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ANNEX

TABLE OF CONTENTS
1.	Introduction
1.1.	Technical scope
1.2.	Geographical scope
1.3.	Content of this Regulation
2.	Description of scope
2.1.	Staff and trains
2.2.	Principles
2.3.	Applicability to existing non TSI conform vehicles and infrastructure
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.	Documentation for drivers
4.2.1.2.1.	Driver's Rule Book
4.2.1.2.2.	Description of the line and the relevant line-side equipment associated with the lines worked over
4.2.1.2.2.1.	Preparation of the Route Book
4.2.1.2.2.2.	Modifications to information contained within the Route Book
4.2.1.2.2.3.	Informing the driver in real time
4.2.1.2.3.	Timetables
4.2.1.2.4.	Rolling stock
4.2.1.3.	Documentation for railway undertaking staff other than drivers
4.2.1.4.	Documentation for infrastructure manager's staff authorising train movements
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
4.2.3.1.	Train planning
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 supervision data outside the train
4.2.3.5.2.	Recording of supervision 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.	Minimum 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.	Minimum 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.	Principles
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/ETCS operational rules
	Appendix B Common operational principles and rules
	Appendix C Safety related communications methodology
	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 E Language and communication level
	Appendix F Minimum elements relevant to professional qualification for the tasks associated with ‘accompanying trains’
	Appendix G Minimum elements relevant to professional qualification for the task of preparing trains
	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.

1.3.    Content of this Regulation

In accordance with Article 4(3) of Directive (EU) 2016/797, this Regulation:

Moreover, in accordance with Article 4(5) of Directive (EU) 2016/797, provision may be made for specific cases for each TSI.

2.   DESCRIPTION OF SCOPE

2.1.    Staff and trains

Points 4.6 and 4.7 apply to those staff undertaking the safety-critical tasks associated with accompanying a train.

Point 4.6.2 applies to train drivers without prejudice to point 8 of Annex VI to Directive 2007/59/EC of the European Parliament and of the Council ( 4 ).

For those staff undertaking the safety-critical tasks associated with despatching trains and authorising train movements, mutual recognition of professional qualifications and health and safety conditions between Member States shall apply.

For those staff undertaking the safety-critical tasks associated with the last preparation of a train before it is scheduled to cross a border(s) and work beyond any location(s) designated as the ‘frontier’ in the network statement of an infrastructure manager and included in its safety authorisation, point 4.6 shall apply while mutual recognition between Member States shall apply for point 4.7. A train shall not be considered to be a cross border service, if it complies with the conditions of point (8) of Article 10 of Directive (EU) 2016/798.

2.2.    Principles

This Regulation covers those elements of the rail ‘operation and traffic management’ subsystem, where there are operational interfaces between railway undertakings and infrastructure managers and where there is a particular benefit to interoperability.

Railway undertaking and infrastructure manager shall ensure that all requirements concerning rules and procedures as well as documentation are met by the establishment of the appropriate processes. The set-up of these processes is a relevant part of railway undertaking's and infrastructure manager's safety management system (hereinafter referred to as ‘SMS’) as required by Directive (EU) 2016/798. The SMS itself is assessed by the relevant national safety authority (hereinafter referred to as ‘NSA’) before granting safety authorisation and by the European Union Agency for Railways or the relevant NSA before granting safety certificate.

2.3.    Applicability to existing non TSI conform vehicles and infrastructure

While the majority of the requirements contained in this Regulation relates to processes and procedures, a number also relates to physical elements of vehicles and infrastructure that are important for their operational function in the context of this Regulation.

Those physical elements are specified in the structural TSIs covering other subsystems than operation and traffic management. They have to be assessed according to the procedures defined in those TSIs.

None of the provisions of this Regulation shall be used to justify a national rule under a structural TSI.

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

The essential requirements cover:

According to Directive (EU) 2016/797, the essential requirements may be generally applicable to the whole Union rail system or be specific to each subsystem and its constituents.

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

4.   CHARACTERISTICS OF THE SUBSYSTEM

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 requirements which shall be met by trains permitted to run on its network, taking into account the geographic particularities of individual lines and the functional or technical specifications set out in this Chapter.

4.2.    Functional and technical specifications of the subsystem

The functional and technical specifications of the ‘operation and traffic management’ subsystem comprise of the following:

4.2.1.    Specifications relating to staff

4.2.1.1.    General requirements

This point deals with staff who contributes to the operation of the subsystem by performing safety-critical tasks involving a direct interface between a railway undertaking and an infrastructure manager.

In addition, for the staff as defined in point 2.1, this Regulation sets out requirements on:

4.2.1.2.    Documentation for drivers

The railway undertaking operating the train shall supply the driver with all the necessary information and documentation required to carry out her/his duties; they may be paper based or in electronic format.

