Appendix 1

Publication on the implementation of the Commission Decision of 20. In December 2007 concerning the technical specification for interoperability of the 'safety of railway tunnels' of the trans-European conventional rail system and high-speed rail system 1)

In accordance with section 21 h, in the law of rail, cf. Law Order no. 567 of 9. By June 2008, the Traffic Management Board shall, in accordance with section 24 of the following section, determine the authority of the Transport Minister,

§ 1. The announcement shall make the decision of the Commission of 20. In December 2007 concerning the technical specification for interoperability of the 'safety of railway tunnels' of the trans-European conventional rail system and high-speed rail system

Paragraph 2. The Commission ' s decision, with its annexes, Technical Specification for Interoperability for safety in rail tunnels of the trans-European conventional rail system and the high-speed rail system shall be annexes to the notice.

Skills Member States

§ 2. Competencies of the Member States following the decision of the Commission with associated Annexes are carried out by the Traffic Management Board for Railway and Fer

Scope of application

§ 3. The announcement shall apply to :

Entry into force

§ 4. The announcement shall enter into force on 1. July 2008.

Appendix 1

1.

INTRODUCTION

1.1.

Technical scope

1.1.1.

Tunnel security as part of overall security

This TSI deals with new, renewed and upgraded subsystems. It relates to the following subsystems set out in Annex II to Directive 96 /48/EC and 2001 /16/EC as amended by Directive 2004 /50/EC : Infrastructure ("INF") , energy ("ENE") , train control and signalling ("CCS") , operation ("OPE") and rolling stock ("RST").

Tunnel security shall be affected by general measures to improve rail safety (inter alia signals), which are not specified in the present TSI. It prescribes only what specific measures are to be taken to reduce the honest risks that are in force in tunnels.

General measures to improve rail safety :

Risks in the context of the actual rail service, such as the risk of derailment and collisions with other trains, are being met by general measures to improve rail safety. The tunnel environment and some associated remedial measures are addressed in this TSI to the extent that they affect the safety of rail tunnels.

Tunnel-specific measures :

The purpose of this TSI is to establish a set of uniform measures for infrastructure, energy, train control and signalling, rolling stock and operation & traffic management and, in this way, the optimum safety in tunnels cost-effective way. It shall allow the free movement of trains complying with the requirements of Directive 96 /48/EC (on high-speed trains) and Directive 2001 /16/EC (on conventional trains), on harmonised safety conditions in railway tunnels in the trans-European rail system.

1.1.2.

Tunnel length

-WHAT?

All specifications in this TSI shall apply, unless otherwise specified, for tunnels that are more than 1 km long.

-WHAT?

In the case of tunnels more than 20 km long, there must be a special investigation of safety conditions which may lead to the establishment of safeguards other than those specified in this TSI, in order to ensure access for interoperable trains ; (trains corresponding to the relevant TSIs) under acceptable fire protection conditions.

-WHAT?

Tunnels, which are in the extension of one another, shall not be treated as one tunnel if the following requirements are met :

A)

they are separated by more than 500 m in free air ;

B)

access / exit to a secure area in the open section shall be provided.

1.1.3.

Fire Safety Categories for Passenger Vehicles

Rolling equipment used in tunnels shall be subject to the following fire safety category A or B (the following definitions shall be coordinated with section 4.2.7.2.1 of the TSI-HS RST and prDA45545 Part 1) :

1.1.3.1.

rolling stock for use in tunnels not more than 5 km long

Rolling stock projected and built to operate in underground lines and tunnels of not more than 5 km with the possibility of evacuation along the side are defined as category A. If a fire alarm goes off, the train will continue to a secure area (see the definition in 4.2.2.6.1) that is not more than 4 minutes away on condition that the train is able to travel at 50 miles per hour. In the secure area, passengers and staff can leave the train. If the train does not have the opportunity to continue, it is being evacuated through the infrastructure facilities of the tunnels.

1.1.3.2.

Rolling equipment for use in all tunnels

The rolling stock projected and built for operation in all tunnels in the trans-European network is defined as category B ; fire barriers are being installed which may contribute to the protection of passengers and personnel against the effects of heat and smoke on a Burning trains for 15 minutes. The fire barriers and other measures to ensure the driving capacity enable such trains to reach a 20-mile long tunnel and to a secure area, provided that the train is able to travel at 50 miles per hour. If the train does not have a chance to get out of the tunnel, it will be evacuated using the infrastructure facilities that are contained in the tunnel.

1.1.3.3

Rolling equipment for use in tunnels with underground stations

In the case of underground stations as defined in 1.1.4, as defined as evacuation procedures in the contingency plan and if the distance between successive subterranean stations and the underground station, which is closest to one another to each other, the following subterranean stations and subterranean stations are located ; The portal is less than 5 kilometres, the trains must meet the requirements of category A.

1.1.4.

Underground stations

With regard to subsystems for railway stations, stations that lie in tunnels comply with the relevant specifications of this TSI.

The parts of the station for which public access is also required, in addition to the national fire safety rules.

If these two conditions are met, a subterranean station may be considered to be a secure area as specified in 4.2.2.6.1.

1.1.5.

Dangerous goods

The general safety measures on the transport of dangerous goods are laid down in the TSI and RID. There are no tunnel-specific measures provided for in this TSI. The relevant national authorities may fix specific measures in accordance with section 1.1.6.

1.1.6.

Special security requirements in Member States

The specifications of this TSI are generally made up of harmonised requirements ; the existing level of safety in a country must, as set out in Article 4 (2), as set out in Article 4 ( Paragraph 1 of Directive 2004 /49/EC (security directive) is not lowering. Member States may maintain stricter requirements as long as these requirements do not prevent the operation of the train to take place in accordance with Directive 2001 /16/EC as amended by Directive 2004 /50/EC.

In accordance with Article 8 of Directive 2004 /49/EC (safety directive), they can prescribe new and stricter requirements, and the Commission must be informed of these requirements before they are introduced. Higher requirements must be based on a risk analysis and are justified in a particular risk situation. They must be determined in consultation with the infrastructure manager and the rescue authorities concerned, and they must be subjected to a cost-benefit analysis.

1.1.7.

Transrisk risks and risks not covered by this TSI

This TSI deals with specific safety risks for passengers and train crew in tunnels associated with the above subsystems.

The TSI does not cover the following risks :

-WHAT?

terrorism understood as a deliberate and deliberate action aimed at causing undue destruction, damage and loss of life,

-WHAT?

health and safety of staff working in the maintenance of fixed installations in tunnels ;

-WHAT?

financial losses caused by damage to constructs and trains ;

-WHAT?

trespassing in tunnels

-WHAT?

the damage caused by a derageable train to the tunnel design : experts do not believe that a derageable train could harm the tunnel design in such a way that its draincapacity is reduced ;

-WHAT?

safety problems caused by the aerodynamic effects caused by the passing trains are not covered by this TSI (see TS-HS INS).

1.2.

Geographical Scope

The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to Directive 2001 /16/EC, and the trans-European high-speed rail system as described in Annex I ; I, for Directive 96 /48/EC.

1.3.

Content of this TSI

Purline to Article 5 (2), The TSI is as amended by Directive 2001 /16/EC, as amended by Directive 2004 /50/EC,

a)

it denoes the intended scope (part of the net or rolling stock referred to in Annex I to the Directive and the part system or part of the subsystem referred to in Annex II to the Directive), Chapter 2 ;

b)

it clarifies the essential requirements for the subsystem concerned and its interfaces with the other sub-systems, Chapter 3 ;

c)

establishes the functional and technical specifications to be met by the subsystem and its interfaces with the other subsystems. These specifications may vary according to the application of the subsystem, for example, by category of the line, the focal point and / or rolling stock, cf. Annex I to the Annex to this Directive,

d)

determine the interoperability constituents and for which interfaces are drawn up European specifications, including European standards, which are necessary to ensure interoperability of the trans-European railway system ; for conventional trains, Chapter 5,

(e)

it shall indicate in each case the procedures to be used for the assessment of conformity or suitability for use. This includes, in particular, the modules defined in Decision 93 /465/EEC, or in accordance with the circumstances, the specific procedures to be used for the assessment of conformity or suitability for use of interoperability constituents, and EC verification of sub-systems-Chapter 6

(f)

It identifies the strategy for implementing the TSI;. In particular, the phases are clarified in the gradual transition from the existing situation to the final situation where compliance with the TSI has been generalised-Chapter 7 ;

g)

It shall indicate the professional qualifications of the staff concerned with a view to the operation of the subsystem concerned and the implementation of the TSI Chapter 4.

Purline to Article 5 (2), In addition, special cases may be laid down for each TSI. These special cases are specified in Chapter 7.

In addition, the specific operating and maintenance rules applicable to the field of application described in 1.1 and 1.2 above are further detailed in Chapter 4 of this TSI.

2.

DEFINITION OF SUB-AREA / SCOPE

2.1.

General

The TSI 'safety in rail tunnels' applies to all parts of the railway system that are relevant to the safety of passengers and rail personnel during the run in rail tunnels. The subsystems concerned are defined in 1.1, Technical Scope, and it is also apparent that this TSI applies only to tunnel-specific safety measures. Chapter 2.2 describes risk scenarios in tunnels.

The effort to promote security in tunnels takes place on four consecutive levels : prevention, remediation, evacuation and rescue. The focus is on prevention, followed by redress, etc. Railways are characterized by their inherent capacity to prevent accidents, because the driving is on track and controlled and regulated by means of a signalling system. Safety levels ensure that the restriction of the restriction is as low as possible.

