV/PPW:ППВ (Правила пользования вагонами в международном сообщении; PGW: Правила Пользования Грузовыми Вагонами) Notes:
ANNEX P.6 INTEROPERABILITY CODES USED FOR WAGONS (DIGITS 1-2)
ANNEX P.7 INTERNATIONAL TRAFFIC ABILITY CODES USED FOR HAULED PASSENGER VEHICLES (DIGITS 1-2)
ANNEX P.8 TYPES OF TRACTIVE ROLLING STOCK AND UNITS IN A TRAINSET IN FIXED OR PRE-DEFINED FORMATION (DIGITS 1-2) The first digit is “9”. If the second digit describes the type of tractive stock, following coding is mandatory:
ANNEX P.9 STANDARD NUMERICAL MARKING OF WAGONS (DIGITS 5 TO 8) This Annex indicates the numerical marking associated to the main technical characteristics of the wagon and it is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. ANNEX P.10 CODES FOR THE TECHNICAL CHARACTERISTICS OF THE HAULED PASSENGER STOCK (DIGITS 5-6) Annex P.10 is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. ANNEX P.11 CODES FOR THE TECHNICAL CHARACTERISTICS OF THE SPECIAL VEHICLES (DIGIT 6 TO 8) Annex P.11 is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. ANNEX P.12 LETTER MARKING FOR WAGONS EXCLUDING ARTICULATED AND MULTIPLE WAGONS Annex P.12 is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. ANNEX P.13 LETTER MARKING FOR HAULED PASSENGER STOCK Annex P.13 is published on the ERA website (www.era.europa.eu). An application for a new code is filed with the registering entity (as referred to in Decision 2007/756/EC) and sent to the ERA. A new code can be used only after publication by the ERA. |
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(6) |
Annex P14 is repealed. |
(1) For special vehicles, the number has to be unique in a given country with the first digit and the 5 last digits of the technical characteristics and serial number.
(2) For NMBS/SNCB, the use of an encircled single letter B can be continued.
(3) Diacritical marks are “accent-signs”, such as in À, Ç, Ö, Č, Ž, Å etc. Special letters such as Ø and Æ will be represented by a single letter; in tests for uniqueness Ø is treated as O and Æ as A.
(4) According to the alphabetical coding system described in Appendix 4 to the 1949 convention and Article 45(4) of the 1968 convention on road traffic.
(1) Wagons permitted to carry the marking TEN, see Annex P.5.
(2) Including wagons, which according to existing regulations carry the digits defined in the present table. COTIF: vehicle compliant with COTIF regulation in force at the moment of placing in service.
(3) Fixed or variable gauge.
(4) Excepted for wagons in category I (temperature-controlled wagons), not to be used for new vehicles placed in service.
(5) Compliance with the applicable TSIs, see Annex P.5.
(6) Including vehicles, which according to existing regulations carry the digits defined in the present table. COTIF: vehicle compliant with COTIF regulation in force at the moment of placing in service.
(7) Excepted for coaches with fixed gauge (56) and adjustable gauge (66) already in service, not to be used for new vehicles.
All