This information shall take into account the necessary elements for operation in normal, degraded and emergency situations for the routes to be worked over and the rolling stock used on those routes.

4.2.1.2.1.    Driver's Rule Book

All the necessary procedures for the driver shall be included in a document or a computer medium called the ‘Driver's Rule Book’.

The Driver's Rule Book shall state the requirements for all the routes worked and the rolling stock used on those routes according to the situations of normal operation, degraded operation and in emergency situations which the driver may encounter.

The Driver's Rule Book shall cover two distinct aspects:

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

The railway undertaking shall be responsible for the Driver's Rule Book and compile it in such a way that it is complete and accurate, and the driver's application of all operational rules is enabled.

The railway undertaking must present the Driver's Rule Book in a clear format for the entire infrastructure over which their drivers will work.

It shall have two appendices:

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

The railway undertaking's process for preparing and updating the Driver's Rule Book shall include the following steps:

The infrastructure manager shall ensure that the content of the documentation provided to the railway undertaking(s) is complete and accurate.

4.2.1.2.2.    Description of the line and the relevant line-side equipment associated with the lines worked over

Drivers shall be provided with a description of the lines and the associated line-side equipment for the lines over which they shall operate and relevant to the driving task. Such information shall be set out in a single document called the ‘Route Book’.

The following is a list of information which shall, as a minimum, be provided:

4.2.1.2.2.1.   Preparation of the Route Book

The format of the Route Book shall be prepared in the same manner for all the infrastructures worked over by the trains of an individual railway undertaking.

The railway undertaking is responsible for the complete and correct compilation of the Route book, using the information supplied by the infrastructure manager(s). The railway undertaking shall ensure that the content of the Route Book is complete and accurate, including when grouping the modifications to information contained within the Route book. The railway undertaking shall ensure the route book duly describes operational conditions related to line characteristics and vehicle characteristics.

The infrastructure manager shall provide the railway undertaking with at least the information for the route book as defined in Appendix D2 through RINF. This information shall include relevant information that shall be taken into account to adapt train operation to line characteristics and vehicle characteristics. Until RINF provides the relevant parameters in accordance with Article 6 of Commission Implementing Regulation (EU) 2019/777 ( 6 ), the infrastructure manager shall provide this information through other means free of charge and as soon as reasonably possible and in any event within 15 days for the first submission unless the railway undertaking agrees a longer deadline.

The infrastructure manager shall inform the railway undertaking of the changes on the information of the route book through RINF whenever such information becomes available or through other means until RINF allows for such functionality.

The infrastructure manager shall ensure that the information provided to the railway undertaking(s) is complete and accurate. For emergency situations or real time information appropriate alternative means of communication of the infrastructure manager shall ensure immediate information to the railway undertaking about Appendix D2.

4.2.1.2.2.2.   Modifications to information contained within the Route Book

The infrastructure manager shall advise the railway undertaking of any permanent or temporary modifications to information supplied in accordance with point 4.2.1.2.2.1.

These changes shall be grouped by the railway undertaking into a dedicated document or computer medium whose format shall be the same for all the infrastructures worked over by the trains of an individual railway undertaking.

4.2.1.2.2.3.   Informing the driver in real time

The infrastructure manager shall inform drivers of any changes to the line or relevant lineside equipment that have not been advised as modifications to information for the Route Book as set out in point 4.2.1.2.2.2.

4.2.1.2.3.    Timetables

The provision of train schedule information facilitates the punctual running of trains and assists in service performance.

The railway undertaking shall provide drivers with the information necessary for the normal running of the train and as a minimum include:

Such train running information, which shall be based on information supplied by the infrastructure manager, may be provided either electronically or in a paper format.

Presentation to the driver shall be consistent across all the lines over which the railway undertaking operates.

4.2.1.2.4.    Rolling stock

The railway undertaking shall provide the driver with all information relevant to the working of the rolling stock during degraded situations (such as trains requiring assistance). Such documentation shall also focus on the specific interface with the infrastructure manager's staff in these cases.

4.2.1.3.    Documentation for railway undertaking staff other than drivers

The railway undertaking shall provide all members of its staff (whether on train or otherwise) who undertake safety-critical tasks involving a direct interface with the staff, equipment or systems of the infrastructure manager with the rules, procedures, rolling stock and route specific information it deems appropriate to such tasks. Such information shall be applicable in both normal and degraded operation.

For staff on-board trains, the structure, format, content and process for preparation and updating of such information shall be based on the specification set out in Subsection 4.2.1.2.

4.2.1.4.    Documentation for infrastructure manager's staff authorising train movements

All the information necessary to ensure safety-related communication between staff authorising the movement of trains and train crews shall be set out in:

The infrastructure manager shall draw up these documents in all its operating language(s).