2.2.

Risk Scenarios

It is assumed in this TSI that appropriate measures are taken in general to respond to the general 'risks of rail services' within the framework of safety standards applicable to the railway industry, supported by the other TSIs, which : completed, or as a mandate for the European Railway Agency (ERA), to be given a mandate. However, this TSI will also concern itself with measures that will help to alleviating or reduce the difficulties in the area of evacuation or rescue operations following rail accidents.

A number of relevant measures have been put in place, which will be able to eliminate or significantly reduce the risks associated with these scenarios. The measures fall within the categories of prevention / remediation / rescue operations. However, in this TSI, they are not described in these categories, but under the subsystems.

The measures stipulate how to respond to the following three types of incidents.

2.2.1.

"Heat" occurrences : fire, explosion of subsequent fire, the development of toxic smoke and the placing on the air of toxic gases ;

The greatest danger is on fire. It is assumed that the fire starts in a passenger train or a fakeness and when its full force is 15 minutes after it has broken out. The fire will be discovered, and the alarm will be alerted within the first 15 minutes.

The train's running as far as possible out of the tunnel.

If the train stops, the passengers are evacuated according to the instructions of the train crew, or they'll find their own way to a safe area.

2.2.2.

Colour events : clashes and derailment

The tunnel-specific measures are centred on access routes / escape routes for use in the evacuation and rescue services. Unlike the hot scenarios, there is no time pressure caused by a fire in a hostile environment caused by a fire.

2.2.3.

Further stop

Further stop (a non-scheduled stop for more than 10 minutes in a tunnel without a fire on the train) is not present as such a threat to passengers and personnel. It may, however, trigger panic and result in people spontaneously and uncontrolled leaving the train and are exposed to the tunnel environment. Measures must be taken to respond to this situation.

2.2.4.

Other cases

The scenarios that are not provided for in this TSI are set out in 1.1.7.

2.3.

Role of the rescue services

The role of redaction services shall be determined by the relevant national authorities. The rescue measures specified in this TSI are based on a request for the rescue crew being deployed in the event of a tunnel accident, first and foremost to save lives over material values such as vehicles or Construction. It is expected that they

in the case of a "hot" incident :

-WHAT?

are trying to save people who are unable to reach a secure area themselves ;

-WHAT?

provides first aid to evacuated

-WHAT?

combat any fire, insofar as this is necessary to protect themselves and those affected by the accident ;

-WHAT?

make evac from the safe areas of the tunnel to areas outside this

in the case of a "cold" incident :

-WHAT?

providing first aid to seriously injured persons,

-WHAT?

liberating people who are locked up

-WHAT?

Evacuating people.

No time or result requirements shall be fixed in this TSI. Although accidents are rarely accidents, which cost many lives, in railway tunnels, it is clear that, in extremely rare cases, events which even well-managed rescue services will be powerless against, such as a major fire, can occur in extremely rare cases. It involves a freight train.

The contingency plans to be approved by the relevant national authorities shall contain detailed scenarios aimed at local conditions. If the expectations placed on the rescue services in these plans are beyond the above mentioned above, other appropriate measures may be taken or made use of other appropriate devices.

Annex D shows the qualitative context between the different types of event and measures. In addition, Annex D shall provide a full description of the ways in which the measures will work on the four levels of action referred to in 2.1, i.e. Prevention, remediation, evacuation, and rescue.

3.

ESSENTIAL REQUIREMENTS

This chapter describes the essential requirements of Annex III to the Directive, which shall apply to the subsystem in question, the part of the subsystem or part of the subsystem concerned.

It describes how to take account of each of these essential requirements in the TSIM, for example, by means of functional or technical specifications, an operating transcript or a condition of the level of competence of the staff.

3.1.

Essential requirements laid down in Directive 2001 /16/EC

In accordance with Annex III to Directive 2001 /16/EC, as amended by Directive 2004 /50/EC, the trans-European conventional rail system shall comply with a number of essential requirements in the following areas :

-WHAT?

security

-WHAT?

reliability and availability ;

-WHAT?

health,

-WHAT?

environmental protection,

-WHAT?

technical compatibility.

In the context of this TSI, the areas of safety and technical compatibility must be considered relevant. (The security of the operation and availability may be regarded as a condition of safety and must not be reduced as a result of the provisions of this TSI. In the field of health and environmental protection, the same specific essential requirements apply in Annex III to the Directive.

3.2.

Specific requirements for tunnel security requirements

The specific essential requirements as set out in Annex III to Directive 2001 /16/EC, as amended by Directive 2004 /50/EC, which are relevant to the tunnel safety, are indicated in the following.

Section 1.1.1 of Annex III (General requirements) : Project, construction or manufacture, and maintenance and surveillance of security-critical parts, including in particular parts that are relevant to the transport of trains on the Net, must guarantee the security level corresponding to the targets set for the network, including those specified in specified failure.

This essential requirement is met by means of the functional and technical specifications referred to in 4.2 Functional and technical specifications for the subsystems and 4.5 Maintenance rules.

Section 1.1.4 of Annex III (General requirements) : Phasing installations and rolling stock shall be designed and materials chosen to limit the generation, distribution and effects of fire and smoke in the event of fire.

This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.2.3 Fire protection requirements for construction materials, 4.2.2.4 Fire safety requirements for building materials and 4.2.5.1 Material properties for rolling stock.

Section 2.1.1 of Annex III (Infrastructure) : appropriate measures must be taken to prevent access to or undesirable incursions into the installations.

This essential requirement is met by means of the functional and technical specifications in Section 4.2.2.2 Prevention of unauthorised access to emergency exits and technical units.

Appropriate measures must be taken to take account of the particular safety features of long tunnels.

This essential requirement is met by means of this TSI as a whole. It applies to tunnels that are between 1 and 20 kilometres long. With regard to tunnels that are more than 20 kilometres long, see 1.1.2.

Section 2.2.1 of Annex III (Energy) : The operation of energy supply systems must not prejudice the safety of trains or persons (users, operating staff, residents along the track and third party).

This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.3.1 Segmentation of the cooling line or streamlines, 4.2.3.2 Grounders of the cooling release or streaming brace, 4.2.3.5 Electrical installation reliability and 4.2.3.4 Requirements for power cables in tunnels.

Point 2.4.1 of Annex III (rolling stock) : devices must be provided so that passengers may alert the driver to alert and staff may make contact with him.

This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.5.3 Passenger alarms in the TS-HS RST TSI. This TSI, this TSI, deals with this essential requirement in Section 4.2.5.7 Communications systems in trains and 4.2.5.8.

There must be emergency exits, and must be specified where they are located.

This essential requirement is met by means of the functional and technical specifications in Section 4.4.6, for passengers on the safety and emergency procedures of the train.

Appropriate measures must be taken to take account of the particular safety features of long tunnels.

This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.5.3 Fire protection in freight trains, 4.2.5.4 Fire barriers to passenger trains, 4.2.5.5 Other measures to ensure the driving capacity of passenger trains, decomposed on fire, and 4.2.5.6 Built fire detectors.

An emergency lighting system that is sufficiently powerful and independent is mandatory in trains.

This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.5.9 Emergency lighting equipment on the train.

The trains must be equipped with a public address system, which train crew and control centres outside the train may be used to provide messages to passengers.

This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.5.7 communications systems in trains.

Section 2.6.1 of Annex III (Operations and traffic management) : The provision of coherence in the rules governing the operation of the network and to the qualifications of train drivers, train staff and control centre personnel must guarantee safe operation, taking into account the various requirements that apply to cross-border and domestic services.

Maintenance procedures and frequency, maintenance staff and control centre staff training and qualifications and quality assurance systems in the control and maintenance centres of the relevant operating establishments shall be required to : provide warranty for a high level of safety.

This essential requirement is met by means of the functional and technical specifications in Section 4.4.1 State control of trains and appropriate precautions, 4.4.2 Contingency, 4.4.5 Swoogebook, 4.4.3 Tunnel contingency plan and drills and 4.6.1. The specialized knowledge of train crews and other employees ' is known to be tunnels.

4.

DESCRIPTION OF THE SUBSYSTEM

4.1.

Introduction

The trans-European conventional rail system, as amended by Directive 2001 /16/EC, as amended by Directive 2004 /50/EC, applies to, as part of the subsystems, an integrated system, the conformity of which is to be verified. This compliance has been secured in respect of the specifications of this TSI, its interfaces to the systems it is part of, and operational and maintenance rules in the railway sector.

Taking into account all the relevant essential requirements, the security of the rail tunnel safety in the subsystems is CR INS/ENE/CCS/OPE/RST in the provisions of Chapter 4.2.

This TSI applies to new, renewable and upgraded subsystems (infrastructure, energy, train control and signalling, operation and rolling stock) in relation to tunnels. The conditions for the use of renewals and upgraded subsystems are laid down in Article 14 (1). Directive 3, in Directive 2001 /16/EC, as amended by Directive 2004 /50/EC, and the implementation strategy has been outlined in Chapter 7. The requirements for upgrading or regeneration (described in Chapter 7) may be less comprehensive than those affected by the affected subsystems (described in Chapter 4).

