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31.5.2011 Official
Journal
of
the
European
Union L
144/1
II
(Non-legislative acts)
DECISIONS
COMMISSION DECISION
of 12 May 2011
concerning the technical specification for interoperability relating to the ‘operation and traffic
management’ subsystem of the trans-European conventional rail system
(notified under document C(2011) 3099)
(Text with EEA relevance)
(2011/314/EU)
THE EUROPEAN COMMISSION,
the technical specification of interoperability relating to
the subsystem ‘Traffic Operation and Management’ of the
trans-European conventional rail system ( 5 ).
Having regard to the Treaty on the Functioning of the European
Union,
(3) On
17
July
2009,
the
Agency
issued
four
recommen
dations concerning European Rail Traffic Management
Having regard to Directive 2008/57/EC of the European
System (ERTMS) operating rules (ERA/REC/2009-
Parliament and of the Council of 17 June 2008 on the inter
02/INT), the revision of Annex P of the TSIs on
operability of the rail system within the Community ( 1 ), and in
operation and traffic management (ERA/REC/2009-
particular Article 6(1) thereof,
03/INT), the revision of Annex T of the TSI on
operation and traffic management for conventional rail
(ERA/REC/2009-04/INT), and the consistency with
Whereas:
Directive 2007/59/EC in respect to train driver
competencies (ERA/REC/2009-05/INT), respectively.
Those four recommendations led to the draft
(1) Article
12
of
Regulation
(EC)
No
881/2004
of
the
European Parliament and of the Council of 29 April
Commission decision amending Decisions 2006/920/EC
2004 establishing a European Railway Agency
(
and 2008/231/EC concerning TSIs on operation and

2 )
requires the European Railway Agency (hereinafter
traffic management, which, on 25 February 2010,
referred to as ‘the Agency’) to ensure that the technical
received the positive opinion of the Committee estab
specifications for interoperability (hereinafter referred to
lished in accordance with Article 29(1) of Directive
as ‘TSIs’) are adapted to technical progress and market
2008/57/EC.
trends and to the social requirements and to propose to
the Commission the amendments to the TSIs which it
considers necessary.
(4) The
Agency’s
recommendation
of
7
May
2010
(ERA/REC/03-2010/INT) proposes further amendments
to the TSI on operation and traffic management for
(2) By
Decision
C(2007)
3371
of
13
July
2007,
the
conventional rail concerning, inter alia, train visibility
Commission gave a framework mandate to the Agency
(rear end), identifications of trains, and consistency with
to perform certain activities under Council Directive
Directive 2004/49/EC of the European Parliament and of
96/48/EC of 23 July 1996 on the interoperability of
the Council of 29 April 2004 on safety on the
the trans-European high-speed rail system
(
Community’s railways and amending Council Directive

3 ) and
Directive 2001/16/EC of the European Parliament and
95/18/EC on the licensing of railway undertakings and
of the Council of 19 March 2001 on the interoperability
Directive 2001/14/EC on the allocation of railway infra
of the trans-European conventional rail system (
structure capacity and the levying of charges for the use

4 ). Under
the terms of that framework mandate, the Agency was
of railway infrastructure and safety certification ( 6 ).
requested to revise the TSI adopted by Commission
Decision 2006/920/EC of 11 August 2006 concerning
(5) For
the
sake
of
clarity
and
simplicity,
it
is
appropriate
to
replace Decision 2006/920/EC.
( 1 ) OJ L 191, 18.7.2008, p. 1.
( 2 ) OJ L 164, 30.4.2004, p. 1.
( 3 ) OJ L 235, 17.9.1996, p. 6.
( 5 ) OJ L 359, 18.12.2006, p. 1.
( 4 ) OJ L 110, 20.4.2001, p. 1.
( 6 ) OJ L 164, 30.4.2004, p. 44.

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L 144/2
EN
Official Journal of the European Union
31.5.2011
(6)
The TSI set out in the Annex should not demand the use
If that new registration concerns a Member State which is
of specific technologies or technical solutions except
different from that of the first registration, the registering
where this is strictly necessary for the interoperability
entity competent for the new registration may require a copy
of the trans-European conventional rail system.
of the documentation related to the former registration.
(7) Implementation
of
the
TSI
set
out
in
the
Annex
and Such change of EVN is without prejudice to the application of
conformity with the relevant points of that TSI must
Articles 21 to 26 of Directive 2008/57/EC as far as the
be determined in accordance with an implementation
authorisation procedures are concerned.
plan that each Member State is required to update for
the lines for which it is responsible.
The administrative costs incurred to change the EVN shall be
borne by the applicant requesting the change of EVN.
(8) Rail
traffic
currently
operates
under
existing
national,
bilateral, multinational or international agreements. It is
Article 4
important that those agreements do not hinder current
and future progress towards interoperability. To this end,
Member States shall notify the following types of agreement to
it is necessary that the Commission examine those
the Commission within six months of the entry into force of
agreements in order to determine whether the TSI set
the TSI set out in the Annex, provided that they were not
out in the Annex needs to be revised accordingly.
already notified under Decision 2006/920/EC:

1. national agreements between the Member States and railway
(9) The
measures
provided
for
in
this
Decision
are
in
undertakings or infrastructure managers, agreed on either a
conformity with the opinion of the Committee estab
permanent or a temporary basis and required by the very
lished in accordance with Article 29(1) of Directive
specific or local nature of the intended transport service;
2008/57/EC,
2. bilateral or multilateral agreements between railway under
HAS ADOPTED THIS DECISION:
takings, infrastructure managers or safety authorities which
deliver significant levels of local or regional interoperability;
Article 1
3. international agreements between one or more Member
1. The
technical
specification
for interoperability
(TSI)
States and at least one third country, or between railway
relating to the ‘operation and traffic management’ subsystem
undertakings or infrastructure managers of Member States
of the trans-European conventional rail system, as set out in
and at least one railway undertaking or infrastructure
the Annex, is adopted.
manager of a third country which deliver significant levels
of local or regional interoperability.
2. The TSI set out in the Annex to this Decision shall apply
to the operation and traffic management subsystem as described
Article 5
in point 2.4 of Annex II to Directive 2008/57/EC.
Each Member State shall update the national implementation
plan of the TSI which it established in accordance with
Article 2
Article 4 of Decision 2006/920/EC. The updated implemen
tation plan shall be drawn up in accordance with Chapter 7
1. The
Agency
shall
publish
on
its
website
the
lists
of
codes of the Annex to this Decision.
referred in parts 9, 10, 11, 12 and 13 of Appendix Pa.
Each Member State shall forward the updated implementation
2. The
Agency
shall
keep
the
lists
of
codes
referred
to
in plan to the other Member States and the Commission by
paragraph 1 up to date and inform the Commission of their
31 December 2012 at the latest.
evolution.
Article 6
The Commission shall inform the Member States of the
Commission Decision 2006/920/EC is repealed with effect from
evolution of these codes through the Committee established
1 January 2012.
in accordance with Article 29 of Directive 2008/57/EC.
Article 7
Article 3
This Decision shall apply from 1 January 2012.
Until 31 December 2013, if a vehicle as defined in Article 2(c)
of Directive 2008/57/EC is sold or rented for a continuous
However,
period exceeding six months and if all technical characteristics
under which the vehicle has been authorised to be placed in
service remain unchanged, its European Vehicle Number (here
1. Appendix P shall apply from 1 January 2012 until
inafter referred to as ‘EVN’) may be changed through a new
31 December 2013;
registration of the vehicle and withdrawal of the first
registration.
2. Appendix Pa shall apply from 1 January 2014.

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EN
31.5.2011 Official
Journal
of
the
European
Union L
144/3
Article 8
This Decision is addressed to the Member States.
Done at Brussels, 12 May 2011.
For the Commission
Siim KALLAS
Vice-President

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L 144/4
EN
Official Journal of the European Union
31.5.2011
ANNEX
TECHNICAL SPECIFICATION FOR INTEROPERABILITY FOR THE ‘OPERATION AND TRAFFIC
MANAGEMENT’ SUBSYTEM
TABLE OF CONTENTS
1.
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
1.1.
Technical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
1.2.
Geographical scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
1.3.
Content of this TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
2.
DESCRIPTION OF SUBSYSTEM/SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
2.1.
Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
2.2.
Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
2.2.1.
Staff and trains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9
2.2.2.
Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
2.2.3.
Applicability to existing vehicles and infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.
ESSENTIAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.1.
Compliance with the essential requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
3.2.
Essential requirements — overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
4.
CHARACTERISTICS OF THE SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.2.
Functional and technical specifications of the subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.2.1.
Specifications relating to staff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.2.1.1.
General requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.2.1.2.
Documentation for drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.2.1.2.1.
Driver’s Rule Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
4.2.1.2.2.
Description of the line and the relevant line-side equipment associated with the lines worked
over . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.2.1.2.2.1. Preparation of the Route Book . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
4.2.1.2.2.2. Modifications to information contained within the Route Book . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.1.2.2.3. Informing the driver in real time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.1.2.3.
Timetables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.1.2.4.
Rolling stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.1.3.
Documentation for railway undertaking staff other than drivers . . . . . . . . . . . . . . . . . . . . . . . . . . 17
4.2.1.4.
Documentation for infrastructure manager’s staff authorising train movements . . . . . . . . . . . . . . . . 17
4.2.1.5. Safety-related
communications
between
train
crew,
other
railway
undertaking
staff
and
staff
auth
orising train movements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.2.2.
Specifications relating to trains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

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EN
31.5.2011 Official
Journal
of
the
European
Union L
144/5
4.2.2.1.
Train visibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.2.2.1.1.
General requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.2.2.1.2.
Front end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
4.2.2.1.3.
Rear end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
4.2.2.2.
Train audibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.2.2.1.
General requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.2.2.2.
Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.2.3.
Vehicle identification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.2.4.
Safety of passengers and load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.2.4.1.
Safety of load . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.2.4.2.
Safety of passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.2.5.
Train composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
4.2.2.6.
Train braking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2.2.6.1.
Minimum requirements of the braking system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2.2.6.2.
Braking performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2.2.7.
Ensuring that the train is in running order . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2.2.7.1.
General requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2.2.7.2.
Data required . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2.2.8.
Requirements for signal and lineside marker sighting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
4.2.2.9.
Driver vigilance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.
Specifications relating to train operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.1.
Train planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.2.
Identification of trains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.2.1.
Format of train running number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.3.
Train departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.3.1.
Checks and tests before departure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.3.2.
Informing the infrastructure manager of the train's operational status . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.4.
Traffic management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.4.1.
General requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.4.2.
Train reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.4.2.1. Data required for train position reporting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4.2.3.4.2.2. Predicted hand over time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.2.3.4.3.
Dangerous goods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.2.3.4.4.
Operational quality . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
4.2.3.5.
Data recording . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23

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4.2.3.5.1.
Recording of supervision data outside the train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2.3.5.2.
Recording of supervision data on-board the train . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2.3.6.
Degraded operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2.3.6.1.
Advice to other users . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2.3.6.2.
Advice to train drivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2.3.6.3.
Contingency arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
4.2.3.7.
Managing an emergency situation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.2.3.8.
Aid to train crew in the event of an incident or of a major rolling stock malfunction . . . . . . . . . 25
4.3.
Functional and technical specifications of the interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.3.1.
Interfaces with the infrastructure TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
4.3.2.
Interfaces with the control-command and signalling TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.3.3.
Interfaces with the rolling stock TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.3.3.1.
Interfaces with TSI on locomotives and passenger rolling stock TSI . . . . . . . . . . . . . . . . . . . . . . . . 26
4.3.3.2.
Interfaces with TSI on freight wagons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
4.3.4.
Interfaces with the Energy TSI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.4.
Operating rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.5.
Maintenance rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.6.
Professional qualifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.6.1.
Professional competency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.6.1.1.
Professional knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4.6.1.2.
Ability to put this knowledge into practice . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.6.2.
Linguistic competency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.6.2.1.
Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.6.2.2.
Level of knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.6.3.
Initial and ongoing assessment of staff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.6.3.1.
Basic elements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
4.6.3.2.
Analysis of training needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.6.3.2.1.
Development of the analysis of training needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.6.3.2.2.
Updating the analysis of training needs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.6.3.2.3.
Specific elements for train crew and auxiliary staff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.6.3.2.3.1. Infrastructure knowledge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.6.3.2.3.2. Knowledge of rolling stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
4.6.3.2.3.3. Auxiliary staff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.7.
Health and safety conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.7.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

