1.

1.1.

1.1.1.

1.1.2.

1.1.3.

1.1.3.1.

1.1.3.2.

1.1.3.3

1.1.4.

1.1.5.

1.1.6.

1.1.7.

1.2.

1.3.

2.

2.1.

2.2.

2.2.1.

2.2.2.

2.2.3.

2.2.4.

2.3.

3.

3.1.

3.2.

4.

4.1.

4.2.

4.2.1.

4.2.2.

4.2.2.1.

4.2.2.2.

4.2.2.3.

4.2.2.4.

4.2.2.5.

4.2.2.6.

4.2.2.6.1.

4.2.2.6.2.

4.2.2.6.3.

4.2.2.6.4.

4.2.2.6.5.

4.2.2.7.

4.2.2.8.

4.2.2.9.

4.2.2.10.

4.2.2.11.

4.2.2.12.

4.2.2.13.

4.2.3.

4.2.3.1.

4.2.3.2.

4.2.3.3.

4.2.3.4.

4.2.3.5.

4.2.4.

4.2.4.1.

4.2.5.

4.2.5.1.

4.2.5.2.

4.2.5.3.

4.2.5.3.1.

4.2.5.3.2.

4.2.5.3.3.

4.2.5.4.

4.2.5.5.

4.2.5.5.1.

4.2.5.5.2.

4.2.5.5.3.

4.2.5.6.

4.2.5.7.

4.2.5.8.

4.2.5.9.

4.2.5.10.

4.2.5.11.

4.2.5.11.1.

4.2.5.11.2.

4.2.5.12.

4.3.

4.3.1.

4.3.2.

4.3.2.1.

4.3.2.2.

4.3.3.

4.3.3.1.

4.3.4.

4.3.5.

4.3.5.1.

4.3.5.2.

4.3.5.3.

4.3.5.4.

4.3.6.

4.3.6.1.

4.3.6.2.

4.3.7.

4.3.7.1.

4.4.

4.4.1.

4.4.1.1.

4.4.1.2.

4.4.1.2.1.

4.4.1.2.2.

4.4.2.

4.4.3.

4.4.3.1.

4.4.3.2.

4.4.3.3.

4.4.4.

4.4.5.

4.4.6.

4.4.7.

4.5.

4.5.1.

4.5.2.

4.5.2.1.

4.5.2.2.

4.6.

4.6.1.

4.7.

4.7.1.

4.8.

4.8.1.

4.8.2.

5.

6.

6.1.

6.2.

6.2.1.

6.2.2.

6.2.3.

6.2.4.

6.2.5.

6.2.6.

6.2.7.

6.2.7.1.

6.2.7.2.

6.2.7.3.

6.2.7.4.

6.2.7.5.

6.2.7.6.

6.2.7.7.

6.2.8.

6.2.8.1.

6.2.8.2.

7.

7.1.

7.1.1.

7.1.2.

7.1.3.

7.2.

7.2.1.

7.2.2.

7.2.2.1.

7.2.2.2.

7.2.3.

7.2.3.1.

7.2.3.2.

7.2.3.3.

7.2.4.

7.3.

7.4.

7.4.1.

7.4.2.

7.5.

7.5.1.

7.5.2.

ANNEX A –

ANNEX B –

ANNEX C –

ANNEX D –

ANNEX E –

ANNEX F –

ANNEX G –

1.1.1.

Tunnel safety as a part of general safety

This TSI applies to new, renewed and upgraded subsystems. It concerns the following subsystems mentioned Annex II to Directives 96/48/EC and 2001/16/EC, as amended by Directive 2004/50/EC: infrastructure (‘INF’), energy (‘ENE’), control-command (‘CCS’), operation (‘OPE’) and rolling stock (‘RST’).

Safety in tunnels is influenced by general railway safety measures (such as signalling), which are not specified in this TSI. Only specific measures, designed to reduce specific tunnel risks, are prescribed here.

General railway safety measures:

Risks related to pure railway operation, such as derailment and collision with other trains, are addressed by general railway safety measures. The influence of the tunnel environment and therefore some of the corresponding countermeasures are addressed in this TSI to the extent that they influence safety in railway tunnels.

Tunnel-specific measures:

The purpose of this TSI is to define a coherent set of measures for the infrastructure, energy, command-control & signalling, rolling stock and traffic operation & management subsystems, thus delivering an optimal level of safety in tunnels in the most cost-efficient way. It shall permit free movement of trains complying with Directives 96/48/EC (on high speed lines) and 2001/16/EC (on conventional lines) under harmonised safety conditions in railway tunnels on the trans-European rail system.

1.1.2.

Tunnel length

1.1.3.

Fire safety categories of passenger rolling stock

Rolling stock admitted in tunnels shall belong to either of the following two fire safety categories A and B (the following definitions are harmonised with HS RST TSI 4.2.7.2.1 and prEN45545 part 1):

1.1.3.1.

Rolling stock for tunnels up to 5 km in length

Rolling stock which is designed and built to operate on underground sections and tunnels of not more than 5 km in length, with side evacuation available is defined as category A. In the event of activation of a fire alarm, the train will continue to a safe area (see definition in 4.2.2.6.1), not more than 4 minutes running time away, assuming the train is able to run at 80 km/h. At the safe area, passengers and staff can evacuate the train. If it is not possible for the train to continue, it will be evacuated using the infrastructure facilities in the tunnels.

1.1.3.2.

Rolling stock for all tunnels

Rolling stock which is designed and built to operate in all tunnels of the trans-European Network is defined as category B. Fire barriers are provided to facilitate the protection of passengers and staff from the effects of heat and smoke on board a burning train for 15 minutes. The fire barriers and additional measures for running capability would permit such trains to leave a 20 km long tunnel and reach a safe area, assuming the train is able to run at 80 km/h. If it is not possible for the train to leave the tunnel, it will be evacuated using the infrastructure facilities provided for the tunnel.