The functional and technical specifications for the area and its interfaces described in 4.2 and 4.3 do not require specific technologies or technical solutions, except where this is strictly necessary for : interoperability of the trans-European high-speed rail system. Innovative solutions that do not meet the requirements specified in this TSI and / or cannot be assessed in accordance with the guidelines of this TSI require new specifications and / or new methods of assessment. These specifications and methods of assessment must be determined in accordance with the procedure laid down in paragraph 6.2.4 to promote technological innovation.

4.2.

Functional and technical specifications for the subsystems

In the light of the essential requirements of Chapter 3, the following functional and technical specifications apply to the specific aspects relating to the security of tunnel safety in the above subsystem :

4.2.1.

Summary of Specifications

Infrastructure infrastructure

Establishment of switches and crossings

Prevention of unauthorized access to emergency exits and technical unit

Fire protection requirements for structures

Fire safety requirements for building materials

Fire detection

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

Definition of secure area

General

Lateral and / or vertical emergency exits to the surface ;

Landscape to the other tunnel tube.

Alternative technical solutions

Emergency sidewalk

Emergency outlook for escape routes

Emergency communications

Access to rescue services

Rescuing areas outside of tunnels

Water supply

Energy Energy

Segment or streamline segmentation

Grounders of the cooling or streaming line

Electilities

Requirements for power cables in tunnels

Electrical reliability of installation

System train control and signalling

Hot-flow detectors

System rolling stock

Material properties of rolling stock

Passenger fire extinguishers

Fire protection in freight

Mean ability

Protection of the driver

Fire protection of trains transporting passengers and cargo or road vehicles

Passenger barriers to passenger trains

Other measures to ensure the driving capacity of the passenger train that has been breached

Overall objectives and requirements for the driving capacity of passenger trains

Brake requirements

Tree-force requirements

Built fire detectors

Communications systems in trains

Constraying of the emergency brake

Emergency lighting equipment in the train

Suffering of the train's air conditioning

Establishment of escape routes in passenger vehicles

Passenger emergency outflows

Passengers access doors

Information and access to rescue services

Operational rules

State control of trains and appropriate precautions

Before the train is put into operation

While the train leaves

Safety relevant equipment

Hot Flow

Contingency Notices

Tunnel contingency plan and drills

Content

Identification

Exerts

Grounders procedures

Dictionary book

Signature of passengers on train safety and emergency procedures

Coordination between tunnel control centers

Maintenance Rules

Tunnel control of tunnels

Maintenance of rolling stock

Passenger train

Godstog

Fagable Qualifications

The special knowledge of train crews and other employees to tunnels

Health and safety conditions

Self-Rescue Anilor

4.2.2.

Infrastructure infrastructure

The installation of safety equipment in tunnels must be taken into account for the aerodynamic effects caused by the passing trains.

4.2.2.1.

Establishment of switches and crossings

The infrastructure manager shall provide for the establishment of a few switches and crossings as possible, and that it is done in accordance with the design, safety and operation of the design ;

4.2.2.2.

Prevention of unauthorized access to emergency exits and technical unit

Technical spaces and emergency exits shall be provided with physical systems, such as locks preventing unauthorized access from the outside. From the index, it must always be possible to open the doors for evacuation purposes.

4.2.2.3.

Fire protection requirements for structures

These specifications apply to all tunnels, regardless of their length.

In the event of fire, the integrity of the building must be maintained for a sufficient time for passengers and staff to be able to rescue themselves or evacuate, and emergency services can take action without risk of collapse.

The fire integrity of the completed tunnel surface shall be assessed, whether it is the original rock or a concrete robe. It must be able to withstand the temperatures generated as a result of the fire during a certain period of time. The "temperature / time curve" specified (EUREKA curve) is shown by the following figure. It shall be used only when desig-constructions are designed.

4.2.2.4.

Fire safety requirements for building materials

These specifications apply to all tunnels, regardless of their length.

These specifications shall apply to building materials and plants in tunnels other than the structures covered by 4.2.2.3. They must be difficult flammable, non-flammable or fire-proof depending on the design requirements. Materials used for the design of construction equipment shall comply with the requirements of Class A2 in EN 13501-1:2002. Non-bearing panels and other equipment shall comply with the requirements of category B in EN 13501-1:2002.

4.2.2.5.

Fire detection

Technical quarters are enclosed areas with entry / exit doors inside or outside the tunnel, containing the security installations necessary for the following functions : self-rescue and evacuation, emergency communications, rescue and fire-extinguishing and supply with Dripped stream. They must be equipped with detectors that alert the infrastructure manager in the event of fire.

4.2.2.6.

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

4.2.2.6.1.

Definition of secure area

Definition : a secure area is a place within or outside the tunnel, where all of the following criteria have been met ;

-WHAT?

it is possible to survive in the area,

-WHAT?

You can get to the area with and without help.

-WHAT?

it can be saved if it is possible or wait to be saved by the emergency services, by means of the procedures specified in the contingency plan ;

-WHAT?

It is possible to communicate with the control centre at the infrastructure manager by means of a mobile or landline.

4.2.2.6.2.

General

The tunnel shall be projected taking into account the need for facilities which may be used for self-rescue and evacuation of train passengers and personnel, and which allow rescue services to rescue people if an event occurs in a Tunnel.

The technical solutions described in 4.2.2.6.3-4.2.2.6.5 meet this requirement ; one of these solutions must be selected.

4.2.2.6.3.

Lateral and / or vertical emergency exits to the surface ;

Such outflows shall be established for each 1000 m.

Lateral and / or vertical emergency exits to the surface must be at least 1,50 metres wide and 2,25 metres high. Doors opened shall be at least 1,40 m and 2,00 m high. The requirements for the exits that serve as primary access routes for the rescue services are described in 4.2.2.11. Access to rescue services.

All the exits must be lit with light and signs.

4.2.2.6.4.

Landscape to the other tunnel tube.

Traverings between adjacent self-employed tunnels make it possible to use the adjacent tunnel as a safe area. The passports must be lit with light and signs. The intersection shall be at least 2,25 metres high and 1,50 m wide. The doors shall be at least 2,00 m tall and 1,40 m wide. At the very least, there must be a host of transverse passenger living up to these requirements for each 500 m.

4.2.2.6.5.

Alternative technical solutions

Alternative solutions may be used to establish a secure area if at least a corresponding security level is ensured. A technical examination of the alternative solution must be put into place, and it must be approved by the relevant national authorities.

4.2.2.7.

Emergency sidewalk

These specifications apply to all tunnels that are more than 500 m long.

In a single-track tunnel, there must be sidewalks in either side or both sides and in a double-track tunnel in both sides of the tunnel. In wider tunnels, which have more than two tracks, access to the sidewalk from all traces.

The requirement shall be at least 0,75 m wide. The free-up of the sidewalk shall be at least 2,25 m.

The sidewalk must at least be at the level of the tracks.

The escape routes must not be blocked by local obstacles. Any obstacles may not reduce the minimum width to less than 0,7 m and the obstacle shall not be more than 2 m long.

Approximately 1 m above the sidewalk, a gelding duck is fitted to a safe area. The banister may not be placed in such a way that the requirement of the minimum width of the sidewalk shall be overridded.

The banister must be mounted at an angle of the 30-40o at the longitudinal axis of the tunnel immediately before and after an obstacle.

4.2.2.8.

Emergency outlook for escape routes

These specifications shall apply to all cohesive tunnels which are more than 500 m long.

Emergency lights must be installed, which leads passengers and staff to a safe area in the event of an emergency.

Lighting that is not based on electricity is accepted if it fulfils the intended function.

The following requirements are required for the lighting :

Trained tunnel tube : lighting on the one hand (on the part where the sidewalk is)

Double-tracked tunnel tube : lighting in both sides

Location of the lamp : above the sidewalk and as close to it as possible without making it difficult to get by or embedded in the banister

The luminance must be at least 1 lux in the sidewalk of the foretowing.

Autonomy and reliability : in emergency situations or other situations, the power supply shall be provided to ensure that the lamps are lit for at least 90 minutes.

If the emergency lighting is extinguished under normal operating conditions, it must be possible to turn it on again in one of the following ways :

-WHAT?

manually on contacts located for each 250 m inside the tunnel,

-WHAT?

by means of a remote control which the tunnel operator is in possession of.

4.2.2.9.

Sign of escape routes

These specifications apply to all tunnels that are more than 100 metres long.

The escape route signposts indicate where the emergency exits are located, where far there is to them, and where there is a secure area. All signs must be drawn up in accordance with the requirements of Directive 92 /58/EC of 24. June 1992 on signalling in relation to safety and health at work and the requirements of ISO 3864-1.

The escape route signs must be set on the side walls. A maximum of 50 m between the signs shall be 50 metres.

Separate signs must be shown in the tunnel which lead to places where emergency equipment is available.

4.2.2.10.

Emergency communications

We need to secure radio contact with the help of the GSM-R between the train and the control tower in every tunnel. There is no need for further communication systems, such as emergency phones.

Radio contact must be stable so that the rescue services can communicate with their command posts at the scene. The system must make it possible for the rescue services to use their own communications equipment.

4.2.2.11.

Access to rescue services

In the event of an incident, the rescue services must be able to access the tunnel via tunnel portals and / or appropriate emergency exits (see 4.2.2.6.3). These access routes must be at least 2,25 metres wide and 2,25 metres high. The infrastructure manager shall be described in the contingency plan which facilities are designated as access routes.

If the contingency plan requires that there is access to a road, it must be as close as possible to the planned rescue zone. Alternative access methods must be described in the contingency plan.

4.2.2.12.