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European
Union L
144/7
4.7.2.
Deleted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.7.3.
Deleted . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.7.4.
Medical examinations and psychological assessments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.7.4.1.
Before appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.7.4.1.1.
Minimum content of the medical examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.7.4.1.2.
Psychological assessment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
4.7.4.2.
After appointment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.7.4.2.1.
Periodicity of periodic medical examinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.7.4.2.2.
Minimum content of the periodic medical examination . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.7.4.2.3.
Additional medical examinations and/or psychological assessments . . . . . . . . . . . . . . . . . . . . . . . . 31
4.7.5.
Medical requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.7.5.1.
General requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.7.5.2.
Vision requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31
4.7.5.3.
Hearing requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.8.
Registers of infrastructure and vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.8.1.
Infrastructure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
4.8.2.
Rolling stock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
5.
INTEROPERABILITY CONSTITUENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
5.1.
Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
5.2.
List of constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.
ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND
VERIFICATION OF THE SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.1.
Interoperability constituents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.2.
Operation and traffic management subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
6.2.1.
Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
7.
IMPLEMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
7.1.
Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
7.2.
Implementation guidelines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
7.3.
Specific cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
7.3.1.
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
7.3.2.
List of specific cases . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
7.3.2.1.
Temporary specific case (T1) Estonia, Latvia and Lithuania . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
7.3.2.2.
Temporary specific case (T2) Ireland and United Kingdom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
Appendix A: ERTMS/ETCS operating rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Appendix B: Other rules enabling a coherent operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Appendix C: Safety related communications methodology . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

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Appendix D: Information to which the Railway Undertaking must have access in connection with the route(s) over
which he intends to operate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
Appendix E: Language and communication level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Appendix F: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Appendix G: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Appendix H: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Appendix I: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Appendix J: Minimum elements relevant to professional qualification for the tasks associated with ‘accompanying
trains’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Appendix K: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Appendix L: Minimum elements relevant to professional qualification for the task of preparing trains . . . . . . . . 56
Appendix M: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Appendix N: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Appendix O: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Appendix P: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Appendix Pa: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Appendix Q: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Appendix R: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Appendix S: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Appendix T: Braking performance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
Appendix U: List of open points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Appendix V: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Appendix W: Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110

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Union L
144/9
1. INTRODUCTION
1.1. Technical
scope
This Technical Specification for Interoperability (hereinafter referred to as ‘TSI’) concerns the ‘operation and
traffic management’ subsystem shown in the list contained in point 1 of Annex II to Directive 2008/57/EC.
Further information on this subsystem is provided in Chapter 2.
1.2. Geographical
scope
The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to
Directive 2008/57/EC.
1.3. Content
of
this
TSI
In accordance with Article 5(3) of Directive 2008/57/EC, this TSI:
(a) indicates its intended scope for the ‘operation and traffic management’ subsystem — Chapter 2;
(b) lays down essential requirements for the subsystem concerned and its interfaces vis-à-vis other subsystems
— Chapter 3;
(c) establishes the functional and technical specifications to be met by the target 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 Directive 2008/57/EC — 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 conven
tional rail system — Chapter 5;
(e) states, in each case under consideration, which procedures are to be used in order to assess the
conformity or suitability for use of the interoperability constituents — Chapter 6;
(f) indicates the strategy for implementing the TSI. In particular, it is necessary to specify the stages to be
completed and the elements that can be applied in order to make a gradual transition from the existing
situation to the final situation in which compliance with the TSI must be the norm — Chapter 7;
(g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work
required for the operation and maintenance of the subsystem concerned, as well as for the implemen
tation of the TSI — Chapter 4.
Moreover, in accordance with Article 5(5) of Directive 2008/57/EC, provision may be made for specific cases
for each TSI. These are indicated in Chapter 7.
This TSI also comprises, in Chapter 4, the operating and maintenance rules specific to the scope indicated in
points 1.1 and 1.2 of this Annex.
2. DESCRIPTION
OF
SUBSYSTEM/SCOPE
2.1. Subsystem
The ‘operation and traffic management’ subsystem is described in point 2.4. of Annex II to Directive
2008/57/EC as:
‘The procedures and related equipment enabling a coherent operation of the different structural subsystems,
both during normal and degraded operation, including in particular training and train driving, traffic
planning and management.
The professional qualifications which may be required for carrying out cross-border services’.
2.2. Scope
This TSI applies to the ‘operation and traffic management’ subsystem of infrastructure managers (hereinafter
referred to as ‘IM’) and railway undertakings (hereinafter referred to as ‘RU’) related to the operation of trains
on the conventional rail TEN lines.
The specifications laid down in the TSI on operation and traffic management may be used as a reference
document for the operation of trains even if they are not covered by the scope of this TSI.
2.2.1. Staff
and
trains
Points 4.6 and 4.7 apply to those staff undertaking the safety-critical tasks of accompanying a train, when
this involves crossing a border(s) between states and working beyond any location(s) designated as the
‘frontier’ in the network statement of an infrastructure manager and included in his safety authorisation.