1.1.3.3

Rolling stock in tunnels with underground stations

If there are underground stations as defined in 1.1.4 which are specified as locations for evacuation in the emergency plan and if the distances between consecutive underground stations and the nearest underground station to the portal are less than 5 km, the trains shall fulfil the requirements of category A.

1.1.4.

Underground stations

In respect of railway subsystems, stations that are in tunnels shall fulfil the relevant specifications of this TSI.

In addition, parts of the station open to the public shall be in conformity with the national fire safety rules.

If these two conditions are fulfilled, then an underground station can be considered as a safe area as specified in 4.2.2.6.1.

1.1.5.

Dangerous goods

The general safety measures concerning the carriage of dangerous goods are defined in OPE TSI and RID. No tunnel specific measure is prescribed in this TSI. The Relevant National Authority may prescribe specific measures according to clause 1.1.6.

1.1.6.

Particular safety requirements in member states

Generally, the specifications of this TSI are harmonised requirements. The existing safety level shall not be reduced in a country as stipulated in Directive 2004/49/EC Article 4.1 (Safety Directive). Member states can retain more stringent requirements, as long as these requirements do not prevent the operation of trains complying with Directive 2001/16/EC as amended by Directive 2004/50/EC.

They can prescribe new and more stringent requirements in accordance with Directive 2004/49/EC (Safety Directive) Art 8; such requirements shall be notified to the Commission before they are introduced. Such higher requirements must be based on a risk analysis and must be justified by a particular risk situation. They shall be the result of a consultation of the IM and of the relevant authorities for rescue, and they shall be subject to a cost-benefit assessment.

1.1.7.

Risk scope, risks that are not covered by this TSI

This TSI covers specific risks to the safety of passengers and on-board staff in tunnels for the subsystems above.

Risks not covered by this TSI are as follows:

(a)

indicates its intended scope (part of the network or rolling stock referred to in Annex I to the Directive; subsystem or part of subsystem referred to in Annex II to the Directive) — Chapter 2;

(b)

lays down essential requirements for each subsystem concerned and its interfaces vis-à-vis other subsystems — Chapter 3;

(c)

establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example according to the categories of line, hub and/or rolling stock provided for in Annex I to the Directive — Chapter 4;

(d)

determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system — Chapter 5;

(e)

states, in each case under consideration, the procedures for the assessment of conformity or suitability for use. This includes in particular the modules defined in Decision 93/465/EEC or, where appropriate, the specific procedures to be used to assess either the conformity or the suitability for use of interoperability constituents and ‘EC’ verification of subsystems — Chapter 6;

(f)

indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm — Chapter 7;

(g)

indicates, for the staff concerned, the professional qualifications for the operation of the subsystem concerned, as well as for the implementation of the TSI — Chapter 4.

2.2.1.

‘Hot’ incidents: Fire, explosion followed by fire, emission of toxic smoke or gases.

The main danger is fire. It is assumed that the fire starts in one passenger train or power-unit and is fully developed 15 minutes after ignition. It is discovered and the alarm is raised during these first 15 minutes.

Whenever possible the train leaves the tunnel.

If the train comes to a stop, passengers are evacuated, directed by the train crew, or by self-rescue, to a safe area.

2.2.2.

‘Cold’ incidents: collision, derailment

The tunnel specific measures concentrate on access/egress facilities to support evacuation and the intervention of rescue forces. The difference with the hot scenarios is that there is no time constraint due to the presence of a hostile environment created by a fire.

2.2.3.

Prolonged stop

Prolonged stop (an unplanned stop in a tunnel, without a fire on board, for longer than 10 minutes) is not, by itself, a threat to passengers and staff. However it may lead to panic and to spontaneous, uncontrolled evacuation that exposes people to dangers present in a tunnel environment. Measures shall be provided to keep such a situation under control.

2.2.4.

Exclusions

The scenarios that have not been dealt with are listed in section 1.1.7.

—

Try to rescue people unable to reach a safe area

—

Provide initial medical support to evacuees

—

Fight a fire insofar as required to protect themselves and people caught in the accident

—

Conduct evacuation from safe areas inside the tunnel to open air

—

Provide initial help to people with critical injuries

—

Free trapped people

—

Evacuate people

—

Safety

—

Reliability and Availability

—

Health

—

Environmental Protection

—

Technical compatibility.

4.2.1.

Overview of the specifications

Subsystem Infrastructure

Subsystem Energy

Subsystem control-command and signalling

Hot axle box detectors

Subsystem rolling stock

Operating Rules

Maintenance Rules

Professional Qualifications

Tunnel specific competence of the train crew and other staff

Health and Safety Conditions

Self-rescue device

4.2.2.

Subsystem Infrastructure

For the installation of safety equipment in tunnels, allowance shall be made for the actions of aerodynamic effects produced by passing trains.

4.2.2.1.

Installation of switches and crossings

The infrastructure manager shall ensure that only the minimum number of switch and crossing layouts is installed in accordance with the design, safety and operational requirements.

4.2.2.2.

Prevent unauthorised access to emergency exits and equipment rooms

For equipment rooms and emergency exits, physical systems, e.g. locks, shall be used to prevent unauthorised access from outside; from inside, it shall always be possible to open the doors for evacuation.

4.2.2.3.

Fire protection requirements for structures

This specification applies to all tunnels, irrespective of their length.

The integrity of the structure shall be maintained, in the event of fire, for a period of time sufficiently long to permit self-rescue and evacuation of passengers and staff and the intervention of rescue services without the risk of structural collapse.