Rescuing areas outside of tunnels

There must be emergency zones of at least 500 m2 in the vicinity of the tunnel and the access roads. Existing roads can be used as rescue areas. If access to a road is not practicable, alternative solutions must be found in consultation with the rescue services.

4.2.2.13.

Water supply

In consultation with the rescue services, water supplies shall be established on the points where access to the tunnel is accessible. The capacity must be at least 800 litre per litre ; minute for two hours. The water may be obtained from a fire hydrant or another source, such as a reservoir, a river of e.l., capable of providing at least 100 m3 water. It must be described in the contingency plan, how the water is headed to the place where the event has been taken.

4.2.3.

Energy Energy

This section deals with the infrastructure part of the energy subsystem.

4.2.3.1.

Segment or streamline segmentation

These specifications apply to tunnels that are more than 5 kilometres long.

The system providing for running power in tunnels shall be divided into sections of not more than 5 km. These specifications shall apply only where the signalling system allows more trains to pass at the same time at the same time.

The breaks must be installed in accordance with the requirements of the tunnel contingency plan, and the number of breakers in the tunnel must be reduced as far as possible.

Remote control and decoupling must be possible for the individual ' power sections `.

A communication system and illumination shall be fitted with the circuit breaker for secure manual operation and maintenance of the outage equipment.

4.2.3.2.

Grounders of the cooling or streaming line

A grounding device will be installed at the access points to the tunnel and close to the coupling points between the individual sections (see 4.2.3.1) the equipment can consist of either manual or remotely controlled fixed installations.

The communication systems and light necessary for the establishment of the ground are set up.

Procedures and responsibilities related to land-related procedures shall be determined by the Infrastructure Manager and the emergency services in the contingency plan (see 4.4.4 for Grounders.).

4.2.3.3.

Electilities

The rescue services must be able to connect their equipment to the tunnel's electricity supply system in accordance with the contingency plan for the tunnel.

Certain national rescue operations can be self-sufficient in electricity. In such a case, it is possible to decide that electricity supply equipment is not available for these personnel.

However, this resolution must be described in the contingency plan.

4.2.3.4.

Requirements for power cables in tunnels

Friendly cables are to be set on fire by low flammability, low flame dispersal, low toxicity and low smoke density. These requirements are met if the cables comply with EN 50267-2-1 (1998), EN 50267-2-2 (1998) and EN 50268-2 (1999).

4.2.3.5.

Electrical reliability of installation

Safety relevant electrical installations (fire detection, emergency lighting, emergency communications and other systems that the infrastructure manager or the adjudicating entity have highlighted as crucial to passenger safety in the tunnel) shall be protected against damage caused by mechanical effects, heat or fire. The supply system must be organised in such a way that the system is able to withstand unavoidable damage (e.g.) as a result of a stream of flow through alternative connections. The power supply must be able to be maintained at the same level, even though one of the main elements fails. The emergency lighting and communication systems must be able to operate on emergency power for 90 minutes.

4.2.4.

System train control and signalling

This section deals with ground-based equipment under the train control and signalling subsystem.

4.2.4.1.

Hot-flow detectors

On nets of tunnels, ground-based equipment must be installed to detect or prevent hot-flow, so that an overheated axle is likely to be discovered before the train is entering a tunnel, and the faulty train can be stopped before the tunnel-and-s.

The infrastructure manager shall specify trackside-based hot-flow detectors and their location in the infrastructure register. The railway company must provide information on these in the line of the line.

4.2.5.

System rolling stock

4.2.5.1.

Material properties of rolling stock

Materials and components must be selected taking account of their industry characteristics.

Passenger train : section 4.2.7.2.2 of the TS-HS RST also applies to conventional trains.

Godstog : see Item 4.2.7.2.2.4 of the TSI CRST (carriage wagons, version EN07 of 5.1.2005) Material rave.

4.2.5.2.

Passenger fire extinguishers

The provisions of Section 4.2.7.2.3.2 of the TSI-HS RST shall also apply to conventional passenger trains.

4.2.5.3.

Fire protection in freight

4.2.5.3.1.

Mean ability

No special requirements are required for the use of godslocomotives or wagons in the event of a fire, (in addition to the specs of the TSI CRST for freight wagons), even if the target of getting the train out of the tunnel is also true of freight trains. Locomotives for both cargo and passenger trains must be equipped with built-in fire detectors (4.2.5.6).

4.2.5.3.2.

Protection of the driver

Minimum requirements for the protection of the driver : traction units shall be charred by a fire barrier protecting the driver ' s cab. The fire barriers must meet the requirements of the integrity of the cab system for at least 15 minutes. The fire resistance shall be tested in accordance with the requirements of EN 1363-1, which relates to the test of separatable walls.

(NB : Protection of the driver, see also 4.7.1)

4.2.5.3.3.

Fire protection of trains transporting passengers and cargo or road vehicles

In trains carrying passengers and cargo or road vehicles, passenger carriages shall comply with the relevant requirements of Chapter 4.2.5 of this TSI. Further operational requirements may be laid down in national laws to take account of the increased risk associated with these trains, provided that these requirements do not prevent the operation of the train to be held in accordance with Directive 2001 /16/EC, which is : Directive as amended by Directive 2004 /50/EC. (Exceptions in relation to national, bilateral, multilateral or international agreements are set out in Chapter 7.4). Traction units must meet the requirements imposed on passenger locomotives. Godscarts are covered by the relevant TSIs.

4.2.5.4.

Passenger barriers to passenger trains

Section 4.2.7.2.3.3 of the TSI-HS RST "Fire Resistance" shall also apply to conventional trains.

4.2.5.5.

Other measures to ensure the driving capacity of the passenger train that has been breached

4.2.5.5.1.

Overall objectives and requirements for the driving capacity of passenger trains

This section provides for the measures to be taken to increase the likelihood that a passenger train that has been broken by fire will be able to run in further :

-WHAT?

4 minutes for rolling stock in the category A of fire safety category A according to section 1.1.3.1. This measure shall be deemed to be achieved if the braking requirements (4.2.5.5.2) have been met ;

-WHAT?

15 minutes for rolling stock in the category B of the fire safety category B, pursuant to section 1.1.3.2. This measure shall be deemed to have been achieved if the brakes and traction requirements (4.2.5.5.2 and 4.2.5.5.3) have been met.

In the context of tunnels that are more than 20 kilometres long, the need for further measures to promote infrastructure and operational safety must be assessed. A train in fire safety category B which meets the requirements of the relevant TSIs must not be prevented from running in tunnels that are more than 20 km long.

4.2.5.5.2.

Brake requirements

The requirements for braking in Section 4.2.7.2.4 of the TS-HS RST shall also apply to conventional trains in category A and B.

4.2.5.5.3.

Tree-force requirements

The requirements for traction force in Point 4.2.7.2.4 of the TSI-HS RST shall also apply to conventional trains in the category B of the fire safety category.

4.2.5.6.

Built fire detectors

The requirements of Section 4.2.7.2.3.1 of the TSI-HS RST shall also apply to conventional trains.

4.2.5.7.

Communications systems in trains

The requirements laid down in Section 4.2.5.1 of the TSI-HS RST shall also apply to conventional trains.

4.2.5.8.

Constraying of the emergency brake

The provisions of Section 4.2.5.3 "Passenger emergency brake" in the TS-HS RST shall also apply to conventional trains.

4.2.5.9.

Emergency lighting equipment in the train

The provisions of Section 4.2.7.13 "Emergency lighting" in the TSI HS RST shall also apply to conventional passenger trains, but the emergency lighting must be able to function independently for 90 minutes after the main source of the source is to work.

4.2.5.10.

Suffering of the train's air conditioning

The provisions of Section 4.2.7.12.1 of the TSI HS RST ' Areas equipped with air-conditioning systems for passengers and train crew shall also apply to conventional passenger trains.

4.2.5.11.

Establishment of escape routes in passenger vehicles

4.2.5.11.1.

Passenger emergency outflows

Measures, operation and source of the emergency exits of conventional passenger trains shall comply with the requirements of Section 4.2.7.1.1 (A-C) of the TS-HS RST TSI.

4.2.5.11.2.

Passengers access doors

Each door shall be equipped with an emergency relief device that can be operated from both from within and from the outside, in accordance with 4.2.2.2.4.2.1 (g) of the TSI-HS RST.

4.2.5.12.

Information and access to rescue services

The rescue services must be given a description of the rolling stock in order to be able to handle emergency situations. They shall be informed in particular of the way in which they enter the rolling stock.

4.3.

Functional and technical specifications for the interfaces ;

4.3.1.

General

TS-SRT is a transverse TSI and therefore contains measures that are important to many other subsystems by :

-WHAT?

reference only to a particular point in the other subsystem,

-WHAT?

refer to a particular point in the other subsystem, supplemented by special requirements for railway tunnels (e.g. section 4.5.1 State control of tunnels)

-WHAT?

refer to a particular point in the other subsystem and point out that this point shall also apply to a subsystem for which there is no TSI, for example (in Section 4.2.5.2 "Illuminers to Passenger trains"), for example, to the TS-HS RST. 4.2.7.2.3.2, and it is also noted that it shall also apply to conventional trains.

The list of interfaces is seen in the following. References to items of other TSIs shall be regarded as recommendations for the TSIs for conventional trains referred to.

4.3.2.

Interfaces for the infrastructure subsystem

TSI-CR SRT

TSI-HS IN

4.2.2.7Emergency sidewalk 4.2.23.2

Emergency sidewalk in tunnels

4.5.1.Condition control of tunnels

4.5.1Maintenance plan

References relating to interfaces to CR INS shall be fixed at a later date when the TS-CR INS is available.