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Point 4.6.2 also applies to train drivers as stipulated by point 8 of Annex VI to Directive 2007/59/EC. A staff
member will not be considered as crossing a border if the activity only involves working as far as any
‘frontier’ locations as described in the first paragraph of this point.
For those staff undertaking the safety-critical tasks of despatching trains and authorising train movements,
mutual recognition of professional qualifications and health and safety conditions between Member States
will 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 ‘frontier’ location(s) as described in the first paragraph of
this point, point 4.6 will apply with mutual recognition between Member States of health and safety
conditions. A train will not be considered to be a cross border service, if all the vehicles of the train
crossing the state border cross it only to the ‘frontier’ location(s) as described in the first paragraph of
this point.
This can be summarised in the tables below:
Staff involved with the working of trains that will cross-state borders and proceed beyond the
frontier location
Task Professional
Qualifications Medical
Requirements
Accompanying a Train 4.6 4.7
Authorising Train movements Mutual
recognition Mutual
recognition
Train Preparation 4.6 Mutual
recognition
Train Despatch Mutual
recognition Mutual
recognition
Staff working trains that do not cross state borders or do so as far as frontier locations
Task Professional
Qualifications Medical
Requirements
Accompanying a Train Mutual
recognition Mutual
recognition
Authorising Train movements Mutual
recognition Mutual
recognition
Train Preparation Mutual
recognition Mutual
recognition
Train Despatch Mutual
recognition Mutual
recognition
2.2.2. Principles
This TSI covers those elements (as set out in Chapter 4) of the conventional rail ‘operation and traffic
management’ subsystem, where principally there are operational interfaces between RU and IM and where
there is a particular benefit to interoperability.
RU and IM must 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 RU’s
and IM’s safety management system (hereinafter referred to as ‘SMS’) as required by Directive 2004/49/EC.
The SMS itself is assessed by the relevant national safety authority (hereinafter referred to as ‘NSA’) before
granting safety certificate/authorisation.
2.2.3. Applicability
to
existing
vehicles
and
infrastructure
While the majority of the requirements contained in this TSI relate to processes and procedures, a number
also relate to physical elements, trains and vehicles which are important for operation.
The design criteria for these elements are described in the TSIs covering other subsystems such as rolling
stock. In the context of this TSI it is their operational function that is considered.
3. ESSENTIAL
REQUIREMENTS
3.1. Compliance
with
the
essential
requirements
In accordance with Article 4(1) of Directive 2008/57/EC, the trans-European conventional rail system, its
subsystems and their interoperability constituents must meet the essential requirements set out in general
terms in Annex III to the Directive.

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3.2. Essential
requirements
—
overview
The essential requirements cover:
— safety,
— reliability and availability,
— health,
— environmental protection,
— technical compatibility.
According to Directive 2008/57/EC, the essential requirements may be generally applicable to the whole
trans-European conventional 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 2008/57/EC and the present TSI.

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L 144/12


atibility
Essential requirements
Safety
vailability
A
Health Environmental
protection
specific to operation and
Clause Clause
Title
&
comp
traffic management
EN
Reliability
T
e
c
hnical


















1.1.1
1.1.2
1.1.3
1.1.4
1.1.5
1.2
1.3.1
1.3.2
1.4.1
1.4.2
1.4.3
1.4.4
1.4.5
1.5
2.6.1
2.6.2
2.6.3
4.2.1.2 Documentation
for
drivers
X
X
X
4.2.1.2.1 Rule
book
X
X
X
4.2.1.2.2 Route
book
X
X
Off
4.2.1.2.2.1 Preparation
of
the
Route
book
X
icial
4.2.1.2.2.2 Modification
to
Information
contained
within
the
route
X
X
Jour
book
nal
4.2.1.2.2.3 Informing
the
driver
in
real
time
X
X
X
of
the
4.2.1.2.3 Time
tables
X
X
X
European
4.2.1.2.4 Rolling
stock
X
X
X
4.2.1.3 Documentation
for
railway
undertaking
staff
other
than
X
X
X
drivers
Union
4.2.1.4 Documentation
for
infrastructure
manager’s
staff
auth
X
X
X
orising train movements
4.2.1.5 Safety-related
communications
between
train
crew,
other
X
X
X
X
railway undertaking staff and staff authorising train
movements
4.2.2.1 Train
visibility
X
X
X
4.2.2.1.1 General
requirement
X
X
X
4.2.2.1.2 Front
end
X
X
X
4.2.2.1.3 Rear
end
X
X
X
4.2.2.2 Train
audibility
X
X
X
X
31.5.2011
4.2.2.2.1 General
requirement
X
X
X
4.2.2.2.2 Control
X
X

---

31.5.2011 Off


atibility
Essential requirements
Safety
vailability
A
Health Environmental
protection
specific to operation and
Clause Clause
Title
&
comp
traffic management
EN
Reliability
T
e
c
hnical


















1.1.1
1.1.2
1.1.3
1.1.4
1.1.5
1.2
1.3.1
1.3.2
1.4.1
1.4.2
1.4.3
1.4.4
1.4.5
1.5
2.6.1
2.6.2
2.6.3
4.2.2.3 Vehicle
identification
X
X
X
4.2.2.4 Safety
of
passengers
and
load
X
4.2.2.5 Train
composition
X
4.2.2.6 Train
braking
X
X
X
icial
4.2.2.6.1 Minimum
requirements
of
the
braking
system
X
X
X
Jour
4.2.2.6.2 Braking
performance
X
X
X
nal
of
4.2.2.7 Ensuring
that
the
train
is
in
running
order
X
X
X
the
4.2.2.7.1 General
requirement
X
X
European
4.2.2.7.2 Data
required
X
X
4.2.2.8 Requirements
for
Signal
and
lineside
marker
sighting
X
X
Union
4.2.2.9 Driver
vigilance
X
4.2.3.1 Train
planning
X
X
X
4.2.3.2 Identification
of
trains
X
X
X
4.2.3.3 Train
departure
X
X
4.2.3.3.1 Checks
and
tests
before
departure
X
X
X
X
4.2.3.3.2 Informing
the
Infrastructure
Manager
of
the
train's
oper
X
X
X
X
ational status
4.2.3.4 Traffic
management
X
X
X
4.2.3.4.1 General
requirements
X
X
X
L
4.2.3.4.2 Train
reporting
X
X
X
144/13
4.2.3.4.2.1 Data
required
for
train
position
reporting
X
X

---

L 144/14


atibility
Essential requirements
Safety
vailability
A
Health Environmental
protection
specific to operation and
Clause Clause
Title
&
comp
traffic management
EN
Reliability
T
e
c
hnical


