The fire performance of the finished tunnel surface, whether in situ rock or concrete lining, has to be assessed. It shall withstand the temperature of the fire for a particular duration of time. The specified ‘temperature-time curve’ (EUREKA-curve) is given in the following figure. It is to be used for the design of concrete structures only.

4.2.2.4.

Fire safety requirements for building material

This specification applies to all tunnels, irrespective of their length.

This specification applies to building material and installations inside tunnels other than structures, which are covered in 4.2.2.3. They shall have low flammability, be non-flammable or protected, depending on the design requirements. The material for tunnel substructure shall fulfil the requirements of classification A2 of EN 13501-1:2002. Non-structural panels and other equipment shall fulfil the requirements of classification B of EN 13501-1:2002.

4.2.2.5.

Fire detection

Technical rooms are enclosed spaces with doors for access/egress inside or outside the tunnel with safety installations which are necessary for the following functions: self rescue and evacuation, emergency communication, rescue and fire fighting and traction power supply. They shall be equipped with detectors which alert the infrastructure manager in case of fire.

4.2.2.6.

Facilities for self-rescue, evacuation and rescue in the event of an incident

4.2.2.6.1.

Definition of safe area

Definition: a safe area is a place inside or outside a tunnel where all of the following criteria apply

4.2.2.6.2.

General

The design of a tunnel shall take into account the need for provision of facilities to allow the self-rescue and evacuation of train passengers and staff and allow the rescue services to rescue people in the event of an incident in a tunnel.

The technical solutions described in 4.2.2.6.3 to 4.2.2.6.5 fulfil this requirement and one of them shall be selected

4.2.2.6.3.

Lateral and/or vertical emergency exits to the surface.

These exits shall be provided at least every 1 000 m.

The minimum dimensions of lateral and or vertical emergency exits to the surface shall be 1,50 m wide and 2,25 m high. The minimum dimensions of the doors opening shall be 1,40 m wide × 2,00 m high. Requirements for exits that function as main access routes for rescue services are described in 4.2.2.11. Access for rescue services.

All exits shall be equipped with lighting and signs.

4.2.2.6.4.

Cross-passages to the other tube

Cross-passages between adjacent independent tunnels enable the adjacent tunnel to be employed as a safe area. They must be equipped with lights and signs. Minimum dimensions of the cross-passage are 2,25 m height × 1,50 m width. The minimum dimensions of the doors are 2,00 m height and 1,40 m width. Cross-passages in conformity with these requirements shall be provided at least every 500 m.

4.2.2.6.5.

Alternative technical solutions

Alternative technical solutions providing a safe area with a minimum equivalent safety level are permitted. A technical study shall be undertaken to justify the alternative solution which must be agreed by the Relevant National Authority.

4.2.2.7.

Escape walkways

This specification applies to all tunnels of more than 500 m in length.

Walkways shall be constructed in a single track tunnel on at least one side of the track and in a double track tunnel on both sides of the tunnel. In wider tunnels with more than two tracks access to a walkway shall be possible from each track.

The width of the walkway shall be a minimum of 0,75 m. The minimum vertical clearance above the walkway shall be 2,25 m.

The minimum level of the walkway shall be within the height of the rail.

Local constrictions caused by obstacles in the escape area shall be avoided. The presence of obstacles shall not reduce the minimum width to less than 0,7 m, and the length of the obstacle shall not exceed 2 m.

Handrails shall be installed approximately 1 m above walkway providing a route to a safe area. Handrails shall be placed outside the required minimum clearance of the walkway. Handrails shall be angled at 30o to 40o to the longitudinal axis of the tunnel at the entrance to and exit from an obstacle.

4.2.2.8.

Emergency lighting on escape routes

This specification applies to all continuous tunnels of more than 500 m length.

Emergency lighting shall be provided to guide passengers and staff to a safe area in the event of emergency.

Illumination by means other than electricity is acceptable, provided that it fulfils the intended function.

Illumination is required as follows:

Single-track tube: one side (same as walkway)

Double-track tube: both sides.

Position of lights: above walkway, as low as possible, not to interfere with the free space for the passage of persons, or built-in into handrails.

The luminance shall be at least 1 lux at walkway level.

Autonomy and reliability: guaranteed power supply for emergency or other requirements to ensure availability for at least 90 minutes.

If the emergency light is switched off under normal operating conditions, it shall be possible to switch it on by both of the following means

4.2.2.9.

Escape signage

This specification applies to all tunnels of more than 100 m length.

The escape signage indicates the emergency exits, the distance and the direction to a safe area. All signs shall be designed according to the requirements of Directive 92/58/EC of 24 June 1992 concerning the provision of health and/or safety signs at work and to ISO 3864-1.

Escape signs shall be installed on the sidewalls. The maximum distance between escape signs shall be 50 m.

Signs shall be provided in the tunnel to indicate the position of emergency equipment, where such equipment is present.

4.2.2.10.

Emergency communication

Radio communication between the train and the control centre shall be provided in each tunnel with GSM-R. There is no need for additional communication systems such as emergency telephones.

Radio continuity shall be provided for permitting the rescue services to communicate with their on-site command facilities. The system shall allow the rescue services to use their own communication equipment.

4.2.2.11.

Access for rescue services

Rescue services shall be able to enter the tunnel in the case of an incident, via the tunnel portals and/or appropriate emergency exits (see 4.2.2.6.3). These access routes shall be at least 2,25 m wide and 2,25 m high. The IM shall describe in the emergency plan those facilities dedicated as access routes.

If road accessibility is required in the emergency plan, it should be as close as possible to the planned rescue area. Alternative means of access shall be described in the emergency plan.

4.2.2.12.

Rescue areas outside tunnels

Rescue areas of minimum 500 m2 shall be provided near the tunnel at the access roads. Existing roads can be considered as rescue areas. If road access is not reasonably practicable, alternative solutions shall be provided in consultation with the rescue services

4.2.2.13.

