398. Regulation of the Federal Minister of Transport, Innovation and Technology, with which the regulation on the construction and operation of railways (railway construction-and
-the Regulation on the Construction, Operation and Organisation of Railways (Railway Regulation 2003-EisbVO 2003) will be amended.

Article 1

Regulation on the construction and operation of railways (railway construction and railway construction)
-Operating Regulation-EisbBBV)

On the basis of § 19 (4) and (5), § 21a and § 49 (1) and (3) of the Railway Act 1957, BGBl. N ° 60, as last amended by the Federal Law BGBl. I No 125/2006, shall be ordered:

table of contents

1. Section, General

§ 1. Scope

§ 2. General requirements

§ 3. Exceptions

2. Section, Operating Systems

§ 4. Definitions

§ 5. Track gauge

§ 6. Design elements in floor plan (track arch)

§ 7. Longitudinal inclination

§ 8. Load capacity of the superstructure and the buildings

§ 9. Control Light Space

§ 10. Track distance

§ 11. Rail corridors Rail crossings

§ 12. Rail-like intersections of rail tracks

§ 13. Platforms, ramps

§ 14. Signals and switches

§ 15. Technical safety of the train sequence, train control

§ 16. Telecommunications systems

§ 17. Periodic inspections of plant and equipment-monitoring of endangered sites

Section 3, Rail vehicles

§ 18. Classification, definitions

§ 19. Wheel set loads and vehicle weights per unit length

§ 20. Wheels and wheelsets

§ 21. Limitation of rail vehicles

§ 22. Brakes

§ 23. Train and impact equipment

§ 24. Free spaces and components at the ends of rail vehicles

§ 25. Equipment and addresses

§ 26. Recurrent testing of rail vehicles

Section 4, Railway operation

§ 27. Definitions-Type and length of trains

§ 28. Braking of trains

§ 29. Forming the trains

§ 30. Equipping the trains with means for the first aid

§ 31. Train Sequence

§ 32. Speed

§ 33. Moving, inhibiting shoes

§ 34. Back-up rolling stock

§ 35. Filling of the trains and trains

5. Section, operating staff

§ 36. Definition

§ 37. General requirements for operating staff

§ 38. Training and audit of operational staff

§ 39. Behavior during service

§ 40. Behaviour in the event of illness and fatigue

6. Section, Final provisions

§ 41. Transitional provisions

§ 42. Notification of notification in accordance with Article 12 of Directive 98 /34/EC

§ 43. Entry into force

Section 1

General

Scope

§ 1. (1) This Regulation shall apply to the construction and operation of railways and to the operation of rail vehicles on railways on normal-track main and secondary railways within the meaning of Section 4 (1) and (2) of the Railway Act 1957. The provisions of the 5. The section also applies to operating staff in the area of all main and secondary railways within the meaning of § 4 (1) and (2) of the Railway Act 1957.

(2) The provisions of this Regulation, printed in full width on one side, shall apply to main and secondary railways;

that on the left half of a page only for main railways.

that on the right half of a page only for side-ways.

(3) The provisions for new buildings shall also apply to comprehensive conversions.

(4) The provisions relating to new buildings shall be taken into account in the course of maintenance as far as the resulting changes do not entail disproportionate costs.

(5) The provisions of this Regulation shall apply unless otherwise specified by technical specifications for interoperability (TSI) within the meaning of § § 90 and 106 of the Railway Act 1957, or otherwise otherwise.

(6) Where, in this Regulation, personal names such as, for example, plant managers, train drivers or doctors are listed only in male form, they shall refer to women and men in the same way.

(7) For the purposes of this Regulation, "safety and order" means "safety and order of the operation of the railway, the operation of railway vehicles on the railways and the transport of railway vehicles".

General requirements

§ 2. (1) Operating systems and rolling stock must be such as to meet the requirements of safety and order. These requirements shall be deemed to be fulfilled if the operating equipment and rolling stock are subject to the provisions of this Regulation and, in so far as this Regulation does not contain any express provisions, to the state of the art, in particular harmonised standards, .

(2) The state of the art shall be allowed to deviate if the security and order can be guaranteed in other ways.

Exceptions

§ 3. The Authority may, on a case-by-case basis, authorise arrangements other than those laid down in this Regulation where it has been demonstrated by the railway undertaking that the security and order can be guaranteed in other ways.

Section 2

Operating Assets

Definitions

§ 4. (1) Operating facilities are all railway systems used directly for operation in accordance with Section 10 of the Railway Act 1957. The tasks of other operating systems can also be connected to an operating system.

(2) Railway stations shall be operating systems with at least one switch where train journeys may start, end, evade or turn. As a boundary between stations and the free track, the entry signals or trapezoidal panels are generally applicable, otherwise the driveway points.

(3) Block sections are track sections in which a train journey may only be inserted if they are free of rail vehicles.

(4) Block locations are operating systems which limit a block section.

(5) Branch points are block points of the free route, where train journeys can be transferred from one route to another.