1.1.1
1.1.2
1.1.3
1.1.4
1.1.5
1.2
1.3.1
1.3.2
1.4.1
1.4.2
1.4.3
1.4.4
1.4.5
1.5
2.6.1
2.6.2
2.6.3
4.2.3.4.2.2 Predicted
hand
over
time
X
X
4.2.3.4.3 Dangerous
goods
X
X
4.2.3.4.4 Operational
quality
X
X
Off
4.2.3.5 Data
recording
X
X
icial
4.2.3.5.1 Recording
of
supervision
data
outside
the
train
X
X
Jour
4.2.3.5.2 Recording
of
supervision
data
on-board
the
train
X
X
nal
4.2.3.6 Degraded
operation
X
X
X
of
the
4.2.3.6.1 Advice
to
other
users
X
X
European
4.2.3.6.2 Advice
to
train
drivers
X
4.2.3.6.3 Contingency
arrangements
X
X
X
Union
4.2.3.7 Managing
an
emergency
situation
X
X
X
4.2.3.8 Aid
to
train
crew
in
the
event
of
an
incident
or
of
a
X
major rolling stock malfunction
4.4 ERTMS
operating
rules
X
X
4.6 Professional
qualifications
X
X
X
4.7 Health
and
safety
conditions
X
31.5.2011

---

EN
31.5.2011 Official
Journal
of
the
European
Union L
144/15
4. CHARACTERISTICS
OF
THE
SUBSYSTEM
4.1. Introduction
Taking into account all the relevant essential requirements, the ‘operation and traffic management’ subsystem,
as described in point 2.2, covers only the elements specified in this Chapter.
In conformity with Directive 2001/14/EC, it is the overall responsibility of the infrastructure manager to
provide all the appropriate requirements which must be met by trains permitted to run on his network,
taking into account the geographic particularities of individual lines and the functional or technical specifi
cations 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:
— specifications relating to staff,
— specifications relating to trains,
— specifications relating to train operations.
4.2.1. Specifications
relating
to
staff
4.2.1.1.
G e n e r a l r e q u i r e m e n t s
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.
1. Railway undertaking staff:
(a) undertaking the task of driving trains (referred to throughout this TSI as ‘driver’) and forming part of
the ‘train crew’,
(b) undertaking tasks on-board (other than driving) and forming part of the ‘train crew’,
(c) undertaking the task of preparing trains.
2. Infrastructure manager’s staff undertaking the task of authorising the movement of trains
The areas covered are:
— Documentation
— Communication
In addition, for the staff as defined in point 2.2.1., this TSI sets out requirements on:
— Qualifications (see point 4.6. and Appendix L)
— Health and safety conditions (see point 4.7)
4.2.1.2.
D o c u m e n t a t i o n f o r d r i v e r s
The railway undertaking operating the train must supply the driver with all the necessary information and
documentation required to carry out his duties.
This information must 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 must be included in a document or a computer medium called the
‘Driver’s Rule Book’.
The Driver's Rule Book must 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 must cover two distinct aspects:
— one which describes the set of common rules and procedures valid across the TEN (taking into account
the contents of Appendices A, B and C),
— another which sets out any necessary rules and procedures specific to each infrastructure manager.
It must include procedures covering, as a minimum, the following aspects:
— Staff safety and security,
— Signalling and control command,

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L 144/16
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Official Journal of the European Union
31.5.2011
— Train operation including degraded mode,
— Traction and rolling stock,
— Incidents and accidents.
The railway undertaking is responsible for compiling the Driver’s Rule Book.
The railway undertaking must present the Driver's Rule Book in the same format for the entire infrastructure
over which their drivers will work.
The railway undertaking must compile the Driver’s Rule Book in such a way that the driver’s application of
all operational rules is enabled.
It must have two appendices:
— Appendix 1: Manual of communication procedures;
— Appendix 2: Book of Forms.
Messages and forms must remain in the ‘operating’ language of infrastructure manager(s).
The process for preparing and updating the Driver's Rule Book must include the following steps:
— the infrastructure manager (or the organisation responsible for the preparation of the operating rules)
must provide the railway undertaking with the appropriate information in the infrastructure manager’s
operating language,
— the railway undertaking must draw up the initial or updated document;
— if the language chosen by the railway undertaking for the Driver’s Rule Book is not the language in which
the appropriate information was originally supplied, it is the responsibility of the railway undertaking to
arrange for any necessary translation and/or provide explanatory notes in another language.
The infrastructure manager must ensure that the content of the documentation provided to the railway
undertaking(s) is complete and accurate.
The railway undertaking must ensure that the content of the Driver’s Rule Book 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 must be provided with a description of the lines and the associated line-side equipment for the lines
over which they will operate and relevant to the driving task. Such information must be set out in a single
document called the ‘Route Book’ (which can either be a traditional document or computer based).
The following is a list of information which must, as a minimum, be provided:
— the general operating characteristics,
— indication of rising and falling gradients,
— detailed line diagram.
4.2.1.2.2.1. Preparation of the route book
The format of the Route Book must 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 competent and correct compilation of the Route book (for
example, arranging for any necessary translation and/or providing explanatory notes), using the information
supplied by the infrastructure manager(s).
The following information must be included (this list is not exhaustive):
(a) the general operating characteristics:
— type of signalling and corresponding running regime (double track, reversible working, left or right
hand running, etc.),
— type of power supply,
— type of ground-train radio equipment.
(b) indication of rising and falling gradients with their gradient values and location;
(c) detailed line diagram:
— names of stations on the line and key locations and their location;
— tunnels, including location, name, length, specific information such as the existence of walkways and
points of safe egress as well as the location of safe places where evacuation of passengers can take
place