4.3.2.1.

Emergency sidewalk

The definition of emergency contraction is described in Section 4.2.2.7 of the TSI-CR SRT. These specifications are referred to in the TSHS INS TSI. The TSI CRT is being added to the ground.

4.3.2.2.

Tunnel control of tunnels

The maintenance of the tunnels is based on the overall characteristics of the maintenance plan in Point 4.5.1 of the TS-HS INS TSI and in the future TSI-CR INS and the additional requirements described in Point 4.5.1 of this TSI.

4.3.3.

Interfaces of the energy subsystem

TSI-CR SRT

TSI-HS

4.2.3.1 Segmentation of the driving or streaming line

4.2.7.Continuation of power supply in the event of disturbation

References relating to interfaces to CR ENE shall be fixed at a later date when the TSI-CR ENE is available.

4.3.3.1.

Section of systems for the supply of running electricity

Section 4.2.3.1 Segmentation of the cooling line or streamlines in the SRT and section 4.2.7 of the TSI-HS ENE applies to the same subjects, namely section sections of the overhanging catenary system and disconnected operation. These points are linked.

4.3.4.

Interfaces of the energy subsystem, train control and signalling devices

TSI-CR SRT S

TSI-HS CC

TSI-CR CCS

4.2.4.1 Hot-out detectors

4.2.4.1

The hot-flow detectors shall make it possible to discover an overheating of the axle. TS-SRT indicates only where the alert detectors are to be placed and does not establish any characteristics of the subsystem.

4.3.5.

Interfaces of the operating system operation and traffic management

TSI-CR SRT

TSI-HS OPE

TSI-CR OPE

4.4.1 State control of trains and appropriate precautions

4.2.2.7.1 4.2.3.3 4.2.3.3.2 4.2.3.6.3 4.2.3.7

4.4.3 Tunnel contingency plan and drills

4.2.3.7

4.4.5 Swoogbook

4.2.1.2.2

4.4.6 Signature of passengers on train safety and emergency procedures

4.2.3.7

4.6.1 Togo staff and other employees ' special knowledge of tunnels

4.6, and Annexes H and J

4.3.5.1.

Tunnel contingency plan and drills

In addition to the requirements for the handling of emergency situations described in Section 4.2.3.7 of the TSI, the special requirements for a tunnel contingency plan described in Point 4.4.3 of this TSI are applicable.

4.3.5.2.

Dictionary book

In the case of lines where tunnels exist, the trashing book shall, in addition to the requirements described in Section 4.2.1.2.2 of the TSI, also specify the requirements as specified in 4.4.5 of this TSI.

4.3.5.3.

Signature of passengers on train safety and emergency procedures

In addition to the requirements for handling of emergency situations described in Section 4.2.3.7 of the TSI, the special requirements for tunnel safety, as described in Section 4.4.6 of this TSI, apply.

4.3.5.4.

The special knowledge of train crews and other employees to tunnels

In addition to the requirements of Section 4.6 of the TSI-CRS, which deal with the staff ' s professional and linguistic qualifications and the assessment procedure to ensure that the staff has these qualifications, point 4.6.1 of the TSI-SRT qualifications specified, the staff must have in order to deal with irregular operating conditions in tunnels.

4.3.6.

Interfaces of the rolling stock subsystem

TSI-CR SRT

TSI-HS RST

TSI-CR WAG

4.2.5.1Material properties of rolling stock

4.2.7.2.2

4.2.7.2.1

4.2.5.2Illextinguishers for rolling stock

4.2.7.2.3.2

4.2.5.3Fire protection in freight and

4.2.5.4Fire barriers to passenger trains

4.2.7.2.3.3

4.2.5.5Other measures to ensure the driving capability of the passenger train that has been breached

4.2.7.2.4

4.2.5.6Built fire detectors

4.2.7.2.3.1

4.2.5.7Communications systems in trains

4.2.5.1

4.2.5.8Overstropping of the emergency brake

4.2.5.3

4.2.5.9Emergency lighting equipment in the train

4.2.7.13

4.2.5.10Debrement of the train's air conditioning

4.2.7.12.1

4.2.5.11Establishment of escape routes in passenger vehicles

4.2.7.1.1 A-C 4.2.2.4.2.1 g

References relating to the Interfaces to CR RST (other than freight wagons) shall be fixed at a later date when the TS-CR RST is available.

4.3.6.1.

Material properties of rolling stock

Industry characteristics of materials and components shall be specified in Section 4.2.5.1. The same properties are required for conventional passenger trains as for high-speed trains. Reference is made to point 4.2.7.2.2 of the TSI HS RST. For conventional freight, the relevant properties of section 4.2.7.2.1 of the TSI-CR in the TSI are shown in the TSI-CR WAG.

4.3.6.2.

Other rolling stock characteristics

The specifications set out in Point 4.2.5.2 and 4.2.5.4. 4.2.5.11 of the conventional TSI TSI, correspond to the high speed train specifications.

4.3.7.

Interfaces of the subsystem, moving shmboulders

TSI-CR SRT

TSI-PRM

Emergency sidewalk 4.2.2.3

Refricpy spaces

4.3.7.1.

Emergency sidewalk

The dimensions of the emergency two dimensions are selected on the basis of the TSI-CR PRM, where the width of wheelchairs ' users is fixed at 0,75 m.

4.4.

Operational rules

The following operating rules are not included in the assessment of the subsystems.

In the light of the essential requirements of Chapter 3, the following special operating rules for the tunnel safety of the subsystems covered by this TSI apply :

4.4.1.

State control of trains and appropriate precautions

The condition of security-related equipment on the train is to be checked

-WHAT?

in the maintenance of rolling stock : by the railway undertaking or by the body responsible for the maintenance of rolling stock (see section 4.5.2),

-WHAT?

before the train is put into operation : by the railway undertaking ;

-WHAT?

while the train is running : by the railway undertaking.

This requirement supplements section 4.2.2.7 of the TSI-CR OPE.

4.4.1.1.

Before the train is put into operation

The requirement in item 4.2.3.3 of the TSI to which the TSC is relevant is relevant to the SRT.

4.4.1.2.

While the train leaves

The requirements of Section 4.2.3.3.2, 4.2.3.6.3 and 4.2.3.7 of the TSI-CR OPE are relevant to the SRT.

4.4.1.2.1.

Safety relevant equipment

If an error is detected on one of the following equipment components during the train runtime :

-WHAT?

the public address system,

-WHAT?

emergency lighting

-WHAT?

the door opening ;

-WHAT?

the system for the emergency braking system ;

-WHAT?

fire detection,

-WHAT?

The cartographer

the railway undertaking must have planned how trains may continue to run safely under the conditions resulting from the following conditions or are brought to a standstill.

The train crew shall inform the infrastructure manager immediately.

4.4.1.2.2.

Hot Flow

If it is found that an axle is overheating :

-WHAT?

the defective train must be stopped as soon as possible at an appropriate place before the tunnel / s ;

-WHAT?

the Infrastructure Manager shall immediately be informed of the stopping of the train ;

-WHAT?

the defective part shall be checked by the train crew ;

-WHAT?

the railway undertaking must have planned how to proceed in a responsible manner by means of the following conditions which are responsible for the driving operation.

4.4.2.

Contingency Notices

The operating rules of the infrastructure manager must be based upon and, where necessary, develop the principle that, in the event of an incident (except for a derailment requiring immediate stop)

-WHAT?

the train must be stopped before it is entering a tunnel or it must be run out of a tunnel ;

-WHAT?

the train in tunnels where there are subterranean stations are evacuated from a subterranean platform. The procedures for this situation shall be determined by the Infrastructure Manager and the railway undertaking and shall be detailed in the contingency plan.

The train crew shall, in any case, immediately inform the infrastructure manager, and other planned trains are prevented from entering the tunnel.

4.4.3.

Tunnel contingency plan and drills

A contingency plan shall be drawn up after the instructions of the infrastructure manager and, where appropriate, in cooperation with railway undertakings, the rescue services and the authorities responsible for the individual tunnels. The plan shall comply with the requirements of Section 4.2.3.7 "Handling of emergency situations" in the TSI-CR and comply with the following additional specifications.

The plan may apply to several tunnels if the tunnels on that line are similar.

4.4.3.1.

Content

The contingency plan shall be established taking into account the facilities for self-rescue, evacuation and assisted rescue available.

The contingency plan shall indicate at least :

-WHAT?

the tasks, names, addresses and telephone numbers of any relevant organisation ; any amendments thereto shall be communicated immediately to the Infrastructure Manager, which shall update the contingency plan accordingly ;

-WHAT?

the tunnel which is specific and contain a precise description and plan of access routes for the rescue services ;

-WHAT?

the measures laid down and the strategy for the evacuation of passengers from the tunnel, if an event occurs there. In the case of a longer stop (as defined in paragraph 2.2 Risk Scenarios), it must be possible to take a decision and take the necessary steps to evacuate passengers (initiate a proper evacuation or to set an appropriate evacuation time) ; within 60 minutes after the train has stopped. The decision must be based on an assessment of the relative risks of ensuring that passengers are either on the train or moved to a secure area ;

-WHAT?

procedures for insulation and Grounders (see 4.4.4).

4.4.3.2.