(6) crossing points are block points of the free route, where train journeys can be transferred to another track of the same route.

(7) Connection points are the operating systems of the free route, where journeys can be carried out on a closed track as a transfer journey without the block section being released for another train ride. Identification points are connection points in which the block section can be released for another train journey after a trip to the identification point of a trip.

(8) Holding stations are operating systems without a switch, where train journeys can be maintained, start or end as planned.

(9) The main track is the track equipped with safety technology for train journeys. Continuous main tracks are the main tracks of the free track and their continuation in the train stations. All other tracks are fog.

Track gauge

§ 5. (1) The track gauge is the smallest distance of the inner surfaces of the rail heads in the range of 0 to 14 mm below the upper edge of the rail (SOK).

(2) The basic measure of the track gauge is 1 435 mm (normal track).

(3) The track gauge shall not be greater in the unloaded track than

1 465 mm in main tracks, 1 470 mm in fog glues;

1 470 mm;

it shall not be less than 1 430 mm.

(4) In the case of radii below 175 m, the track gauge shall not fall below the following values:

Arc radii [m]	Track width [mm]
under 175 to 150	1 435
below 150 to 125	1 440
From 125 to 100	1 445

Design elements in floor plan (track arch)

§ 6. (1) Line guidance must be as stretched as possible for new buildings. The number of the razing elements is to be kept as low as possible. In the ground plan, the razing elements are to be applied straight, circular arc and transition arc.

(2) The radius of the arc in continuous main tracks shall not be less than

300 m

180 m

.

(3) The direction of continuous main tracks may as a rule change only steadily. Where necessary, transitional arcs must be created.

(4) As a rule, the outer rail must be higher than the inside (exaggeration) in the arc of the continuous main track. The increase shall be determined as a function of the nature of the superstructure, of the type of rolling stock and of the cargo and of the safety of the cargo. The excess shall not exceed 180 mm, including the deviations occurring during operation.

(5) Any change in the exaggeration shall be mediated by an excess ramp whose inclination shall not be greater than

1:400.

1:300.

Longitudinal inclination

§ 7. (1) In the case of new buildings, the longitudinal inclination must be selected to be as low as possible. The number of changes in inclination is to be kept as low as possible.

(2) The longitudinal inclination of tracks shall be permitted for new buildings

12.5 B.T.

40 B.C.

do not exceed.

(3) The longitudinal inclination of track sections, which are intended for the removal of rail vehicles, shall not exceed 2.5% in the case of new buildings.

(4) Change of inclination in main tracks shall be provided.

Load capacity of the superstructure and the buildings

§ 8. (1) Oberbau and Bauwerke must be able to take up rail vehicles at the permitted speed of the wheel with the respectively approved wheelset load and the maximum permissible maximum load, but at least rail vehicles must be able to take up rail vehicles.

With a wheel set load of 20 t and a meter load of 6.4 t/m.

With a wheelset load of 16 t and a meter load of 5 t/m.

(2) The superstructure must be manufactured in the new building and in the renewal of continuous track sections in such a way that it can accommodate wheel set loads of 22.5 t.

(3) Construction works must be measured at least for wheelset loads of 25 t and for meter loads of 8 t/m in the case of new construction and renewal.

Control Light Space

§ 9. The control light space is the space which belongs to each track and is free to hold. The control light space is composed of the space required for the unimpeded journey of the rail vehicles and additional spaces for construction and operational purposes.

Track distance

§ 10. (1) The track distance is the distance from the centre to the middle of adjacent tracks.

(2) In the case of new buildings, the track distance must be at least 4.00 m. Existing track distances of 4.00 m and less must not be reduced.

(3) In railway stations, the track distance of new buildings must be at least 4.50 m. Existing track distances of 4.50 m and less must not be reduced. Continuous main tracks without any intervening platform are allowed to pass through the railway station at the track distance of the free route. If the track distance of the free distance is increased, the distance between the railway station and the railway station must remain in place until the railway track has been converted.

(4) The track distances referred to in paragraphs 2 and 3 shall be increased in the case of tracks with radii less than 250 metres.

Rail corridors Rail crossings

§ 11. (1) Rail crossings are rail crossings within the meaning of § 1 lit. a of the railway crossing ordinance 1961 and non-public railway crossings. Transitions which only serve the purpose of internal traffic and rail corridors are not considered to be rail crossings.

(2) On routes with an approved speed of more than 160 km/h, railway crossings and transitions which are only used for intra-service traffic and which are in the rail lane are not permitted.

Rail-like intersections of rail tracks

§ 12. New rail intersections of rail tracks may not be applied outside the railway stations or the main signals of branch points.

Platforms, ramps

§ 13. (1) In the case of new construction of platforms, the platform edges must generally be placed at a height of 0.55 m above the upper edge of the rail; heights of less than 0.38 m and more than 0.76 m shall be prohibited. In Gleisbogen, consideration should be given to the exaggeration.