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EN
31.5.2011 Official
Journal
of
the
European
Union L
144/17
— essential locations such as neutral sections
— permissible speed limits for each track, including, if necessary, differential speeds relating to certain
types of train,
— the responsible infrastructure manager
— means of communication with the traffic management/control centre in normal and degraded mode
The infrastructure manager must ensure that the content of the documentation provided to the railway
undertaking(s) is complete and accurate.
The railway undertaking must ensure that the content of the Route Book is complete and accurate.
4.2.1.2.2.2. Modifications to information contained within the route book
The infrastructure manager must advise the railway undertaking of any permanent or temporary modifi
cations to information supplied in accordance with point 4.2.1.2.2.1.
These changes must be grouped by the railway undertaking into a dedicated document or computer medium
whose format must be the same for all the infrastructures worked over by the trains of an individual railway
undertaking.
The infrastructure manager must ensure that the content of the documentation provided to the railway
undertaking(s) is complete and accurate.
The railway undertaking must ensure that the content of the document grouping the modifications to
information contained within the Route book is complete and accurate.
4.2.1.2.2.3. Informing the driver in real time
The infrastructure manager must 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 must provide drivers with the information necessary for the normal running of the
train and as a minimum include:
— the train identification;
— the train running days (if necessary);
— the stopping points and the activities associated with them
— other timing points;
— the arrival/departure/passing times at each of those points.
Such train running information, which must be based on information supplied by the infrastructure manager,
may be provided either electronically or in a paper format.
Presentation to the driver must be consistent across all the lines over which the railway undertaking operates.
4.2.1.2.4. Rolling
stock
The railway undertaking must provide the driver with all information relevant to the working of the rolling
stock during degraded situations (such as trains requiring assistance). Such documentation must also focus on
the specific interface with the infrastructure manager’s staff in these cases.
4.2.1.3.
D o c u m e n t a t i o n f o r r a i l w a y u n d e r t a k i n g s t a f f o t h e r t h a n d r i v e r s
The railway undertaking must provide all members of his staff (whether on train or otherwise) who
undertake safety-critical tasks involving a direct interface with the staff, equipment or systems of the infra
structure manager with the rules, procedures, rolling stock and route specific information it deems appro
priate 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 must be based on the specification set out in Subsection 4.2.1.2 of this TSI.
4.2.1.4.
D o c u m e n t a t i o n
f o r
i n f r a s t r u c t u r e
m a n a g e r ’ s
s t a f f
a u t h o r i s i n g
t r a i n
m o v e m e n t s
All the information necessary to ensure safety-related communication between staff authorising the
movement of trains and train crews must be set out in:

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L 144/18
EN
Official Journal of the European Union
31.5.2011
— documents describing the Communications Principles (Appendix C);
— the document entitled Book of forms.
The infrastructure manager must draw up these documents in his operating language.
4.2.1.5.
S a f e t y - r e l a t e d c o m m u n i c a t i o n s b e t w e e n t r a i n c r e w , o
t
h
e
r r
a
i
l
w
a
y u
n
d e r
t a k i n g s t a f f a n d s t a f f a u t h o r i s i n g t r a i n m o v e m e n t s
The language used for safety-related communication between train crew, other railway undertaking staff (as
defined in Appendix L) and the staff authorising train movements is the operating language (see glossary)
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 conformity with Directive 2001/14/EC, the infrastructure manager is responsible for publishing the
‘operating’ language used by his 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.
T r a i n v i s i b i l i t y
4.2.2.1.1. General
requirement
The railway undertaking must 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 must 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 must be fitted with three lights in an isosceles
triangle, as shown below. These lights must always be lit when the train is being driven from that end.
The front lights must optimise train detectability (for example, to track workers and those using public
crossings) (marker lights), provide sufficient visibility for the train driver (illumination of the line ahead,
lineside information markers/boards, etc.) (head lights) by night and during low light conditions and must
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 TSI(hereinafter referred to
as ‘RST TSI’).

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EN
31.5.2011 Official
Journal
of
the
European
Union L
144/19
4.2.2.1.3. Rear
end
The railway undertaking must provide the required means of indicating the rear of a train. The rear end
signal must only be exhibited on the rear of the last vehicle of the train. It must be displayed as shown
below.
4.2.2.1.3.1. Passenger trains
The rear end indication of a passenger train must consist of 2 steady red lights at the same height above
buffer on the transversal axis.
4.2.2.1.3.2. Freight trains in international traffic
The Member State must notify which of the following requirements will apply on the network of its Member
State for trains that cross a border between Member States:
Either
— 2 steady red lights, or
— 2 reflective plates of the following shape with white side triangles and red top and bottom triangle:
The lamps or plates must be on the same height above buffer on the transversal axis. Member States that
require 2 reflective plates must also accept 2 steady red lights as train rear end indication.
4.2.2.1.3.3. Freight trains not crossing a border between member states
For freight trains not crossing a border between Member States the train rear end indication is an open point
(see Appendix U).

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L 144/20
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Official Journal of the European Union
31.5.2011
4.2.2.2.
T r a i n a u d i b i l i t y
4.2.2.2.1. General
requirement
The railway undertaking must 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 must be possible from all driving positions.
4.2.2.3.
V e h i c l e i d e n t i f i c a t i o n
Each vehicle must have a number to uniquely identify it from any other rail vehicle. This number must be
prominently displayed at least on each longitudinal side of the vehicle.
It must also be possible to identify operational restrictions applicable to the vehicle.
Further requirements are specified in Appendix P.
4.2.2.4.
S a f e t y o f p a s s e n g e r s a n d l o a d
4.2.2.4.1. Safety
of
load
The railway undertaking must 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 must ensure that passenger transport is undertaken safely at the departure and
during the journey.
4.2.2.5.
T r a i n c o m p o s i t i o n
The railway undertaking must define the rules and procedures to be followed by his staff so as to ensure that
the train is in compliance with the allocated path.
Train composition requirements must take into account the following elements:
(a) the vehicles
— all vehicles in the train must be in compliance with all the requirements applicable on the routes over
which the train will run;
— all vehicles on the train must be fit to run at the maximum speed at which the train is scheduled to
run;
— all vehicles on the train must be currently within their specified maintenance interval and will remain
so for the duration (in terms of both time and distance) of the journey being undertaken;
(b) the train
— the combination of vehicles forming a train must comply with the technical constraints of the route
concerned and be within the maximum length permissible for forwarding and receiving terminals.
— the railway undertaking is responsible for ensuring that the train is technically fit for the journey to
be undertaken and remains so throughout the journey
(c) the weight and axle load
— the weight of the train must be within the maximum permissible for the section of route, the strength
of the couplings, the traction power and other relevant characteristics of the train. Axle load limi
tations must be respected.
(d) the maximum speed of the train
— the maximum speed at which the train can run must take into account any restrictions on the
route(s) concerned, braking performance, axle load and vehicle type.
(e) the kinematic envelope
— the kinematic gauge of each vehicle (inclusive of any load) in the train must be within the maximum
permissible for the section of route.
Additional constraints may be required or imposed due to the type of braking regime or traction type on a
particular train.