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.

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’).

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 point (5) of section 4.2.7.1.1 of the Annex to Commission Regulation (EU) No 1302/2014 ( 7 ) (Loc&Pas TSI) in order to access the lines identified in RINF where permissive driving is used.

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.

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:

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.

Reports:

At the latest by ►M1   31 December 2020  ◄ , the concerned Member States shall deliver to the Commission reports on their use of reflective plates, identifying any serious obstacles to the planned elimination of national rules.

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.

▼M2

Phasing out:

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

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

4.2.2.5.2.    Train composition

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

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).

4.2.2.6.    Train braking

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

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

4.2.2.8.    Requirements for signal and lineside marker sighting

The driver shall be able to observe signals and lineside markers, and they shall be observable by the driver whenever applicable. The same applies for other types of lineside signs if they are safety related.

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:

Driving cabs shall be designed in such a consistent way that the driver is able to easily see the information displayed to him.

4.2.2.9.    Driver vigilance

A means of on-board monitoring of driver vigilance is necessary. This shall intervene to bring the train to a stand if the driver does not react within a certain time; the time range is specified in the rolling stock TSIs.

4.2.3.    Specifications relating to train operations

4.2.3.1.    Train planning

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

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 ( 9 ))

4.2.3.3.    Train departure

4.2.3.3.1.    Checks and tests before departure

The railway undertaking shall define the checks and tests to ensure that any departure is undertaken safely (e.g. doors, load, brakes).

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:

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:

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:

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:

It shall be possible to match recorded data to:

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 supervision data outside the train

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

4.2.3.5.2.    Recording of supervision data on-board the train

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

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:

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:

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

Such measures shall typically cover:

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)

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 Regulation (EU) No 1300/2014 ( 14 ), Person with Reduced Mobility TSI (PRM TSI)

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:

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  ( 15 ). 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.

At the latest by 16 June 2021 the Agency shall deliver technical opinions defining acceptable means of compliance covering at least each of the following areas:

Before 15 October 2019, if Member States and affected stakeholders believe a specific national rule shall be considered in the context of defining an acceptable means of compliance in the above areas, they shall notify details thereof to the Agency which shall proceed in line with the procedures referred to in point 4.4.3.

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.

Minimum elements relevant to professional qualification for individual tasks may be found in Appendices F and G.

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.

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 ( 16 ) or Commission Regulations (EU) No 1158/2010 ( 17 ) and (EU) No 1169/2010 ( 18 ).

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 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:

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

4.7.1.    Introduction

Staff specified in point 4.2.1 as staff performing safety-critical tasks in accordance with point 2.1 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.

Medical examinations as specified in point 4.7.2 and any associated decisions on the individual fitness of staff shall be conducted by a medical doctor.

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.

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

4.7.2.    Medical examinations and psychological assessments

4.7.2.1.    Before appointment

4.7.2.1.1.    Minimum content of the medical examination

Medical examinations shall cover:

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, as a minimum, the following criteria relevant to the requirements of each safety function shall be taken into account:

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:

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

4.7.2.2.2.    Minimum content of the periodic medical examination

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 as a minimum:

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:

The following vision and hearing requirements shall be met:

4.7.3.2.    Vision requirements

4.7.3.3.    Hearing requirements

Sufficient hearing confirmed with tone audiogram, that is:

4.8.    Additional information on infrastructure and vehicles

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.

Until RINF is complete, the infrastructure manager shall provide this information through other means free of charge and as soon as reasonably possible and in any event within 15 days for the first submission unless the railway undertaking agrees a longer deadline.

The infrastructure manager shall inform the railway undertaking of the changes on the infrastructure related data through RINF whenever such information becomes available or through other means until RINF allows for such functionality. The infrastructure manager is responsible for the correctness of the data.

For emergency situations or real time information appropriate alternative means of communication of the infrastructure manager shall ensure immediate information to the railway undertaking.

4.8.2.    Rolling stock

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

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.

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.

The common safety methods on conformity assessment and the common safety methods on safety management system require national safety authorities to set up an inspection regime to supervise and monitor the compliance with the safety management system including all TSIs. It should be noted that none of the elements contained within this Regulation require separate assessment by a Notified Body.

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

7.1.    Principles

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

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:

7.2.2.    List of specific cases

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, 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.

The reflective disc shall have a diameter of 185 mm with a red circle diameter of 140 mm.

7.2.2.2.    Permanent specific case Ireland and the UK for Northern Ireland

For the implementation of point 4.2.2.1.3.2, trains which are operated solely on the 1 600  mm track gauge system network of Ireland and Northern Ireland shall use 2 steady red lights as train rear end signal.