(2) Fixed objects on platforms (columns and the like) must be at a height of 3.05 m above the upper edge of the rail at least 3,00 m from the track axis. In the case of existing low-traffic installations, the measure must be reduced from 3.00 m to 2.70 m.

(3) On platforms with a fixed surface, provided that this is possible from the width of the track, the surfaces to be kept free of rail vehicles are to be marked.

(4) On platforms on tracks which are driven at a speed of more than 160 km/h, the areas to be used for the transport of rail vehicles shall be red in red. In the case of more than 200 km/h, precautions must be taken to ensure that no railway users are present in the danger zone on the platforms.

(5) It is necessary to ensure the protection of railway users who have to cross rail corridors on the rail.

(6) Side ramps on which freight wagons are to be loaded or unloaded with doors to be opened to the outside shall not be higher than 1.10 m above the upper edge of the rail. The height shall not exceed 1,00 m if the entrance doors of the passenger coaches are to be opened to the outside. Other side ramps for loading or unloading wagons may be high up to 1.20 m above the upper edge of the rail, with the exception of main tracks.

Signals and switches

§ 14. (1) The signals on the track shall be equivalent to corresponding indicators in the driver's cab; they may replace the signals on the track.

(2) The driveway in railway stations is

at a driving speed of more than 40 km/h

by main signals (drip-in signals).

(3) The departures from railway stations are

at an extension speed of more than 40 km/h

by main signals (exit signals).

(4) The basic position for main signals is the "hold" position, a different position is allowed

1.		in the case of main signals in track sections with automatic route blocking, or
2.		in the case of main signals in operating systems which are not involved in the control of the train sequence for a longer period of time or in periodic periods of periodic intervals.

(5) Block points, diversion points and transfer points shall be secured by main signals.

In the case of a run-on operation, block points with trapezoidal panels may be displayed.

(6) Rail-cored intersections of main or secondary tracks are to be secured by main signals in mutual dependence.

(7) Soft and related track reculations are to be secured by means of signals on the free track. Switches of connection points may also be secured by signals from adjacent train sequence points if there is a dependency between connection switches, edge protection devices and signals.

Switches of connection points are to be secured in technical terms. A fuse by main signals is not required on routes without technical safety of the train sequence.

(8) Whites,

that are going to be driven at more than 40 km/h,

shall be dependent on the signals valid for the train journey in such a way that the signals can be released only when the switches are technically held in the correct position for the travel path (signal dependency). The technical holding of remote switches must remain in place until they are free.

(9) If the signal dependence of switches which are driven by trains against the tip is not given, then they are technically secure or to be guarded.

This does not apply to relapse.

(10) flank protection arrangements must be taken for train journeys. The flank protection for tracks, which shall be driven at more than 160 km/h, must be ensured in stations and at the points of connection by way of protective soaking, of silences by means of protective soaking or barrier shoes.

(11) Pre-signals are to be connected to the input signals and to the main signals on the free path. The term indicated on the presignal must correspond to the term at the associated main signal. If this is not possible, the term is to be displayed, which guarantees the greatest possible security.

(12) The distance between the main signal and the associated pre-signal must be at least as large as the length of the braking distance (§ 28 (2) and (3)).

(13) For switches not connected to an electrical or electronic control unit, a basic position shall be determined if journeys on the main tracks may endanger journeys via these switches.

(14) Soft signals are to be provided with soft signals. This does not apply to switches in push-lines if these switches cannot be released for close-up.

(15) There must be a border mark between convertised tracks, up to which a track may be occupied by rail vehicles in the neighbouring track without endangering rail vehicles.

Technical safety of the train sequence, train control

§ 15. (1) Follow-up and counter-train journeys in the same block section

if it requires security and order,

to be excluded by technical protection.

(2) routes on which up to 100 km/h are authorised;

if it requires security and order

equipped with a train control, by means of which a train can be automatically brought to the holding.

(3) Routes in which more than 100 km/h are permitted up to a maximum of 160 km/h must be equipped with an influence on the train, by which a train can be automatically brought to the holding.

(4) Routes in which more than 160 km/h are permitted must be equipped with an influence on the train, by means of which a train can be brought automatically to the holding and can also be guided.

Telecommunications systems

§ 16. (1) Train follow-up posts

and train registration points

are to be connected by means of telecommunication systems. Cabinet post and line telephone are to be connected to the connection.

(2) Language storage shall be recorded by means of a tele-verbal train record and a train record.

(3) Routes shall be equipped with train radio equipment.

(4) Railway platforms on tracks which are driven at more than 160 km/h are equipped with a loudspeaker system and with automatic warning announces as well as an optical display device.

Periodic inspections of plant and equipment-monitoring of endangered sites

§ 17. (1) The operating facilities shall be regularly checked for their orderly nature. The nature, extent and frequency of the periodic test shall be determined by the state and the load on the operating facilities and at the approved speed. Records shall be kept of the periodic inspections of the operating facilities.