Identification

All doors to emergency exits or transverse passages (see 4.2.2.6) must be uniquely identified and marked on both sides. The identification must be indicated in the contingency plan and the line and used in any communication between railway undertakings, the Infrastructure Manager and the rescue services. All relevant amendments thereto must be communicated forthwith. The infrastructure manager shall update the contingency plan, and the railway undertaking shall update the line book accordingly as described in Section 4.2.1.2.2.2 of the TSI to be referred to in the TSI.

4.4.3.3.

Exerts

In addition to the opening of a tunnel or a series of tunnels, a full-scale training exercise comprising evacuation and rescue procedures shall be held, for all staff groups which are listed in the contingency plan.

The contingency plan must explain how all the organisations involved can get to know the infrastructure and how often there are visits to the tunnel and are to be held on desk exercises and other forms of exercise.

4.4.4.

Procedures for insulation and Grounders

If the emergency services require that the running of the running of the running, they must be guaranteed that the relevant sections of the overhead contact lines or the power lines are disconnected before entering the tunnel or the tunnel under which the tunnel is concerned.

It is the infrastructure manager who is responsible for disrupting the running of the running. The response for the ground connection shall be determined in the contingency plan. It must be possible to isolate the section in which the event occurred.

4.4.5.

Dictionary book

Relevant safety information for tunnels shall be specified in the line-book as described in Section 4.2.1.2.2.1 of the TSI-CR OPE.

4.4.6.

Signature of passengers on train safety and emergency procedures

The railway undertakings shall, as specified in Section 4.2.3.7 of the TSI, set out guidelines for the notification of passengers on the train's emergency and safety procedures in tunnels. The information shall be given at least in the language of the country in which the train is running, and in English. The use of visual information (pictogram) must be used as far as possible. The main content of this information shall at least be :

-WHAT?

Keep the gangareals, doors, emergency exits and fire extinguishers, free of baggage, bicycle, etc.

-WHAT?

in the case of fire attempts to extinguishers the fire by means of extinguishers present on the train,

-WHAT?

alarms the train crew

-WHAT?

wait for the instructions of the train staff if there is no immediate danger ;

-WHAT?

proceed to another carriage, if necessary, or so requested ;

-WHAT?

follow the instructions of the train staff after the train has been brought to the standstill ;

-WHAT?

follow the emergency exit signs if you leave the train in the event of an emergency ;

-WHAT?

Watch out for trains passing on adjacent tracks.

4.4.7.

Coordination between tunnel control centers

The procedures for coordination between the relevant control centres (including in the field of energy, operation and tunnel) must be drawn up in accordance with the requirements of the contingency plan.

4.5.

Maintenance Rules

In the light of the essential requirements laid down in Chapter 3, the following specific maintenance rules for the tunnel safety of the subsystems covered by this TSI are subject to :

4.5.1.

Tunnel control of tunnels

These specifications apply to all tunnels, regardless of their length.

The maintenance plan drawn up in accordance with Section 4.5.1 of the TS-HS INS and the future TS-CR INS shall be taken into account in the following additional inspection rules :

-WHAT?

the infrastructure manager shall carry out annual inspection,

-WHAT?

thorough checks shall be carried out in accordance with the infrastructure manager ' s maintenance plan ;

-WHAT?

special inspections are carried out in accordance with accidents and natural events which may have affected the condition of the tunnel ;

-WHAT?

after and during the execution of renewal and / or upgrade work and before the train runtime in a tunnel is resumed, a check shall be carried out by appropriate means to ensure that the structures are still stable and that the profile is complied with ; the specifications.

4.5.2.

Maintenance of rolling stock

4.5.2.1.

Passenger train

The end-use plan of the rolling stock forming part of a passenger train shall include, in particular, the control of the following safety-related equipment :

-WHAT?

the public address system,

-WHAT?

emergency lighting

-WHAT?

the door opening ;

-WHAT?

the system for the emergency braking system ;

-WHAT?

interruption of the air conditioning

-WHAT?

The cartographer

-WHAT?

functional test of (if any) built-in fire detectors,

-WHAT?

escape routes.

4.5.2.2.

Godstog

The maintenance plan for the traction units forming part of a freight train shall include, in particular, the checks on whether there is at least one device for self-saving on each traction unit.

4.6.

Fagable Qualifications

Personnel carrying out operational tasks related to tunnel safety under the subsystems covered by this TSI and in accordance with the operational rules laid down in Point 4.4 of this TSI must be in possession of the following professional qualifications :

4.6.1.

The special knowledge of train crews and other employees to tunnels

All professional staff, including train drivers and service personnel, and employees responsible for road management must know how they handle irregular operating conditions in the event of an event and be able to make use of this knowledge. The general requirements set to train drivers and / or service personnel shall be specified in Section 4.6 "Professional Qualifications" of the TSI-CR and in Annex H (minimum requirements concerning the professional qualifications required to run a train) and J (minimum professional qualification requirements for performing tasks associated with train service).

All members of the train crew shall be aware of proper safety behaviour in tunnels, and in particular, in order to evacuate a train in a tunnel. For example, they must ask passengers to move on to the next car or to leave the train and to drive passengers off the train and to a safe place.

Aid staff (e.g. catering and cleaning staff), which are not part of the train crew defined below, must also be instrured in how they can assist the train crew in its work [ 1 ].

Engineers and managers responsible for the maintenance and operation of subsystems must be directed to safety in railway tunnels in the context of their vocational training.

4.7.

Health and safety conditions

Personnel who carry out operational tasks related to tunnel safety under the subsystems that are covered by this TSI, which implement the TSIM, comply with the following health and safety conditions :

4.7.1.

Self-Rescue Anilor

Competing freight locomotives shall be equipped with a device for self-salvation, which may be used by the driver and other persons on the train, complying with the specifications in standard EN 402:2003 or EN 403:2004. The railway company must choose one of the two different solutions that are set out in these standards.

4.8.

Register of the register of infrastructure and rolling stock register

Purline to Article 24 (2), The information to be included in the registers of infrastructure and rolling stock shall be specified in each TSI, in each TSI.

4.8.1.

Register of infrastructure

See Annex A to this TSI.

4.8.2.

Register of rolling stock

See Annex B to this TSI.

5.

INTEROPERABILITY COMPONENTS

TSI-SRT does not contain any interoperability constituents.

6.

EVALUATION OF CONFORMITY AND / OR SUITABILITY FOR USE OF COMPONENTS AND VERIFICATION OF THE SUBSYSTEM

6.1.

Interoperability Components

Not applicable, as there are no interoperability constituents in the TSSRT.

6.2.

Subsystems

6.2.1.

Conformity assessment (general)

The adjudicating entity, which may be a railway undertaking, infrastructure manager, manufacturer of rolling stock or representative established within the Community, shall submit a request for conformity assessment of the rolling stock subsystem, energy, train control and signalling or infrastructure to a notified body of his choice.

A distinction must be made at the moment :

-WHAT?

the subsystems already covered by a TSI : CR CCS, CR OPE and CR RST (freight wagons),

-WHAT?

the sub-systems not yet covered by a TSI : CR RST, with the exception of freight wagons, CR ENE and CR INS.

In the first instance, the assessment in relation to the TS-SRT shall be carried out within the assessment of the relevant subsystem in relation to the specific TSI. In the second case (CR RST with the exception of freight wagons, CR INS and CR ENE) the evaluation is either described in this chapter or in the relevant chapters of the existing TSI for high-speed trains (RST, INS and ENE).

If the specifications set out in Chapter 4 of the TSI are adequate, no further information on the assessment in this chapter shall be provided.

References are shown in the table below.