Water supply

Water supply shall be provided at access points to the tunnel in consultation with the rescue services. The capacity shall be minimum 800 litres per minute for two hours. The water source can be a hydrant or any water supply of minimum 100 m3 such as a basin, river or other means. The method for bringing the water to the site of the incident shall be described in the emergency plan.

4.2.3.

Subsystem Energy

This section applies to the infrastructure part of the subsystem Energy.

4.2.3.1.

Segmentation of overhead line or conductor rails

This specification applies to tunnels of more than 5 km in length.

The traction energy supply system in tunnels shall be divided up into sections, each not exceeding 5 km. This specification applies only if the signalling system permits the presence of more than one train in the tunnel on each track simultaneously.

The location of the switches shall be arranged in accordance with the requirements of the tunnel emergency plan, and so that the number of switches in the tunnel is minimised.

Remote control and switching of each ‘switching section’ shall be provided.

A means of communication means and lighting shall be provided at the switching location to enable safe manual operation and maintenance of the switching equipment.

4.2.3.2.

Overhead line or conductor rail earthing

Earthing devices shall be provided at tunnel access points and close to the separation points between sections (see 4.2.3.1). These shall be either fitted manually or remote controlled fixed installations.

Communication and lighting means necessary for earthing operations shall be provided.

Procedures and responsibilities for earthing shall be defined between the infrastructure manager (IM) and the rescue services in the emergency plan (See 4.4.4 Earthing procedures)

4.2.3.3.

Electricity supply

The electricity power distribution system in the tunnel shall be suitable for rescue services' equipment in accordance with the emergency plan for the tunnel.

Some national rescue services groups may be self sufficient in relation to power supply. In this case, the option of not providing power supply facilities for the use of such groups may be appropriate. Such a decision, however, must be described in the emergency plan.

4.2.3.4.

Requirements for electrical cables in tunnels

In case of fire, exposed cables shall have the characteristics of low flammability, low fire spread, low toxicity and low smoke density. These requirements are fulfilled by compatibility of the cables with EN 50267-2-1 (1998), EN 50267-2-2 (1998) and EN 50268-2 (1999)

4.2.3.5.

Reliability of electrical installations

Electrical installations relevant for safety (Fire detection, emergency lighting, emergency communication and any other system identified by the Infrastructure Manager or contracting entity as vital to the safety of passengers in the tunnel) shall be protected against damage arising from mechanical impact, heat or fire. The distribution system shall be designed to enable the system to tolerate unavoidable damage by (for example) energizing alternative links. The electrical supply shall be capable of full operation in the event of the loss of any one major element. Emergency lights and communication systems shall be provided with 90 minutes backup.

4.2.4.

Subsystem control-command and signalling

This section applies to the trackside part of the CCS Subsystem.

4.2.4.1.

Hot axle box detectors

Line-side hot axle box detection or predictive equipments shall be installed on networks with tunnels at strategic positions so that there is a high probability tof detecting a hot axle box before the train enters a tunnel and that a defective train can be stopped ahead of the tunnel(s).

The IM shall designate line-side hot axle box detectors and their location in the Infrastructure Register. The RU shall include information about these in the Route Book.

4.2.5.

Subsystem rolling stock

4.2.5.1.

Material properties for rolling stock

The selection of materials and components shall take into account the fire behaviour properties.

Passenger rolling stock: clause 4.2.7.2.2 of HS RST TSI applies also to CR rolling stock.

Freight rolling stock: See clause 4.2.7.2.2.4 of CR RST TSI (freight wagons, version EN07 dated 5.1.2005) Material requirement

4.2.5.2.

Fire extinguishers for passenger rolling stock

The provisions of clause 4.2.7.2.3.2 of HS RST TSI apply also for CR passenger rolling stock.

4.2.5.3.

Fire protection for freight trains

4.2.5.3.1.

Running capability

No specific running capability with a fire on board is requested for freight traction units or wagons (in addition to the specifications of CR RST TSI freight wagons) although the objective of bringing the train out of the tunnel also applies to freight trains. On board fire detectors shall be specified for freight traction units as for passenger power units (4.2.5.6).

4.2.5.3.2.

Driver's protection

Minimum requirement for fire protection of the driver: Traction units shall have a fire barrier to protect the driver's cab. The fire barriers shall satisfy requirements for integrity for a minimum of 15 minutes. The fire performance test shall be carried out in accordance with the requirements of EN 1363-1 partition test.

(Remark: protection of the driver see also 4.7.1)

4.2.5.3.3.

Fire protection for trains with passengers and freight or road vehicles

In trains transporting passengers and freight or road vehicles, the passenger coaches shall fulfil the relevant prescriptions of chapter 4.2.5 of this TSI. National laws can specify additional requirements in the field of operation, in order to account for the additional risk of such trains, as long as these requirements do not prevent the running of trains complying with Directive 2001/16/EC as amended by Directive 2004/50/EC. (Exceptions for national, bilateral, multilateral or multinational agreements are listed in chapter 7.4)). Traction units shall fulfil the requirements for passenger locomotives. For freight wagons, the relevant TSIs apply.

4.2.5.4.

Fire barriers for passenger rolling stock

Clause 4.2.7.2.3.3 of HS RST TSI ‘Fire resistance’ applies also to CR rolling stock,

4.2.5.5.

Additional measures for running capability of passenger rolling stock with a fire on board:

4.2.5.5.1.

General objectives and required running capability for passenger trains

This section includes measures which shall be achieved to improve the probability that a passenger train with a fire on board will continue to operate for:

For tunnels longer than 20 km, the need for additional infrastructure and operations safety measures shall be considered. A fire safety category B train complying with the requirements of the relevant TSIs shall not be prevented from operating in tunnels longer than 20 km.