(2) Threatened bodies shall be monitored in such a way as to ensure that operational hazards are identified in good time and that countermeasures can be taken.

Section 3

Rail vehicles

Classification, definitions

§ 18. (1) Rail vehicles shall be differentiated according to their intended purpose in regular vehicles and by-vehicles. Rules vehicles shall comply with the following provisions of this Regulation. By-vehicles must comply with these provisions only in so far as it is necessary for the specific purpose to which they are intended to be used.

(2) The control vehicles shall be divided into engines and carriages.

(3) The propulsion vehicles shall be divided into locomotives and railcars.

(4) The traction units shall be either directly operated or controlled. Control is the regulation of the driving and braking force by means of a control device from a leading rail vehicle or by remote control.

(5) The carriages are divided into passenger coaches and freight wagons.

(6) The secondary vehicles shall be divided into small cars and heavy-duty vehicles. By-vehicles with a wheelset load of at least 3.5 tons are heavy small cars, all the other vehicles are small cars.

(7) Two-way vehicles are by-vehicles.

Wheel set loads and vehicle weights per unit length

§ 19. (1) In the case of stationary rail vehicles, whose wheelset distances are not less than 1 500 mm, wheelset loads shall be:

up to 20 t

up to 16 t

and meter loads

up to 6,4 t/m

up to 5 t/m

allowed. Higher wheel set loads and meter loads are permissible if they can be safely absorbed by the superstructure and the structures. In the case of wheelset distances below 1 500 mm, the permissible wheel set loads and meter loads are to be restricted in accordance with the load capacity of the superstructure and the structures.
In addition, no more dynamic forces can be exerted by the vehicle than can be safely absorbed by the superstructure and the structures.

(2) In addition to the requirements referred to in paragraph 1, no more dynamic forces may be exerted by moving rail vehicles than can be safely absorbed by the superstructure and the structures.

(3) The wheel set load is the proportion of the total load of a rail vehicle, which is calculated on a wheel set, the meter load is the share of the total load of a rail vehicle, which is measured at 1.00 m of rail vehicle length (measured in length by means of buffers).

Wheels and wheelsets

§ 20. (1) The wheels and wheel sets of the rail vehicles must be so designed and mounted that the track arch with a radius of 150 m and a gauge of 1 435 mm can be properly passed through. The wheels of a wheelset must have track cranks and must not be laterally displaceable on the wheelset shaft. Track change gear sets are permitted.

(2) Wheels and wheelsets shall be subject to the dimensions of Appendix 2. It shall be possible to deviate from this if it is proved that the wheels and wheelsets will guide the rail vehicles in the track safely.

(3) In the case of wheels made of one piece, the minimum thickness of the wheel rim must be marked by a groove turned on the outer face (Appendix 2). With the exception of wheels,

1.		where appropriate precautions are taken to ensure that the minimum thickness can be determined, or
2.		the wheel disc of which is simultaneously a brake disc.

Limitation of rail vehicles

§ 21. (1) For the dimensions of rail vehicles intended to be used freely in international traffic, the reference line G 1 to Appendix 3 shall apply, for the dimensions of the other rail vehicles, the reference line G 2 shall apply in accordance with Appendix 3. Rail vehicles which correspond to the reference line according to Appendix 3, Figure 3, shall not be allowed to drive track brakes in the braking position or other activated deferring or braking devices.

(2) For the calculation of the rail vehicle dimensions, the dimensions of the reference lines shall be limited in accordance with the state of the art.

(3) The reference line on which the rail vehicle is based shall apply to the reduced pantographs. Raised pantographs must comply with the reference line for pantographs (Appendix 3, Fig. 4).

(4) Uncoupled clutches and cable couplings shall be capable of being suspended or screwed in such a way that they do not exceed the permissible dimensions of the rail vehicle.

Brakes

§ 22. (1) Rail vehicles must be equipped with a continuous automatic brake. This must cooperate with the types of braking devices of those rail vehicles with which a connection is provided in any desired position.

(2) A continuous brake shall be automatic if it becomes effective in any unintended interruption of the brake line.

(3) Rail vehicles in which persons are transported must have easily visible and achievable emergency brake grips, which can be used to initiate emergency braking. The emergency braking device may be such that it can be bridged.

(4) The traction vehicles and other leading rolling stock shall have a parking brake.

(5) The passenger coaches shall be equipped with a parking brake operated by the interior of the wagon. A sufficient number of wagons of a carriage series shall be equipped with a parking brake.

Train and impact equipment

§ 23. (1) Rail vehicles must have spring-loaded traction and shock devices at both ends.

(2) Rail vehicles, which remain permanently connected in operation, shall be considered as only one rail vehicle with regard to equipment with traction and traction equipment.

(3) Train and abutment means must be such that they can absorb the forces which occur, do not affect the driving safety of the vehicle, make the necessary connections and be coupled safely.