Specifications

Referral

4.2.2.1. Establishment of switches and crossings

TS-CR SRT, section 6.2.7.1

4.2.2.2 Prevention of unauthorised access to emergency exits and technical unit

TS-CR SRT, section 6.2.7.2

4.2.2.3 Fire protection requirements

TS-CR SRT, section 6.2.7.3

4.2.2.4 Fire safety requirements for building materials

TS-CR SRT, item 4.2.2.4,

4.2.2.5 Fire detection

TS-CR SRT, item 4.2.2.5

4.2.2.6 Facilities for Self-Rescue, Evacuation, and assisted rescue in the event of an incident

TS-CR SRT, section 6.2.7.4

4.2.2.7 Emergency sidewalk

TS-CR SRT, item 4.2.2.7

4.2.2.8 Emergency escape routes

TS-CR SRT, item 4.2.2.8

4.2.2.9 escape route signings

SI-CR SRT, item 4.2.2.9

4.2.2.10 Emergency communications

TS-CR SRT, section 6.2.7.5

4.2.2.11 Access to rescue services

TS-CR SRT, section 6.2.7.5

4.2.2.12 No-tunnel Rescue Areas TSI-CR SRT, 6.2.7.5

4.2.2.13 Water supply

TS-CR SRT, section 6.2.7.5

4.2.3.1 Segmentation of the driving or streaming line

TS-CR SRT, item 4.2.3.1,

4.2.3.2 Grounders of the release or power shines

TS-CR SRT, section 6.2.7.5

4.2.3.3 Power supply

TS-CR SRT, section 6.2.7.5

4.2.3.4 Requirements for power cables in tunnels

TS-CR SRT, Section 4.2.3.4

4.2.3.5 Electrical installation reliability

TS-CR SRT, section 6.2.7.6

4.2.4.1 Hot-out detectors

TS-CR SRT, section 6.2.7.7

4.2.5.1 Material properties for rolling stock

TSI-HS RST/TSI-CR WAG

4.2.5.2 Illuminers to Passenger trains

TSI-HS RST

4.2.5.3 Fire protection in freight train

TS-CR SRT, section 4.2.5.3

4.2.5.4 Fire barriers to passenger trains

TSI-HS RST

4.2.5.5 Other measures to ensure the driving capacity of the passenger train that has been breached

TS-CR SRT, item 4.2.5.5

4.2.5.6 Built fire detectors

TSI-HS RST

4.2.5.7 Communications systems in trains

TSI-HS RST

4.2.5.8 emergency braking braking

TS-CR SRT, item 4.2.5.8

4.2.5.9 Emergency lighting system in the train

TS-CR SRT, item 4.2.5.9

4.2.5.10 The disruption of the train's air conditioning system

TSI-HS RST

4.2.5.11 Escape routes in passenger vehicles

TS-CR SRT, item 4.2.5.11

4.2.5.12 Information and access to rescue services

TS-CR SRT, section 6.2.8.1

4.4.1 State control of trains and appropriate precautions

TSI-CR OPE

4.4.2 Contingency

TSI-CR OPE

4.4.3 Tunnel contingency plan and drills

TSI-CR OPE

4.4.4 Procedures for Grounders

TSI TSI-CR OPE CR OPE

4.4.5 Swoogbook

4.4.6 Signature of passengers on train safety and emergency procedures

TSI-CR OPE

4.4.7 Coordination between tunnel control centers

TSI-CR OPE

4.5.1 Tunnel controls of tunnels

TSI-CR SRT, section 6.2.5

4.5.2 Maintenance of rolling stock TSI-CR SRT, section 6.2.5

4.6.1. The special knowledge of train crews and other employees to tunnels

TS-CR SRT, Section 4.6.1

4.7.1. Self-Rescue Anilor

TSI-CR SRT, section 6.2.8.2

The notified body must be authorised to :

-WHAT?

to assess each of the above systems or

-WHAT?

to assess only one of the subsystems, but in such a case it must agree with the other notified bodies responsible for assessing the other sub-systems, assessing the relevant requirements relating to the other subsystems (see section 4.2 in this TSI).

The declarations of Community versions referred to in Article 18 (2). 1, in and Annex VI to Directive 2001 /16/EC, as amended by Directive 2004 /50/EC and which relate to the subsystem concerned, the applicant / s shall be made out of the applicant / s.

The EC declaration of verification shall be required in order to allow the entry into service of the part-system / s.

The conformity assessment of a subsystem shall be carried out by using one of the following modules or a combination thereof in accordance with section 6.2.2 of this TSI and Annex E hereto :

Modules to EC verification of subsystems (see Annex F)

Module SB : The type approval for the development and development phases of the project

Module SD : System to ensure product quality for the production phase.

Module SF : Product verification for the production phase

Module SG : Entity Verification

Module SH2 : Fully qualified quality assurance system with design examination for project, development and production phases.

The approval procedure and the content of the assessment shall be determined by the applicant and a notified body on the basis of the requirements of this TSI, and in accordance with the rules laid down in point 7 of this TSI.

6.2.2.

Conformity assessment procedures (modules)

The applicant must select one of the modules or one of the module combinations in the following table.

Table

Assessment procedures

Subsystem to evaluate

Module SB + SD

Module SB + SF

Module SG

Module SH2

System rolling stock

X

X

X

Energy Energy

X

X

X

X

Infrastructure infrastructure

X

X

System train control and signalling

X

X

The specifications of the subsystem to be assessed in the relevant phases are described in Annex E. The applicant shall verify that all subsystems are in conformity with the type. An intersection in the fourth column of table E in Annex E indicates that the relevant specifications should be checked by reviewing each subsystem.

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

6.2.3.

Existing solutions

If an existing solution has already been assessed under comparable conditions for an application and taken in use, the following procedure shall be used :

The applicant shall demonstrate that the results of the tests and verifications carried out in the preceding assessment of the application shall comply with the requirements of this TSI. If this is the case, the previous type-assessment of the specifications in connection with the subsystem shall also apply to the new application.

6.2.4.

Innovative solutions

If a subsystem comprises a innovative solution as defined in 4.1, the manufacturer or the contracting entity must indicate the deviation from the relevant point of the TSI and notify the European Railway Agency (ERA). The ERA determines and complete the required functional and interface specifications for this solution and develop the assessment methods.

The required functional and interface specifications and assessment methods must be incorporated into the TSI during the review process. When the Commission has adopted a decision pursuant to Article 21 (1), 2, in Directive 2001 /16/EC, as amended by Directive 2004 /50/EC, and this decision has entered into force, it is permissible to use the innovative solution before it is incorporated into the TSIM.

6.2.5.

Assessment of the maintenance

Purline to Article 18 (2), Directive 3, in Directive 2001 /16/EC, as amended by Directive 2004 /50/EC, the notified body must create a technical file containing a maintenance instrument. The notified body must therefore ensure that :

-WHAT?

there is a maintenance instrument ;

-WHAT?

the maintenance instruction relates to the rolling stock ratio referred to in Point 4.2.10.2 of the TS-HS RST TSI ;

but do not have a duty to check the validity of the maintenance contents of the maintenance structure.

The relevant national authorities shall be responsible for the conformity assessment of the maintenance.

6.2.6.

Evaluation of Operational Rules

The railway undertaking or the infrastructure manager shall prove that the requirements of this TSI are complied with. They may do so by using the security management system as described in Directive 2004 /49/EC. Save as otherwise specified in TS-OPE, the requirement for a notified body to assess separately whether the operating rules of this TSI are met shall not be required.

The competent authorities concerned shall assess any new or altered operational procedures and processes before any new or modified security approvals or certificates have been issued for the purposes of the implementation of the relevant authorities. This assessment shall be included in the procedure for the issue of safety certificates and approvals.

6.2.7.

Additional requirements for assessment of specifications relating to the infrastructure manager

6.2.7.1.

Establishment of switches and crossings

The notified body must make sure that, in the technical file, a technical examination that supports the location of switches and crossings in the tunnel and confirms that so few switches and crossings are established as well as : possible, and that it has happened in accordance with the requirements of 4.2.2.1.

6.2.7.2.

Prevention of unauthorized access to emergency exits and technical unit

The assessment shall confirm that :

-WHAT?

the doors on emergency exits to the surface and at the technical unit are equipped with suitable locks ;

-WHAT?

the mounted locks are in accordance with the overall security strategy for the tunnel and adjacent infrastructure ;

-WHAT?

emergency exits cannot be locked from the inside and may be opened by passengers being evacuated ;

-WHAT?

emergency services are secured.

6.2.7.3.

Fire protection requirements for structures

The notified body must assess the conformity of the fire protection requirements for structures provided for in 4.2.2.3, based on the results of the calculations carried out by the infrastructure manager or by the adjudicating entity.

6.2.7.4.

Facilities for Self-Rescue, assisted rescue and evacuation in the event of an incident

The notified body must verify that the selected solution is clearly specified in a declaration in the technical file and meets the requirements of 4.2.2.6. In the case of the alternative technical solutions described in Point 4.2.2.6.5, the notified body must verify that the necessary technical examination has been initiated and that the relevant national authorities subsequently approved, It.

6.2.7.5.

Access and Equipment for Rescue Services

The notified body must examine the technical file and the documentation for the fact that the emergency services have been heard, to confirm that the requirements of the following are fulfilled :

-WHAT?

4.2.2.10 Emergency communications

-WHAT?

4.2.2.11 Access to rescue services

-WHAT?

4.2.2.12 Emergency Rescue Areas

-WHAT?

4.2.2.13 Water supply

-WHAT?

4.2.3.2 Grounders of the release or power shines

-WHAT?

4.2.3.3 Power supply

6.2.7.6.

Electrical reliability of installation

The notified body must only confirm that it has carried out an assessment of fraudal conditions, in accordance with the requirements laid down in 4.2.3.5.

6.2.7.7.

Hot-flow detectors

The notified body must confirm that, as required by point 4.2.4.1, equipment for detecting or preventing the heating must be fitted and that the infrastructure manager has determined the way in the event of an alarm to be ensured that rolling stock, which : may be flawless, does not run into or stop in a tunnel.

6.2.8.

Additional requirements for assessment of the specifications relating to the railway undertaking

The specifications of the CR RST of this TSI correspond to those described in the TS-HS RST. The assessment of the specs for rolling stock must therefore be based on the assessment specifications in Chapter 6 of the TSI-HS RST. However, the following points shall not apply to the following points containing additional requirements and information :

4.2.5.3 Fire protection in freight train

4.2.5.12 Information and access to rescue services

6.2.8.1.

Information and access to rescue services

The notified body must examine the documentation for the fact that the emergency services have been consulted in order to ensure that the requirements of 4.2.5.12 have been met.

6.2.8.2.

Self-Rescue Anilor

The conformity assessment is described in EN 401:1994, EN 402:2003 and EN 403:2004.

7.

IMPLEMENTATION

In this TSI, the basic parameters to be used for new, renewed and upgraded tunnels (on conventional lines) or for new, renewed and upgraded conventional rolling stock to harmonize the current general ; Security level in tunneling in Europe. It must be done first and foremost by means of an optimal combination of safety requirements that must apply to the infrastructure, rolling stock and rolling stock infrastructure. This chapter describes the implementation of the TSI-SRT implementation, which shall ensure a gradual transition from the existing one to the final situation where compliance with the TSI is to be the main rule.

7.1.