4.2.5.5.2.

Requirements for brakes

The requirements for brakes in clause 4.2.7.2.4 of the HS RST TSI shall apply also to CR rolling stock of fire safety categories A and B.

4.2.5.5.3.

Requirement for traction

The requirements for traction in clause 4.2.7.2.4 of the HS RST TSI shall apply also to CR rolling stock of fire safety category B.

4.2.5.6.

On board fire detectors

The requirements of clause 4.2.7.2.3.1 of the HS RST TSI apply also to CR rolling stock.

4.2.5.7.

Communication means on trains

The requirements of clause 4.2.5.1 of the HS RST TSI apply also to CR rolling stock.

4.2.5.8.

Emergency brake override

The provisions in clause 4.2.5.3 ‘Passenger alarm’ of the HS RST TSI also apply to CR rolling stock.

4.2.5.9.

Emergency lighting system in the train

The provisions in clause 4.2.7.13 ‘Emergency lighting’ of HS RST TSI apply also to CR passenger rolling stock, except that an autonomy of 90 minutes after the main energy supply has failed is required

4.2.5.10.

Switching off of air conditioning in the train

The provisions in clause 4.2.7.12.1 HS RST TSI ‘Passenger and train crew areas equipped with air conditioning’ apply also to CR passenger rolling stock

4.2.5.11.

Escape design of passenger rolling stock

4.2.5.11.1.

Passengers' emergency exits

Arrangement, operation and signage of emergency exits in CR passenger rolling stock shall satisfy the requirements of clause 4.2.7.1.1, letters A to C, of HS RST TSI.

4.2.5.11.2.

Passenger access door

The doors shall be provided with an individual internal and external emergency-opening device in conformity with clause 4.2.2.4.2.1, letter g, of the HS RST TSI.

4.2.5.12.

Rescue service's information and access

The rescue services shall be provided with a description of rolling stock to permit them to handle emergencies. In particular information should be provided on how to obtain access to the interior of the rolling stock.

4.3.1.

General

The SRT TSI being a transverse TSI specifies measures relating to several other subsystems in one of the following ways:

The list of interfaces is given below. References to clauses in other TSIs have to be considered as recommendations for the CR TSIs that are referred to.

4.3.2.

Interfaces with the Infrastructure subsystem

The references of interfaces to CR INS are to be specified at a later stage, when the CR INS TSI is available

4.3.2.1.

Escape walkways

The definition of escape walkways is described in the CR SRT TSI 4.2.2.7. The HS INS TSI has referred to this specification. The CR SRT TSI is responsible for it.

4.3.2.2.

Inspection of tunnel condition

The inspection of tunnel condition is based on the general specifications of the maintenance plan in clause 4.5.1 of HS TSI INS and of the future CR TSI INS with the additional requirements described in clause 4.5.1. of this TSI.

4.3.3.

Interfaces with the Energy subsystem

The references of interfaces to CR ENE are to be specified at a later stage, when the CR ENE TSI is available

4.3.3.1.

Sectioning of traction energy supply systems

The SRT clause 4.2.3.1 Segmentation of overhead line or conductor rails and the HS ENE TSI clause 4.2.7 deal with the same issues: sectioning of the overhead contact line system and continuity of operation. They are linked.

4.3.4.

Interfaces with the Control-Command-Signalling subsystem

The hot axle box detectors have to be able to detect a hot axle box. The SRT TSI defines no subsystem specification, only the location of the hot axle box detectors.

4.3.5.

Interfaces with the Traffic Management and Operation subsystem

4.3.5.1.

Tunnel emergency plan and exercises

In addition to the requirements for the management of emergency situations as described in clause 4.2.3.7 of the CR OPE TSI, the specific requirements for a tunnel emergency plan are described in clause 4.4.3 of this TSI.

4.3.5.2.

Route book

On lines with tunnels the Route Book has to specify in addition to the requirements described in clause 4.2.1.2.2 of CR OPE TSI, the requirements described in clause 4.4.5 of this TSI.

4.3.5.3.

Provisions of on-train safety and emergency information to passengers

In addition to the requirements for management of the emergency situations as described in clause 4.2.3.7 of the CR OPE TSI, the tunnel safety specific requirements are described in clause 4.4.6 of this TSI.

4.3.5.4.

Tunnel specific competence of the train crew and other staff

In addition to the requirements of CR OPE TSI 4.6 dealing with the professional and linguistic competency and the assessment process required for staff to attain this competency, the SRT TSI clause 4.6.1 specifies the competences required to manage degraded situations in tunnels.

4.3.6.

Interfaces with the rolling stock subsystem

The references to interfaces with CR RST other than freight wagons are to be specified at a later stage, when the relevant CR RST TSI is available.

4.3.6.1.

Material properties for rolling stock

Clause 4.2.5.1 specifies the fire behaviour properties of materials and components. It requires the same properties for CR passenger rolling stock as for HS rolling stock and therefore refers to clause 4.2.7.2.2 of the HS RST TSI. For CR freight rolling stock, the relevant properties are defined in clause 4.2.7.2.1 of the CR WAG TSI.

4.3.6.2.

Other rolling stock specifications

The specifications 4.2.5.2, 4.2.5.4 to 4.2.5.11 of the SRT TSI for CR rolling stock are the same as those for HS rolling stock.

4.3.7.

Interfaces with the PRM subsystem

4.3.7.1.

Escape walkways

The dimensions for escape walkways are chosen in relation to the CR PRM TSI, where a width of 0,75 m is requested for the use of wheelchairs.

4.4.1.

Checking the condition of trains and appropriate actions

The condition of safety relevant equipment on the train shall be checked

This requirement completes CR OPE TSI 4.2.2.7

4.4.1.1.

Before the train commences its service.

The requirement of CR OPE TSI 4.2.3.3 is important for SRT

4.4.1.2.