Free spaces and components at the ends of rail vehicles

§ 24. (1) Rail vehicles must be designed in such a way as to enable the coupling of the coupling to the vehicle. In the case of rail vehicles with screw couplings and side buffers, the spaces required for this purpose (Appendix 4) must be free from fixed parts when the traction device is in the middle position; elastically deformable parts of the transitional devices and connecting lines shall be allowed to project into these spaces. In the area below the buffers, no fixed parts may hinder access.

(2) Fixed parts at the end faces of the rail vehicles must be at least 40 mm away from the impact plane of the fully depressed buffers. This may be dismissed if dangerous contacts of rail vehicles are excluded.

(3) Tritte on the rail vehicle sides must be at least 150 mm away from the impact plane of the fully depressed buffers.

(4) The end faces of the freight wagons must be provided with supports for receiving the final signal means, insofar as the carriages are suitable for this purpose. As a rule, the end faces of the other rail vehicles are equipped with two fixedly installed closing signals, otherwise two signal supports are to be equipped. If necessary, there must be a rise and a hand grip for the attachment of the signal means.

Equipment and addresses

§ 25. (1) The propulsion vehicles and other leading rolling stock shall have the following equipment:

1.		Means for giving audible signals with two different tones,
2.		Railroad cleaners,
3.		speed indicator,
4.		Train control, by which a train can be automatically brought to hold when the permissible speed of the rail vehicles
a)			is more than 100 km/h up to a maximum of 160 km/h, or
b)			up to 100 km/h, and the rail vehicles will be able to operate on routes with an influence on the train,
5.		Control of the train by means of which a train can be automatically held for holding and can also be guided if the permissible speed of the rail vehicles is more than 160 km/h,
6.		Safety driving circuit which responds at speeds of 20 km/h and more and which, in the event of incapacity of the driver, automatically causes the stopping, provided that the traction vehicle does not operate with a second operating staff member in relation to the vehicle. the power cut-off and rapid braking of the traction vehicle has been referred to,
7.		train radio equipment,
8.		Spark-catcher and lockable ash box when solid fuels are fired and
9.		dimble headlights.

(2) Entry doors in the side walls of the passenger coaches shall be equipped with secure closure means. These must be designed in such a way that the doors cannot be opened from the inside during the journey, except in an emergency. Entrance doors in the side walls of the passenger coaches, which strike outward, must have closure devices in which a double closure is automatically brought about by the door being opened. The double closure must be brought about by two separate closure parts or by a closure part which closes in two stages.

(3) End doors must be securely closable.

(4) In the interior of the passenger coaches, openings in the entry doors must be provided with protective devices against the pinching of the fingers.

(5) Remote or automatically closing doors shall be such as to ensure that they are not put at risk when they are actuated.

(6) Side-by-side sliding doors of the luggage trolleys and luggage compartments must be secured against inadvertent closing of the doors. The opening to be kept free must be at least 300 mm.

(7) Glass discs in rail vehicles in which persons are transported must be made of safety glass.

(8) Rail vehicles must be constructed and equipped in such a way as to make it more difficult to develop and spread fires.

(9) Rail vehicles in which persons are transported must have sufficient number of exit options for emergencies.

(10) A warning must be attached to the side windows of the passenger coaches which are to be opened before the leaning of the vehicle.

(11) Travel coaches travelling on routes with overhead lines shall be so arranged that the roof or the high-level footsteps and ladders can be ascend on a regular basis during operation, such as the plugging-on of the signalling means or filling. the water container, is not required.

(12) In the case of the buffering of rail vehicles, under which workers have to pass the domes, couplers must be fitted.

(13) Facilities for driving in the event of displacement movements must be such as to ensure that workers have sufficient space for their activities and can secure themselves against a crash. If this is necessary for displacement movements, rail vehicles must have at least one displacement and a shift handle on each side of the long track.

(14) The provisions of this Regulation relating to the equipment of passenger coaches shall also apply to railcars.

(15) Rail vehicles must bear the addresses and signs required for the operation, maintenance and protection of workers.

Recurrent testing of rail vehicles

§ 26. The rolling stock shall be checked on a regular basis to ensure that the rolling stock is properly carried out. The nature, extent and frequency of the periodic inspection shall be based on the condition and the load on the rolling stock and on the speed at which it is authorised. Records shall be kept of the periodic inspections of rail vehicles.

Section 4

Railway operation

Definitions-Type and length of trains

§ 27. (1) Trains are the units, which are usually carried out on the free route and consist of control vehicles, moved by machine power, and individual driving vehicles. Trains may also be used within a railway station. Suitable secondary vehicles may be treated as trains or set in trains.

(2) Turning trains are from the driver's cab at the top of controlled trains, the power output of which, when changing the direction of travel, maintains the position on the train.

(3) Traded trains are trains whose power output does not run at the top and which are not controlled from the top.

(4) Follow-up trains are trains whose power output is at the top of the train or which are controlled from the tip and which postpone a further performance of the driving vehicle.

(5) Post-shifting traction vehicles must be coupled to each other and to the train.