Use of this tsi on subsystems that have not yet been taken in use

7.1.1.

General

Chapter 4-6 shall apply to the full extent of subsystems falling within the geographical scope of this TSI (cf. point 1.2 (1), which shall be taken after the entry into force of this TSI.

They are dealing with both new tunnels and new tunnel projects. Projects which are located at an advanced stage of development and contracts that have already been concluded are covered by Article 7 (a) of Directive 2001 /16/EC.

7.1.2.

New rolling stock based on an existing construct

New rolling stock based on a design that existed prior to this TSI's entry into force, which has already been approved by one or more Member States, to operate on established lines, may be operated within four years of the entry into force of this TSI, without having to carry out a conformity assessment in accordance with the TSSRT, provided that the train is only running on the final lines.

However, if this rolling stock is to be used on lines of tunnels more than 1 km long, it must be equipped with a device for the override of the emergency brake in accordance with Section 4.2.5.8 of this TSI.

7.1.3.

Existing rolling stock for use in new tunnels

Existing trains will continue to be able to run in tunnels that comply with the TSE, unless it will lower the overall level of safety laid down in the national provisions of the notified national provisions.

7.2.

Use of this tsi on subsystems that are already in use

7.2.1.

Introduction

Subsystems already in use must be upgraded and renewed in accordance with the conditions laid down in Article 14 (1). 3, in Directive 2001 /16/EC.

The Transition Strategy (see 7.2.2) specifies in this context how the existing subsystems in the tunnel being renewed or upgraded will be adapted to meet the requirements of the TSIM.

The concepts of reorganization (upgrading) and renewal are defined in Article 2 (l), (m) and (n) of Directive 2001 /16/EC. However, the measures to be taken shall apply to both the upgrading and regeneration process.

In order to contribute to the proactive implementation of this TSI, the Member States are invited to promote and support the implementing strategy. In connection with upgrading or regeneration of subsystems relating to a tunnel or rolling stock which is already in use, it should be considered to include other parts that are not included in the upgrading and renewal plans, but which may be brought into service ; in accordance with this TSI, in particular where it makes it possible to achieve significant security benefits and improvements in relation to a limited merges.

If a subsystem related to tunnel safety is reviewed in relation to another TSI for the purpose of renewal or upgrade, the review in relation to this TSI shall include only the systems and components which are directly related to the TSI ; concerned by the relevant worker.

7.2.2.

Measures to upgrade and renew tunnels that are more than 1 km of long-infrastructure infrastructure and energy

In the field of upgrading or regeneration of parts of the following subsystems that affect the safety of tunnels, the following measures shall be taken. It is not necessary to make devices and components not subject to a special upgrade or renewal programme, in accordance with the time of this programme.

7.2.2.1.

Infrastructure

-WHAT?

4.5.1 Tunnel control of tunnels (Responsible : IF)

-WHAT?

4.2.2.2 Prevention of unauthorised access to emergency exits and technical unit (accountable : IF)

-WHAT?

4.2.2.4 Fire safety requirements for building materials (for new material to be used for use-responsible : IF, procurement unit)

-WHAT?

4.2.2.9 Separation of escape routes (Responsible : IF)

-WHAT?

4.2.2.10 Emergency communications (Responsible : IF)

7.2.2.2.

Energy

4.2.3.4 Requirements for power cables in connection with the replacement of cables (Responsible : IF)

7.2.3.

Measures for upgrading and regeneration of the train control and signalling of the subsystem, operation and rolling stock

In the field of upgrading or regeneration of parts of the following subsystems that affect the safety of tunnels, the following measures shall be taken. It is not necessary to make devices and components not subject to a special upgrade or renewal programme, in accordance with the time of this programme.

7.2.3.1.

Train control and signalling : no measures are required.

7.2.3.2.

Operation

Operational measures in existing tunnels shall be implemented in accordance with the requirements of Chapter 7 of the TSI, independent of renewals or upgrade works in other subsystems.

-WHAT?

4.4.3 Tunnel contingency plan and drills (Responsible : IF)

-WHAT?

4.4.4 Procedures for Grounders (Responsible : IF)

-WHAT?

4.4.5 Extinguishers (Responsible : JV)

-WHAT?

4.6.1 Togo staff and other employees ' special knowledge of tunnels (in charge : IF and JV)

-WHAT?

4.4.6 Signature of passengers on train safety and emergency procedures (MVs) (JV)

7.2.3.3.

Rolling stock (passenger trains)

-WHAT?

4.2.5.1 Material properties of rolling stock (for new material being used only) (responsible : JV, the supply unit)

-WHAT?

4.2.5.2 Illuminers to Passenger trains (responsible : JV, the supply unit)

-WHAT?

4.2.5.7 Communications systems in trains (responsible : JV, the supply unit)

-WHAT?

4.2.5.8 emergency braking (responsible : JV), not for locomotive trains which are subject to national decisions

-WHAT?

4.2.5.9 Emergency lighting system (s) (responsible : JV, the supply unit)

-WHAT?

4.2.5.10 The disruption of the train's air conditioning unit (person : JV)

-WHAT?

4.2.5.2 Establishment of escape routes in passenger vehicles (Responsible : JV, Procurement Unit)

-WHAT?

4.2.5.12 Information and access for rescue services (responsible : JV, the supply unit)

The measures required for caravans are specified in the TSI CRST (freight wagons).

7.2.4.

Other existing tunnels

This TSI does not apply to existing subsystems that are not subject to renewal or upgrade. It shall not apply to tunnels that are less than 1000 metres long and which are upgraded or renewed.

With regard to the harmonisation of safety on the trans-European network, a recommendation from the United Nations Economic Commission for Europe (TRANS/AC.9/9 of 1.12.2003), as in paragraph E, has led to the following : " A large number of tunnels are already in place ; use. Many of them were built when safety regulations were more laminable than they are now. It will, of course, be too expensive to remodel them so that they achieve the dimensions recommended for new tunnels, but construction is just one way to improve the safety of railway tunnels. This may also be done by means of measures relating to the rolling stock and operation.

The Group therefore recommends that safety plans be drawn up [ 2 ] for existing tunnels, and that a level of security and, where necessary, action shall be taken to improve the level of this level through measures which are : economically affordable to launch. The group expects these measures to be selected among the standard measures, which must at least be taken for new tunnels, and that the emphasis is placed on non-structural measures. '

7.3.

Revision of the tsia

In accordance with Article 6 (2), The Agency shall, as Directive 2001 /16/EC, as amended by Directive 2004 /16/EC, as amended by Directive 2004 /50/EC, the Agency shall be responsible for preparing the review and updating of the TSIs and making all relevant recommendations to the Committee referred to in Article 21 on the basis of the technical technical procedure ; development or development of the social requirements `.

Furthermore, the other TSIs which are regularly adopted and reviewed will also be able to influence the TSI. Proposals for changes to this TSI are examined carefully and updated the TSIs shall be published every three years (indicative interval).

The Agency shall be informed of any innovative solutions that are under consideration, in order to determine whether at a later date they should be incorporated into the TSIM.

7.4.

Derogations for national, bilateral, multilateral or international agreements

7.4.1.

Existing Appointments

Where agreements have been concluded containing requirements concerning tunnels, within six months of the entry into force of this TSI, the Member States shall notify the Commission of the following agreements which are relevant to the train operation within this TSI ; Scope of the TSI :

a)

either national, bilateral or multilateral agreements between Member States and one or more railway undertakings or infrastructure managers, which are either concluded for a limited period or at a certain time, and which are necessary because the planned, traffic connection has a very specific or local character ;

b)

bilateral or multilateral agreements between railway undertakings, infrastructure managers or Member States which lead to a high level of local or regional interoperability,

c)

international agreements between one or more Member States, and at least one third country or between railway undertakings or infrastructure managers from Member States and at least one railway undertaking or infrastructure manager from a third country, to a high level of local or regional interoperability.

It will be assessed whether these agreements are compatible with EU legislation whether they are non-discriminatory, and in particular whether they are in agreement with this TSI, and the Commission will take the necessary measures, including by incorporating any possibility, special cases or transitional measures in this TSI.

The authorisation of these agreements shall be the subject of force until the necessary measures are taken, including agreements at EU level on this TSI with the Russian Federation and all the other SNG countries bordering the EU.

It is not necessary to inform the Commission of the RID agreement or on COTIF measures, as it is already familiar with them.

7.4.2.

Future agreements or alteration of existing agreements

The conclusion of any future agreement or amendment of existing agreements shall be taken into account in the light of the EU's legislation and, in particular, to the rules of this TSI. Member States shall notify

The Commission on such agreements / amendments. The procedure laid down in 7.4.1 shall be applicable where applicable.

7.5.

Specific case

7.5.1.

Introduction

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

These special cases fall into two categories : the rules apply either permanently ("P" cases) or temporary temporary ("T" cases). In the temporary cases it is recommended that the Member States concerned establish the appropriate subsystem either by 2010 ("T1 " cases) as the objectives of the Decision of the European Parliament and of the Council. 1692 /96/EC of 23. July 1996 on the Community guidelines for the development of the trans-European transport network, or before 2020 ("T2 " cases).

7.5.2.

List of special cases

None

[ 1 ] Togo staff are defined in the scheme of TS-OPE : members of the crew on board a train considered competent and designated by the railway undertaking to carry out specific tasks on the train, such as the driver or The conductor. [ 2 ] The security plan is specified in detail in Section D of the FN/ECE recommendation.