While the train is running

The requirements of CR OPE TSI 4.2.3.3.2, 4.2.3.6.3 and 4.2.3.7 are important for SRT

4.4.1.2.1.

Safety-relevant equipment

If one of the following items of equipment is found to be defective while the train is running:

The RU shall have plans for continuation of safe operation of trains under the resulting degraded conditions or to stop.

The IM shall be informed immediately by the train crew.

4.4.1.2.2.

Hot axle box incidents

If a hot axle box is detected:

4.4.2.

Emergency rule

The IM's operation rules shall adopt and develop in more detail, if necessary, the principle that in case of an incident (except a derailment, that requires an immediate stop)

In all cases, the IM shall be informed immediately by the train crew and no additional scheduled train shall be permitted to enter the tunnel.

4.4.3.

Tunnel emergency plan and exercises

An emergency plan shall be developed under the direction of the Infrastructure Manager, in co-operation, where appropriate, with the railway undertakings, the rescue services and the relevant authorities for each tunnel. It shall fulfil the requirements of CR OPE TSI 4.2.3.7 ‘Managing an emergency situation’ and meet the following additional specifications.

If the tunnels on the route are similar, the emergency plan may be generic.

4.4.3.1.

Content

The emergency plan shall be consistent with the self-rescue, evacuation and rescue facilities provided.

The emergency plan shall contain as a minimum:

4.4.3.2.

Identification

All doors leading to emergency exits or cross-passages (see 4.2.2.6.) are to be uniquely defined and marked on both sides. This identification shall be defined in the emergency plan and in the Route Book and shall be used in all communications between railway undertakings, the infrastructure manager and the rescue services. Any relevant change in this respect must be reported immediately; the emergency plan has to be updated appropriately by the IM and the Route book by the RU according to clause 4.2.1.2.2.2 CR OPE TSI.

4.4.3.3.

Exercises

Prior to opening of a single tunnel or a series of tunnels, a full-scale exercise comprising evacuation and rescue procedures, involving all categories of personnel defined within the emergency plan, shall take place.

The emergency plan shall define how all organisations involved can be familiarised with the infrastructure and how often visits to the tunnel and table top or other exercises have to take place.

4.4.4.

Isolation and Earthing procedures

If the rescue services require disconnection of the traction power supply, they shall receive a guarantee that the relevant sections of catenaries or conductor rails have been disconnected before entering the tunnel or a section of the tunnel.

It is the responsibility of the infrastructure manager to disconnect the traction power supply. The responsibility for earthing shall be defined in the emergency plan. Provision shall be made for isolation of the section in which the incident has taken place.

4.4.5.

Route Book

The Route Book defined in CR OPE TSI 4.2.1.2.2.1 shall indicate the relevant safety information for tunnels.

4.4.6.

Provision of on-train safety and emergency information to passengers

As specified in the CR OPE TSI 4.2.3.7 the RUs shall have processes to inform passengers of on board emergency and safety procedures in tunnels. Such information shall be provided in the language of the country the train is running in as a minimum, plus English. As far as possible, visual information (pictograms) shall be used. The core content and minimum requirement for information should be:

4.4.7.

Co-ordination between tunnel control centres

Co-ordination procedures between the relevant control centres (e.g. energy, operations, tunnel installations) involved shall be in accordance with the requirements of the emergency plan.

4.5.1.

Inspection of tunnel condition

This specification applies to all tunnels, independently of their length.

In the maintenance plan, established by the HS INS TSI 4.5.1 and also by the future CR INS TSI, the following additional inspection rules have to be taken into account:

4.5.2.

Maintenance of rolling stock

4.5.2.1.

Passenger rolling stock

The maintenance plan for rolling stock used to form a passenger train shall specifically include checking the following safety related equipment:

4.5.2.2.

Freight rolling stock

The maintenance plan for traction units used to form a freight train shall specifically include checking the presence of at least one self-rescue device on a traction unit.

4.6.1.

Tunnel specific competence of the train crew and other staff

All professional staff driving and accompanying a train, as well as staff that authorise train movements, shall have the knowledge and the ability to apply that knowledge to manage degraded situations in the event of an incident. For staff undertaking the tasks of driving and/or accompanying trains, the general requirements are specified in CR OPE TSI 4.6 ‘Professional qualifications’ and annexes H (Minimum elements relevant to professional qualification for the task of driving a train) and J (Minimum elements relevant to professional qualification for the tasks associated with accompanying trains).

All train crew shall have knowledge of the appropriate safety behaviour in tunnels and in particular be able to evacuate a train in a tunnel. This involves instructing the passengers to go to the next coach or to exit the train, and to lead them outside the train to a safe place.

Auxiliary train staff (e.g. catering, cleaning), who do not form part of the train crew as defined below shall, in addition to their basic instruction, be trained to support the actions of the train crew (1).

Professional training of engineers and managers responsible for maintaining and operating the subsystems shall include the subject of safety in railway tunnels.

4.7.1.

Self-rescue device

Manned traction units of freight trains shall be equipped with a self-rescue device for the driver and other persons on board, satisfying the specifications of one of the two standards EN 402:2003 or 403:2004. The RU has to choose one out of the two different solutions defined in these standards

4.8.1.

Register of infrastructure

See annex A of this TSI

4.8.2.

Rolling Stock Register

See Annex B of this TSI

6.2.1.

Conformity assessment (general)

The contracting entity such as a railway undertaking, an infrastructure manager, a rolling stock manufacturer or an authorised representative established within the community shall lodge an application for assessment of conformity of the Rolling Stock or Energy or Control-Command and Signalling or Infrastructure subsystems with a Notified Body of its choice

At the moment, a distinction has to be made between:

For the first situation, the assessment against the SRT TSI has to be made within the framework of the assessment of the relevant subsystem against its specific TSI. For the second situation (CR RST other than wagons, CR INS and CR ENE), the assessment is either described in this chapter or in the relevant chapters of the existing HS TSIs (RST, INS, ENE).