(6) Trains must lead to signals that can be detected by the end and the tip. The tip of hatched trains must be marked only in darkness or when tag signals are not clearly recognizable on at least 100 m.

(7) Trains are divided into travel trains and freight trains. Freight trains in which travellers are transported are part of the travel guidelines for the purposes of this Regulation.

(8) A train shall not be longer than its braking conditions, train and shock devices, the longitudinal and transverse forces occurring in the train and the operating systems. Travel trains may only be longer than the platforms if the safety of the passengers is guaranteed by operational instructions.

Braking of trains

§ 28. (1) trains must be operated with a continuous brake.

(2) The braking conditions of a train must ensure that the train can be brought within the permissible length of the braking distance; they are determined with the help of the brake panels.

(3) The maximum length of the braking distance is 1 500 m. Special braking distances shall apply to trains which are guided by train control in accordance with Article 15 (3).

(4) The railway infrastructure undertakings shall have to adopt, by way of braking on routes with an inclination of more than 40%, general arrangements within the meaning of Section 21a of the Railway Act 1957.

(5) The last or penultimate rail vehicle and the first rail vehicle of a train shall have an operating brake. If the last rail vehicle has no operating brake, it must not be occupied by travellers.

(6) Before a train leaves the train station, a brake test sample shall be made. The brake test sample shall be repeated, as often as the driver's cab is changed or the train is supplemented or disconnected, unless rail vehicles are only detached at the end of the test.

Forming the trains

§ 29. (1) The wheel set load and the meter load of rail vehicles shall not be greater than is permitted for the route to be covered.

(2) Rail vehicles with exceptional

1.		outer dimension or
2.		Wheel set load or
3.		Meter load or
4.		nature or
5.		Loading
(Exceptional rail vehicles) may only be set in trains if appropriate measures are laid down.

Equipping the trains with means for the first aid

§ 30. Travel trains shall be equipped with means for the first assistance.

Train Sequence

§ 31. (1) The sequence of train journeys shall be regulated by train stations. There are locally unoccupied train stations to be assigned to an occupied train station. Train stations include train stations, block offices, transfer points and branch offices.

(2) In the case of a traction operation, the train sequence is regulated by means of a train control point. The train sequence is determined by train running messages.

(3) Train journeys may only follow one another at the distance of the train sequence points. The moving track section must not be claimed by a travel of the opposite direction.

The provisions of the first sentence shall be allowed to deviate from disturbances if the train journey is to set the speed in such a way that it can be stopped before obstacles (driving on sight).

(4) The entry, off or passage of a train journey may only be permitted if the route is free of road. If, in the case of a disturbed track-free alarm system, the clearance of the way of travel cannot be detected by eye view, or if the access route ends in an occupied track, the safety must be provided by operational instructions or technical equipment. shall be guaranteed.

(5) On hold signals, train journeys may only be passed by a special order.

(6) The rapprochement of the train journeys is a barrier warden, a guard of railway crossings and in the case of construction work in the danger area of tracks of the safety supervision (Locally Inspectors of Endangered Rotting) prior to the admission of the train journey into the to be announced in each section.

(7) The railway infrastructure companies have to adopt general arrangements within the meaning of Section 21a of the Railway Act 1957 in the event of a disrupted understanding between the train consequential bodies.

(8) Track sections on which the locally permissible speed must be reduced shall be notified in writing to the driver and shall be marked by signals. In the event of unforeseen occurrence, the written announcement alone is sufficient until the signals are drawn up, in which case the drawing up of the signals is to be obtained as far as possible.

(9) Immovable track sections shall be blocked, even if no train is expected.

(10) Rail vehicles which do not operate as a train journey may be left on the free route only with the consent of the neighbouring train stations. Their rapprochement is barrier warders, guards of railway crossings and in the case of construction work in the danger area of tracks of the safety supervision (Locally Inspectors of Endangered Rotting) prior to the approval of the train journey into the relevant section .

Speed

§ 32. (1) The speed at which a train is allowed to travel at most (permissible speed) is dependent on the speed of the train.

1.		the design of the individual rail vehicles,
2.		the nature and length of the trains (§ 27),
3.		the braking conditions (§ 28),
4.		the route conditions,
5.		the operating conditions and
6.		the provisions of the following paragraphs.

(2) The permissible speed is

1.		for travel trains with continuous air brake
a.			250 km/h, if the route and the leading rolling stock with which a train is to be controlled automatically and can also be guided (section 15 (4), section 25 (1) (5)) and which is effective, or
b.			160 km/h, if the route and the leading rolling stock are equipped with a train control (§ 15 para. 3, § 25 (1) (4)) and this is effective,
c.			otherwise 100 km/h;
2.		for freight trains with a continuous air brake
a.			120 km/h if the route and the leading rolling stock with which a train can be brought automatically to the holding (Section 15 (2), section 25 (1) (4)) or by train control with which a train is automatically held to be held and, in addition, (Section 15 (4), section 25 (1) (5)) are equipped and they are effective,
b.			otherwise 100 km/h;

(3) The permissible speed shall be 50 km/h,

1.		if leading traction vehicles, as well as control cars, have to be served by way of exception from the rear driver's cab, and the front driver's cab is occupied by an operating staff member who can hold the train;
2.		in the case of male-occupied leading rail vehicles, to the nearest train station, if the safety gear is disturbed;

(4) The restriction of paragraph 3 Z 2 does not apply in the case of a taut train control with which a train can be brought to a halt automatically and can also be guided (Section 15 (4) and § 25 (1) (5)).