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EN
31.5.2011 Official
Journal
of
the
European
Union L
144/21
4.2.2.6.
T r a i n b r a k i n g
4.2.2.6.1. Minimum
requirements
of
the
braking
system
All vehicles in a train must be connected to the continuous automatic braking system as defined in the RST
TSI.
The first and last vehicles (including any traction units) in any train must have the automatic brake operative.
In the case of a train becoming accidentally divided into two parts, both sets of detached vehicles must come
automatically to a stand as a result of a maximum application of the brake.
4.2.2.6.2. Braking
performance
The infrastructure manager must provide the railway undertaking with the actual performance required. This
data shall include, if necessary, conditions of use of braking systems possibly affecting the infrastructure such
as magnetic, regenerative and eddy-current brake.
The railway undertaking is responsible for ensuring that the train has sufficient braking performance by
providing braking rules for its staff to be followed.
The rules concerning braking performance have to be managed within the infrastructure manager’s and
railway undertaking’s safety management system.
Further requirements are specified in Appendix T.
4.2.2.7.
E n s u r i n g t h a t t h e t r a i n i s i n r u n n i n g o r d e r
4.2.2.7.1. General
requirement
The railway undertaking must 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 must 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 must define and keep up to date conditions and
procedures for train running in degraded mode.
4.2.2.7.2. Data
required
The data required for safe and efficient operation and the process by which this data must be forwarded must
comprise:
— the train identification
— the identity of the railway undertaking responsible for the train
— the actual length of the train
— if a train carries passengers or animals when it is not scheduled to do so
— any operational restrictions with an indication of the vehicle(s) concerned (gauge, speed restrictions, etc.)
— information the infrastructure manager requires for the transport of dangerous goods.
The railway undertaking must ensure that this data is made available to the infrastructure manager(s) prior to
the departure of the train.
The railway undertaking must advise the infrastructure manager(s) if a train will not occupy its allocated path
or is cancelled.
4.2.2.8.
R e q u i r e m e n t s f o r s i g n a l a n d l i n e s i d e m a r k e r s i g h t i n g
The driver must be able to observe signals and lineside markers, and they must be observable by the driver.
The same applies for other types of lineside signs if they are safety related.
Therefore, signals, lineside markers, signs and information boards must be designed and positioned in such a
consistent way to facilitate this. Issues that must be taken into account include:
— that they are suitably sited so that train headlights allow the driver to read the information,
— suitability and intensity of lighting, where required to illuminate the information,
— where retro-reflectivity is employed, the reflective properties of the material used are in compliance with
appropriate specifications and the signs are fabricated so that train headlights easily allow the driver to
read the information.

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Official Journal of the European Union
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Driving cabs must be designed in such a consistent way that the driver is able to easily see the information
displayed to him.
4.2.2.9.
D r i v e r v i g i l a n c e
A means of onboard 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 TSI.
4.2.3. Specifications
relating
to
train
operations
4.2.3.1.
T r a i n p l a n n i n g
In accordance with Directive 2001/14/EC the infrastructure manager must advise what data is required when
a train path is requested.
4.2.3.2.
I d e n t i f i c a t i o n o f t r a i n s
Each train must be identified by a train running number. The train running number is given by the infra
structure manager when allocating a train path and must be known by the railway undertaking and all
infrastructure managers operating the train. The train running number must 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’)
4.2.3.3.
T r a i n d e p a r t u r e
4.2.3.3.1. Checks
and
tests
before
departure
The railway undertaking must 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 must 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.
T r a f f i c m a n a g e m e n t
4.2.3.4.1. General
requirements
Traffic management must ensure the safe, efficient and punctual operation of the railway, including effective
recovery from service disruption.
The infrastructure manager must determine procedures and means for:
— the real time management of trains,
— operational measures to maintain the highest possible performance of the infrastructure in case of delays
or incidents, whether actual or anticipated, and
— the provision of information to the railway undertaking(s) in such cases.
Any additional processes required by the railway undertaking and which affect the interface with the infra
structure manager(s) can 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
The infrastructure manager must:
(a) provide a means of real time recording of the times at which trains depart from, arrive at or pass
appropriate pre-defined reporting points on their networks and the delta-time value;
(b) provide the specific data required in relation to train position reporting. Such information must include:
— Train identification
— Identity of reporting point
— Line on which the train is running

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Union L
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— Scheduled time at reporting point
— Actual time at reporting point (and whether depart, arrive or pass — separate arrival and departure
times must be provided in respect of intermediate reporting points at which the train calls)
— Number of minutes early or late at the reporting point
— Initial explanation of any single delay exceeding 10 minutes or as otherwise required by the
performance monitoring regime
— Indication that a report for a train is overdue and the number of minutes by which it is overdue
— Former train identification(s), if any
— Train cancelled for a whole or a part of its journey.
4.2.3.4.2.2. Predicted hand over time
The infrastructure manager must have a process, which enables an indication of the estimated number of
minutes of deviation from the scheduled time a train is scheduled to be handed over from one infrastructure
manager to another.
This must include information on service disruption (description and location of problem).
4.2.3.4.3. Dangerous
goods
The railway undertaking must define the procedures to supervise the transport of dangerous goods.
These procedures must include:
— the provisions as specified in Directive 2008/68/EC of the European Parliament and of the Council ( 1 )
— advice to the driver of the presence and position of dangerous goods on the train
— information the infrastructure manager requires for transport of dangerous goods
— determination, in conjunction with the infrastructure manager, of lines of communication and planning
of specific measures in case of emergency situations involving the goods.
4.2.3.4.4. Operational
quality
The infrastructure manager and the railway undertaking must have processes in place to monitor the efficient
operation of the all the services concerned.
Monitoring processes must be designed to analyse data and detect underlying trends, both in terms of human
error and system error. The results of this analysis must 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 must, subject to commercial confidentiality, be communicated accordingly.
Events that have significantly disrupted operations must 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 must 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 must 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. D
a
t
a
r
e
c
o
r
d
i
n
g
Data pertaining to the running of a train must be recorded and retained for the purposes of:
— Supporting systematic safety monitoring as a means of preventing incidents and accidents.
— Identifying driver, train and infrastructure performance in the period leading up to and (if appropriate)
immediately after an incident or accident, to enable the identification of causes related to train driving or
train equipment, and supporting the case for new or changed measures to prevent recurrence.
( 1 ) OJ L 260, 30.9.2008, p. 13.