Where the specification in CR SRT TSI chapter 4 is adequate, no further information for assessment is provided in this chapter.

The reference is made in the following table.

This Notified Body shall have been authorised:

The EC declaration(s) of verification in accordance with Article 18(1) and Annex VI of Directive 2001/16/EC modified by Directive 2004/50/EC, related to the subsystem(s) concerned shall be drawn up by the applicant(s).

The EC declaration(s) of verification is/are required to obtain authorisation to place the subsystem(s) into service.

The conformity assessment of a Subsystem shall be performed according to one or a combination of the following modules according to clause 6.2.2 and Annex E of this TSI:

Modules for the EC verification of subsystems (see Annex F)

Module SB: Type examination for design and development phases

Module SD: Product quality management system for production phase

Module SF: Product verification for production phase

Module SG: Unit verification

Module SH2: Full quality management system with design examination for design, development and production phases

The approval process and the contents of the assessment shall be defined between the applicant and a Notified Body according to the requirements defined in this TSI and in conformance with the rules set out in section 7 of this TSI.

6.2.2.

Conformity assessment procedures (modules)

The applicant shall choose one of the modules or module combinations indicated in the following table.

Table

Assessment procedures

The characteristics of the subsystem to be assessed during the relevant phases are indicated in Annex E. The applicant shall confirm that each subsystem produced complies with the type. An ‘X’ in column 4 of table E in Annex E indicates that the relevant characteristics shall be verified by testing each single subsystem.

The assessment of the maintenance subsystem is described in clause 6.2.5.

6.2.3.

Existing solutions

If an existing solution is already assessed for an application under comparable conditions and in service, then the following process applies:

The applicant shall demonstrate that results of tests and verifications for the previous assessment of the application are in conformity with the requirements of this TSI. In this case the previous type assessment of the subsystem related characteristics shall remain valid in the new application.

6.2.4.

Innovative solutions

If a subsystem includes an innovative solution as defined in section 4.1, the manufacturer or the contracting entity shall state the deviation from the relevant clause of the TSI and submit them to the European Railway Agency (ERA). The ERA shall produce and finalise the appropriate functional and interface specifications of this solution and develop the assessment methods.

The appropriate functional and interface specifications and assessment methods shall be incorporated in the TSI by the revision process. After entry into force of a decision of the Commission, taken in accordance with Article 21(2) of Directive 2001/16/EC, as modified by Directive 2004/50/EC, the innovative solution is permitted to be used before being incorporated into the TSI.

6.2.5.

Assessment of maintenance

According to article 18.3 of Directive 2001/16/EC as modified by Directive 2004/50/EC, the Notified Body shall compile the Technical File, which includes the Maintenance File. That means in particular that the Notified Body shall verify:

but it does not have to check the validity of the content of the maintenance file.

The conformity assessment of maintenance is the responsibility the Relevant National Authority.

6.2.6.

Assessment of operational rules

The Railway Undertaking or Infrastructure Manager shall demonstrate compliance with the requirements of this TSI. They can do this as part of the Safety Management System as described in Directive 2004/49/EC. Compliance with operation rules of this TSI do not require separate assessment by a Notified Body, unless required by the OPE TSI.

The relevant Competent Authority shall carry out an assessment of any new or amended operational procedures and processes, prior to implementation, before granting a new or revised safety authorisation/certificate. This assessment shall be a part of the process for granting the safety certificate/authorisation.

6.2.7.

Additional requirements for assessment of specifications concerning the IM

6.2.7.1.

Installation of switches and crossings

The Notified body shall check the existence in the technical file of a technical study justifying the location of switches and crossings in the tunnel and confirming that only the minimum number of switch and crossing layouts has been installed in accordance with the requirements of 4.2.2.1.

6.2.7.2.

Prevent unauthorised access to emergency exits and equipment rooms

The assessment shall confirm that:

6.2.7.3.

Fire protection requirements for structures

The Notified Body shall assess conformity with the fire protection requirements for structures, defined in 4.2.2.3, by using the results of calculations made by the Infrastructure Manager or the contracting entity.

6.2.7.4.

Facilities for self-rescue, rescue and evacuation in the event of an incident

The Notified Body shall check that the solution adopted is clearly identified by a statement in the technical file and is in conformity with the requirements of 4.2.2.6. In the case of 4.2.2.6.5 Alternative technical solution the Notified Body shall check that the appropriate technical study has been carried out and was subsequently approved by the Relevant National Authority.

6.2.7.5.

Access and equipment for rescue services

The Notified Body shall confirm, by verification of the technical file and also considering evidence of consultation with the rescue services, that the requirements in the following clauses have been met:

6.2.7.6.

Reliability of electrical installations

The Notified Body shall confirm only that a failure mode assessment complying with the functional requirements of 4.2.3.5 has been carried out.

6.2.7.7.

Hot axle box detectors

The Notified body shall confirm that hot axle box detectors or predictive equipment has been provided in accordance with the requirements of clause 4.2.4.1 and that the Infrastructure Manager has established procedures for action following alarm which prevent suspect rolling stock from entering or stopping in a tunnel.

6.2.8.

Additional requirements for assessment of specifications concerning the RU

The specifications for CR RST made in this TSI are the same as those described in the HS RST TSI. Therefore the assessment for rolling stock specifications has to be undertaken in accordance with the assessment specifications in HS RST TSI chapter 6, except the following clauses where additional requirements and information is provided:

6.2.8.1.

Rescue service's information and access

The Notified Body shall check by evidence of consultation with the rescue services that the requirements of 4.2.5.12 are satisfied.