(5) Geschobene trains may

1.		a maximum of 25 km/h,
2.		if the employee at the top can initiate the braking with the continuous air brake itself at most 40 km/h,
drive.

(6) The maximum speed in track bows results from the radius of the arc and the fixed amount of the excessive increase. The excess deficiency shall be determined by the railway infrastructure undertaking as a function of the nature of the superstructure, the design of the rolling stock and the cargo and its safety; it shall be intended for vehicles without or with not activated carriage body inclination shall not be greater than 150 mm.

Moving, inhibiting shoes

§ 33. (1) Displacement movements which may endanger other journeys are not permitted.

(2) Displacement movements via the storage board-in stations without the entry signal via the limit mark of the entry-point switch-are permissible only with the consent of the adjacent train station and after the setting of appropriate protective measures.

(3) The height of the inhibiting shoes shall not exceed 125 mm above the upper edge of the rail.

Back-up rolling stock

§ 34. (1) Stationary rail vehicles shall be secured against unintentional movement when it requires safety.

(2) Drive vehicles must be supervised as long as they are capable of movement by their own power and are not particularly secured against unintended movement.

Filling of the trains and trains

§ 35. (1) Driven vehicles must be occupied by a driver during the journey; controlled locomotors (Section 18 (4)) may be unmanned.

The driver shall be at the top of the train during the journey in the case of driving vehicles with two driver stands in the front driver's cab, in the case of traction vehicles controlled by a leading vehicle. In the case of push-in journeys or in the case of short reverse movements, it does not need to change the driver's cab; remote-controlled feed-in journeys may be unoccupied.

(3) Unless otherwise specified in paragraphs 4 and 6, leading rail vehicles shall also be filled with an operating staff member who has been instructed in relation to the power cut-off and rapid braking of the traction vehicle, if it is do not have an effective safety driving circuit.

(4) Working steam locomotives are to be filled with a heater to the extent necessary.

(5) In addition to the persons authorised to do so, no-one shall be allowed to travel without the authorisation of the competent authorities in the driver's stands of the traction vehicles and of the taxable cars.

(6) The frontmost rail vehicle is to be filled with an operating staff member. The operating staff shall be able to communicate with the driver. If the employee at the top cannot ride on the first rail vehicle, he has to go ahead of the train.

In the case of scheduled journeys, the first vehicle is to be set up for driving, for mounting the peak signal, for emergency braking with the continuous air brake (for example, air brake head) and for the delivery of eight-way signals.

(7) Travel trains shall be filled with at least one train attendant, provided that its operational tasks are not taken over by another suitable operating staff or by technical facilities. They may not be accompanied by a train attendant, if the doors of the doors are adjusted to the change of passenger and the closed door of the car doors before departure is indicated to the driver or, if the visibility is sufficient, can be detected.

Section 5

Operating staff

Definition

§ 36. (1) Operating staff shall be staff members who are permanent, temporary or representative

1.		the setting and securing of the routes, the completion, the accompanying and the guidance of the trains and the movement (operator's staff),
2.		in the control and monitoring of the operational sequence, or
3.		as senior or supervisory staff of staff in accordance with Z 1 and 2
are active.

(2) The operating staff shall be required to ensure the safe and orderly conduct of the operation of the railway operation, the safety of which shall be the subject of preference.

(3) The operating staff shall be used in the number required for safe and orderly operation.

(4) The operating staff shall be informed of their duties and shall be made accessible.

(5) It is necessary to keep records of operational staff, in particular their nature of use, fitness, training, results of examinations, supervision, submissions and retraining.

General requirements for operating staff

§ 37. (1) In the case of an operating staff member, only those who are

1.		is at least 18 years old,
2.		is mentally and physically fit and
3.		is not burdened by facts which make it appear unreliable for the activity.

(2) The suitability of the operating staff is to be determined before the first start of the activity, taking into account the nature of the use by a doctor instructed by the railway undertaking.

(3) There is also a sufficient amount of hearing and hearing ability. Operating staff who have to pay attention to coloured signals during their activities must have sufficient colour distinguishing capacity. In particular, an operating staff shall be required to:

1.		without or with visual aid (eyeglasses, contact lenses) a visual acuity after snells of at least 0.5 on one eye and at least 0.3 on the other eye, and
2.		understand the language of the right ear at least to five metres and at least three metres in the other ear.
The ability to see and hear is to be determined by practical examination.