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— To record information relating to the performance of both the locomotive/traction unit and the person
driving.
It must be possible to match recorded data to:
— the date and time of the recording
— the precise geographic location of the event being recorded (distance in kilometres from a recognisable
location)
— the train identification
— the identity of the driver
Requirements with regard to storage, periodic evaluation of and access to this data are specified in relevant
national laws of the Member State:
— in which the railway undertaking is licensed (with regard to on-board recorded data), or
— of the Member State in which the infrastructure is located (with regard to data recorded outside the train).
4.2.3.5.1. Recording
of
supervision
data
outside
the
train
As a minimum, the infrastructure manager must record the following data:
— the failure of line-side equipment associated with the movement of trains (signalling, points etc.);
— the detection of an overheating axle bearing, where this equipment is provided;
— communication between the train driver and infrastructure manager’s staff authorising train movements.
4.2.3.5.2. Recording
of
supervision
data
on-board
the
train
As a minimum, the railway undertaking must record the following data:
— the passing of signals at danger or ‘end of movement authority’ without authority
— application of the emergency brake
— speed at which the train is running
— any isolation or overriding of the on-board train control (signalling) systems
— operation of the audible warning device (horn)
— operation of door controls (release, closure)
— detection by on-board hot axle box detectors, if fitted
— identity of the cab for which data is being recorded to be checked.
4.2.3.6.
D e g r a d e d o p e r a t i o n
4.2.3.6.1. Advice
to
other
users
The infrastructure manager in conjunction with the railway undertaking(s) must 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 must 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 his infrastructure,
and neighbouring infrastructure managers as appropriate, must define, publish and make available appro
priate 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 must be proportional to the nature and potential
severity of the degradation.
These measures, which must as a minimum include plans for recovering the network to ‘normal’ status, may
also address:
— rolling stock failures (for example, those which could result in substantial traffic disruption, the
procedures for rescuing failed trains);
— infrastructure failures (for example, when there has been a failure of the electric power or the conditions
under which trains may be diverted from the booked route);

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European
Union L
144/25
— extreme weather conditions.
The infrastructure manager must 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 must include contact details both during and outside office hours.
The railway undertaking must submit this information to the infrastructure manager and advise the infra
structure manager of any changes to these contact details.
The infrastructure manager must advise all the railway undertaking(s) of any changes to his details.
4.2.3.7.
M a n a g i n g a n e m e r g e n c y s i t u a t i o n
The infrastructure manager must, in consultation with:
— all railway undertakings operating over his infrastructure, or, where appropriate, representative bodies of
railway undertakings operating over his infrastructure,
— neighbouring infrastructure managers, as appropriate,
— local authorities, representative bodies of the emergency services (including fire fighting and rescue) at
either local or national level, as appropriate.
define, publish and make available appropriate measures to manage emergency situations and restore the line
to normal operation.
Such measures shall typically cover:
— collisions,
— fires on train,
— evacuation of trains,
— accidents in tunnels,
— incidents involving dangerous goods
— derailments
The railway undertaking must 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 must have processes to inform passengers about onboard emergency
and safety procedures.
4.2.3.8.
A i d t o t r a i n c r e w i n t h e e v e n t o f a n i n c i d e n t o r o f a m a j o r r o l l i n g s t o c k
m a l f u n c t i o n
The railway undertaking must 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, the functional and technical specifications of
the interfaces are as follows:
4.3.1. Interfaces
with
the
infrastructure
TSI
Reference conventional rail
Reference conventional rail
operation TSI
infrastructure TSI
Parameter Point Parameter Point
Braking performance 4.2.2.6.2 Longitudinal
track
4.2.7.2
resistance
Modifications to
4.1.2.2.2
information contained in
the route book
Operating rules 4.4
Degraded operation 4.2.3.6

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4.3.2. Interfaces
with
the
control-command
and
signalling
TSI
Reference conventional rail
Reference conventional rail
operation TSI
CCS draft TSI
Parameter Point Parameter Point
Rule book 4.2.1.2.1
Operating rules 4.4 Operating
rules 4.4
Signal and lineside marker 4.2.2.8 Visibility
of
track-side
4.2.16
sighting
control-command
objects
Braking performance 4.2.2.6 Train
braking
4.3.2.3
performance and char
acteristics
Rule Book 4.2.1.2.1 Use
of
sanding
4.2.10
equipment
Train running number 4.2.3.2.1 ETCS
DMI 4.2.12
GSM-R DMI 4.2.13
Data recording onboard 4.2.3.5 Interface
to
data
4.2.15
recording for regulatory
purposes
4.3.3. Interfaces
with
the
rolling
stock
TSI
4.3.3.1.
I n t e r f a c e s w i t h T S I o n l o c o m o t i v e s a n d p a s s e n g e r r o l l i n g s t o c k T S I
Reference conventional rail
Reference conventional rail
operation TSI
locom. and pass. TSI
Parameter Point Parameter Point
Contingency
4.2.3.6.3 Rescue
coupling 4.2.2.2.4
arrangements
Train composition 4.2.2.5
Interface with infra
4.2.3.2
structure: axle load
parameter
Minimum requirements of 4.2.2.6.1 Braking
performance 4.2.4.5
the braking system
Train visibility 4.2.2.1 External
front
and
rear
4.2.7.1
lights
Train audibility 4.2.2.2 Horn 4.2.7.2