6.2.8.2.

Self-rescue device

The conformity assessment is described in EN401:1994, EN402:2003, EN403:2004.

7.1.1.

General

Chapters 4 to 6 apply in full to the subsystems falling within the geographical scope of this TSI (cf. paragraph 1.2) which will be put into service after this TSI enters into force

In particular they refer both to new tunnels and new tunnel projects. For projects at an advanced stage of development, and for contracts already awarded see Art 7(a) of Directive 2001/16/EC.

7.1.2.

Newly built rolling stock constructed to an existing design

Newly built rolling stock constructed to a design existing before entry into force of this TSI and already authorised by one or more Member States, for operation on defined lines is permitted to be placed into service within four years after this TSI enters into force without an assessment of conformity with the SRT TSI, as long as the train remains on its defined lines of operation.

However, if this rolling stock is intended to run on lines with tunnels > 1 km in length, it shall be equipped with an emergency brake override device in conformity with clause 4.2.5.8 of this TSI

7.1.3.

Existing rolling stock intended to run in new tunnels

Unless it would lower the overall level of safety defined by notified national rules, no restriction shall be placed upon the operation of existing trains in respect of TSI compliant tunnels.

7.2.1.

Introduction

Subsystems already in service will be upgraded and renewed in accordance with the conditions laid down in Article 14(3) of the Directive 2001/16/EC.

In this particular context, the migration strategy (see 7.2.2) indicates the manner in which each existing subsystem inside the tunnel undergoing renewal or to upgrading processes shall be adapted to meet the requirements of the TSI.

Upgrading and renewal are defined in Directive 2001/16EC Art 2, alineas l, m, and n. However, the measures prescribed thereafter all apply to both upgrading and renewal actions.

To enable a proactive implementation of this TSI, Member States are encouraged to promote and support the implementation strategy. Whenever subsystems of a tunnel section or of rolling stock already in service are to be upgraded or renewed, the opportunity to include other parts that are not included within the plans for upgrade and renewal, but that can be brought into conformity with this TSI, should be considered, particularly where there are significant safety benefits and improvement can be achieved at limited additional cost.

In the event that a subsystem relevant to tunnel safety is re-assessed against any other TSI as a result of renewal or upgrading works it shall only require re-assessment against this TSI in respect of those systems and components directly affected by the works.

7.2.2.

Upgrade and renewal measures for tunnels of more than 1 km, subsystems INS and ENE

When upgrading or renewal of parts of the following subsystems affecting tunnel safety are undertaken, then the following measures shall be implemented. Assemblies and components that are not included in the scope of a particular upgrade or renewal programme do not have to be made compliant at the time of such a programme.

7.2.2.1.

INS

7.2.2.2.

ENE

4.2.3.4 Requirements for electrical cables in tunnels, when replacing cables (responsible entity: IM)

7.2.3.

Upgrade and renewal measures for the subsystems CCS, OPE, RST

When upgrading or renewal of parts of the following subsystems affecting tunnel safety are undertaken, then the following measures shall be implemented. Assemblies and components that are not included in the scope of a particular upgrade or renewal programme do not have to be made compliant at the time of such a programme.

7.2.3.1.

CCS: no measure required

7.2.3.2.

OPE:

OPE measures shall be implemented in existing tunnels independently of renewal or upgrading actions in other subsystems, according to the requirements in CR OPE TSI chapter 7

7.2.3.3.

RST (Passenger rolling stock)

The measures required for freight wagons are as specified in the CR RST TSI (freight wagons).

7.2.4.

Other existing tunnels

This TSI does not apply to existing subsystems not subject to renewal or upgrading. It is not applicable to tunnels shorter than 1 000 m subject to upgrade or renewal.

In order to harmonise the safety level on the TEN, attention is drawn to the recommendation of UNECE (TRANS/AC.9/9, 01.12.2003 that says in part E ‘There are a great many tunnels already in service. Many of them were built when safety considerations were less stringent than today. Obviously they cannot be adapted at reasonable cost to the dimensions suggested for new tunnels. But safety in railway tunnels does not depend only on structural measures — it can be enhanced also through rolling stock and operational measures.

Therefore, the Group recommends that safety plans  (2) for existing tunnels should be established, assessing their safety level and proposing to raise this level, if necessary, through measures that could be realized at reasonable costs. The Group expects these measures to be selected among the minimal standard measures for new tunnels, the first priority being given to non-structural measures.’

7.4.1.

Existing agreements

Where agreements contain requirements related to tunnels, then Member States shall notify the Commission, within 6 months after the entry into force of this TSI, of the following agreements under which trains related to the scope of this TSI are operated:

The compatibility of these agreements with EU legislation including their non discriminatory character and, in particular, this TSI, will be assessed and the Commission will take the necessary measures such as, for example, the revision of this TSI to include possible specific cases or transitional measures.

These agreements remain permitted until the necessary measures are taken including EU level agreements related to this TSI with Russian Federation and all the other CIS countries having a border with the EU.

The RID Agreement and COTIF instruments shall not be notified because they are known.

7.4.2.

Future agreements or modification of existing agreements

Any future agreement or modification of existing agreements shall take into account EU legislation and, in particular, this TSI. Member States shall notify the Commission with such agreements/modifications. The same procedure as § 7.4.1 then applies.

7.5.1.

Introduction

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

These specific cases belong to two categories: the provisions apply either permanently (case ‘P’), or temporarily (case ‘T’). In temporary cases, it is recommended that the Member States concerned should conform with the relevant subsystem either by 2010 (case ‘T1’), an objective set out in Decision No 1692/96/EC of the European Parliament and of the Council of 23 July 1996 on Community guidelines for the development of the trans-European transport network, or by 2020 (case ‘T2’).

7.5.2.

List of specific cases

None