(4) Operating staff must be up to 50 years of age. Every five years, every three years thereafter, shall be examined for their physical fitness, unless the doctor instructed by the railway undertaking sets a shorter period in each individual case.

(5) If there are reasonable doubts as to the continued existence of fitness, especially after serious illness, the operating staff as such shall be further employed if his suitability is re-established by a doctor in accordance with paragraph 2. has been made.

(6) The operating staff must have the specific characteristics which their service requires; this may be determined by means of aptitude tests.

(7) For the performance of first aid, drivers who carry, accompany or accompany trains must be trained accordingly.

Training and audit of operational staff

§ 38. (1) The railway undertaking shall ensure the training and testing of the operating staff.

(2) Operating staff shall be trained under the supervision of reliable and appropriate teaching staff for their activities.

(3) During the training period, the teaching staff is responsible for the proper operation of operating facilities and rail vehicles.

(4) After completion of the training, the manager or a suitable staff member appointed by him shall determine, by means of an examination, the suitability of the trained person for the activity envisaged.

(5) After having passed the aptitude test, a certificate issued by the manager or his authorised representative shall be issued, indicating the activity of the operating staff. This document shall be carried out by the operating staff member during the performance of his/her service. The card shall be drawn in if the conditions for its exhibition are no longer fulfilled.

(6) At regular intervals, at least once a year, operating staff shall be re-trained at regular intervals after completion of their training.

(7) By way of derogation from paragraphs 1 to 6, the provisions of the drivers regulation, BGBl, shall apply to the training and testing of train drivers. II No 64/1999.

Behavior during service

§ 39. (1) Operating staff shall apply the care required in the operation of operating systems and rail vehicles to ensure safe and proper operation of the operations.

(2) Operating staff have to behave in a way that is prudent and considerate.

(3) Operating staff shall be prohibited from taking or taking the service of alcoholic beverages or other means of service or other such activities during the service and the service, provided that they are under the effect of: of such beverages or means.

(4) Driving staff is prohibited from using reception and reproduction equipment for sound or image for purposes other than operational purposes during the driving operation.

Behaviour in the event of illness and fatigue

§ 40. (1) Operating staff who are affected by illness or fatigue in the exercise of their duties may not be used by the railway undertaking.

(2) travelling staff who carry, accompany or take off trains, or operating staff serving passengers, shall not be used for this activity as long as they or a member of their domestic community are subject to a notifiable disease and the risk of transmission of the disease in rail transport.

6.

Final provisions

Transitional provisions

§ 41. (1) The provisions of the following paragraphs shall apply to operating installations and rolling stock for which this Regulation enters into force before the entry into force of this Regulation

1.		a construction permit or component type-approval has been granted or has been applied for, or
2.		which have been established pursuant to Article 36 (1) of the Railways Act 1957, or
3.		to the provisions of Section 36 (1) of the Railway Act 1957 pursuant to Section 133a (18) of the Railways Act 1957.

(2) Operating systems and rail vehicles which do not comply with § 13 (1), (2) and (6), section 14 (2) to (14) and section 22 (1) do not have to be adapted to these provisions.

(3) Operating facilities which do not comply with Section 11 (2) do not have to be adapted to this provision if these are transitions which serve only to intra-service traffic and appropriate arrangements have been made.

(4) Operating systems and rail vehicles which do not comply with § 13 para. 3, § 16 (2) and (3) and § 25 (1) Z 7 must comply with these provisions no later than 31 December 2013.

(5) Rail vehicles which do not comply with Article 21 (1) do not have to be adapted to this provision, if they are outside mirrors on leading rail vehicles.

(6) Rail vehicles which do not comply with Article 25 (1) (1) (1) do not have to be adapted to this provision if they are equipped with means for giving audible signals with a sound.

(7) Rail vehicles in which there is a musetal or other professional interest in the maintenance or production of a historical condition (nostalgic vehicles) which do not comply with Article 25 (1), (3), (2), (7) and (8); do not have to be adapted to these provisions.

(8) Rail vehicles, Section 25 (1) Z 4 lit. b do not have to be adapted to this provision if they are occupied by a second train driver or if the speed is limited to 40 km/h.

Notification of notification in accordance with Article 12 of Directive 98 /34/EC

§ 42. This Regulation has been adopted in accordance with the provisions of Directive 98 /34/EC laying down a procedure for the provision of information in the field of technical standards and regulations, which codifies the procedure laid down in Directive 83 /189/EEC, under which: Notifying number 2008 /0336/A.

entry into force

§ 43. This Regulation shall enter into force 1. Jänner 2009 in force.

Article 2

Amendment of the Railway Regulation 2003

The Regulation on the construction, operation and organisation of railways (Railway Regulation 2003-EisbVO 2003), BGBl. II No 209/2003, as last amended by BGBl. II No 104/2005, shall be amended as follows:

Sections 15 to 19 shall expire at the end of 31 December 2008.

Faymann