7.2.2.3.    Temporary specific case (T1) Ireland and United Kingdom

For the implementation of point 4.2.3.2.1, Ireland and United Kingdom are using alphanumeric number in the existing systems. The MS set out the requirements and time schedule for the transition from alphanumeric train running numbers to numeric train running numbers in the target system.

7.2.2.4.    Permanent specific case (P) Finland

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

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Appendix A

ERTMS operational principles and rules

The operational rules for ERTMS/ETCS and ERTMS/GSM-R are specified in the Document ‘ERTMS operational principles and rules — version 5’ issued on 9.4.2019  ( 19 ).

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Appendix B

Common operational principles and rules

B1.    Fundamental operational principles

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

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

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

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

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

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

B2.    Common operational rules

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

1.   SANDING

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

The exceptions to this are:

2.   DEPARTURE OF THE TRAIN

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

3.   NO AUTHORISATION FOR TRAIN MOVEMENT AT THE EXPECTED TIME

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

4.   COMPLETE FAILURE OF FRONT END LIGHTS

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

4.1.    During good visibility

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

4.2.    During darkness or poor visibility

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

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

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

5.   COMPLETE FAILURE OF A REAR END SIGNAL

6.   FAILURE OF THE AUDIBLE WARNING DEVICE OF A TRAIN

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

7.   FAILURE OF LEVEL CROSSING

7.1.    Stopping trains passing over a defective level crossing

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

7.2.    Passing trains over the defective level crossing (if authorised)

8.   FAILURE OF VOICE RADIO COMMUNICATION

8.1.    Failure of train radio detected during train preparation

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

8.2.    Failure of voice radio communication when the train has entered service

All failure types

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

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

On-board Failure

A train with a failed voice radio communication may:

9.   RUNNING ON SIGHT

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

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

10.   ASSISTANCE TO A FAILED TRAIN

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

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

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

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

12.   ANOMALIES IN LINESIDE SIGNALLING

If any of the following anomalies are observed:

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

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

13.   EMERGENCY CALL

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

In addition, the driver shall:

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

14.   IMMEDIATE ACTIONS TO PREVENT DANGER TO TRAINS

15.   FAILURE OF ON-BOARD EQUIPMENT

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

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

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

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

16.   END OF AUTHORITY PASSED WITHOUT PERMISSION

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

17.   FAILURE OF TRACKSIDE EQUIPMENT INCLUDING CATENARY

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Appendix E

Language and communication level

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

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Appendix F

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

1.    General requirements

2.    Professional knowledge

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

2.1.    General professional knowledge

2.2.    Knowledge of operational procedures and safety systems relevant to the tasks

2.3.    Knowledge of rolling stock

2.4.    Knowledge of the route

2.5.    Knowledge on passenger safety

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

3.    Ability to put the knowledge into practice

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

In particular with:

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Appendix G

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

1.    General requirements

2.    Professional knowledge

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

2.1.    General professional knowledge

2.2.    Knowledge of operational procedures and safety systems relevant to the task

2.3.    Knowledge of train equipment

3.    Ability to put the knowledge into practice

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

In particular:

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Appendix H

European Vehicle Number and linked alphabetical marking on the bodywork

1.   GENERAL PROVISIONS ON THE EUROPEAN VEHICLE NUMBER

The European Vehicle Number (EVN) is assigned in accordance with Appendix 6 of Annex II to Commission Implementing Decision (EU) 2018/1614 ( 20 ).

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

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

2.   GENERAL ARRANGEMENTS FOR EXTERNAL MARKINGS

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

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

The keeper may add, in letters of larger size than the European Vehicle Number, an own number marking (consisting generally of digits of the serial number supplemented by alphabetical coding) useful in operations. The place where the own number is marked is left to the choice of the keeper, however it shall be always be possible to distinguish easily the European Vehicle Number from the keeper's own number marking.

3.   WAGONS

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

Where in the examples:

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

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

4.   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 twelve digits of the vehicle number.

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

5.   LOCOMOTIVES, POWER CARS AND SPECIAL VEHICLES

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

92 10 1108 062-6

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

6.   ALPHABETICAL MARKING OF THE INTEROPERABILITY CAPABILITY

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

‘PPV/PPW’: Vehicle which complies with PPV/PPW or PGW agreement (inside OSJD States). (original: PPV/PPW: ППВ (Правила пользования вагонами в международном сообщении); PGW: Правила Пользования Грузовыми Вагонами)

Vehicles which are provided with an authorisation valid for an area of use which does not cover all Member States need a marking indicating the Member States which are part of the area of use of the vehicle. This marking shall be according to one of the following drawings, where D stands for the Member State who has granted the first authorisation (in the given example, Germany) and F stands for the second authorising MS (in the given example, France). The MS are codified in accordance with Decision (EU) 2018/1614, Appendix 6, part 4.

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Appendix J

Glossary

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

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