Notice Of Implementation Of The Commission Decision Of 20 December 2007 Concerning The Technical Specification For Interoperability Relating To 'safety In Railway Tunnels' In The Trans-European Conventional And High-Speed

Original Language Title: Bekendtgørelse om gennemførelse af Kommissionens beslutning af 20. december 2007 vedrørende den tekniske specifikation for interoperabilitet for »sikkerhed i jernbanetunneler« i det transeuropæiske jernbanesystem for konventionelle tog og højhastighedstog

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Read the untranslated law here: https://www.retsinformation.dk/Forms/R0710.aspx?id=120476

Overview (table of contents)

Appendix 1
The full text
Order on implementation of Commission Decision of 20 December 2007 concerning the technical specification for interoperability relating to 'safety in railway tunnels' in the trans-European rail system for conventional and high speed 1)
Pursuant to § 21h Act on rail in accordance. Legislative Decree no. 567 of 9 June 2008, establishes the Public Transport Authority on the authority of the Minister of Transport pursuant to § 24 a follows:
§ 1. The Order implements Commission Decision of 20 December 2007 concerning the technical specification for interoperability relating to 'safety in railway tunnels' in the trans-European conventional and high-speed
PCS. 2. The Commission decision and its annex, Technical Specification for Interoperability for safety in railway tunnels in the trans-European conventional and high-speed rail is attached to the notice.
Member States' competences
§ 2. Member States' competences following the Commission decision and its annex exercised by the Transport Authority of Railway and Ferries.
scope
§ 3. This Order applies to:



a) new subsystems in the areas of railway infrastructure, energy, command and signaling, operation and rolling stock, and
b) existing subsystems in the areas of railway infrastructure, energy, command and signaling, operation and rolling stock being upgraded or renewed after the Order becomes effective.


Commencement
§ 4. The Order comes into force on 1 July 2008.
Transport Authority for the Railway and Ferries, June 26, 2008
Carsten Falk Hansen
/ Lise Aaen Kobberholm
Annex 1








II






(Acts under the Treaties establishing the European Community / Euratom Treaty whose publication is not obligatory






DECISIONS






COMMISSION






Commission Decision


|| | of 20 december 2007



concerning the technical specification for interoperability relating to "safety in railway tunnels" in the trans-European conventional and high-speed


|| | (notified under document number C (2007) 6450)






(text with EEA relevance)



(2008/163 / EC)






COMMISSION OF THE EUROPEAN COMMUNITIES -






Having regard to the Treaty establishing the European Community,



Having regard to the European Parliament and Council Directive 2001/16 / EC of 19 March 2001 on the interoperability in the trans-European conventional rail system [1], and in particular Article 6. 1 and






Having regard to Council Directive 96/48 / EC of 23 July 1996 on the interoperability of the trans-European high speed rail system [2], and in particular Article 6. 1 and






Whereas:






(1) In accordance with Article 5. 1 of Directive 2001/16 / EC and Article 5. 1 of Directive 96/48 / EC requires that each of the subsystems by one TSI. When it proves necessary, can be covered by several TSIs, a subsystem, and one TSI may cover several subsystems. The decision to develop and / or to review a TSI and the choice of its technical and geographical scope requires a mandate in accordance with Article 6. 1 of Directive 2001/16 / EC and Article 6. 1 of Directive 96/48 / EC.







(2) The first step in establishing a TSI is the European Association for Railway Interoperability (AEIF) which was appointed as the joint representative body will draft.






(3) The AEIF has been given a mandate to draw up a draft TSI for "safety in railway tunnels" in accordance. Article 6. 1 of Directive 2001/16 / EC.






(4) The Committee set up by Council Directive 96/48 / EC on the interoperability of the trans-European high speed rail system and referred to in Directive 2001/16 / EC, Article 21 has undergone TSIs.






(5) Directive 2001/16 / EC and Directive 96/48 / EC and the TSIs do apply to renewals but not to maintenance-related replacement. Member States are encouraged, however, to apply the TSIs to maintenance-related replacements, when possible, and when maintenance work justified by the scope.






(6) In its current version the TSI does not fully deal with all essential requirements. In accordance with Article 17 of Directive 2001/16 / EC and Article 17 of Directive 96/48 / EC technical aspects which are not covered, as "outstanding" in Annex C to this TSI.






(7) In accordance with Article 17 of Directive 2001/16 / EC and Article 17 of Directive 96/48 / EC requires each Member State to inform the other Member States and the Commission of the relevant national technical rules in use for implementing the essential requirements related to these "open points", as well as of the bodies they designate to carry out the procedure for assessing conformity or suitability for use and the procedure for verifying the interoperability of subsystems pursuant to Article 16. 2 of Directive 2001/16 / EC. For the latter, Member States should as far as possible, the principles and criteria set out in Directive 2001/16 / EC and 96/48 / EC. Whenever possible, Member States should use the bodies notified under Article 20 of Directive 2001/16 / EC and Article 20 of 96/48 / EC. The Commission should analyze national data on national regulations, procedures and bodies responsible for implementing procedures, and the length of procedures, and where appropriate, should discuss with the Committee the need to take action.






(8) The TSI in question should not demand the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European conventional rail system.






(9) The TSI is based on best available expert knowledge available at the time the draft. Developments in technology, operational, safety or social requirements may lead to this TSI may be amended or supplemented. Where appropriate, there should be a review or updating in accordance with Article 6. 3 of Directive 2001/16 / EC or Article 6. 3 of Directive 96/48 / EC.






(10) To encourage innovation and implementation of the experience should provide that the attached TSI must regularly be reviewed.






(11) When proposing innovative solutions, the manufacturer or the contracting entity shall state the deviation from the relevant section of the TSI. The European Rail Agency will finalize the appropriate functional and interface specifications of the solution and develop the assessment methods.







(12) The mandate requested that the TSI on "Safety in Railway Tunnels" cover prevention and mitigation of accidents and incidents in tunnels, especially due to fire hazard. All relevant potential risks were to be addressed in the context including those linked with derailment, collision, fire and release of dangerous substances. However, there would only be given to these objectives and risks, insofar as they had an impact on the subsystems as described in the Directives and if the resulting specifications could be associated to relevant essential requirements. It was expected that several subsystems would be considered, mainly: infrastructure, rolling stock, operation and traffic management, maintenance, described in Annex II of the Directives.






(13) Railway tunnel experts from the International Union of Railways (UIC) and the United Nations Economic Commission for Europe (UNECE) in the period 2000-2003 evaluated and assembled the best measures currently applied in Europe to ensure safety in new and existing tunnels . The experts from infrastructure managers, railway companies, rolling stock manufacturers and scientists gathered in the TSI working party in the 2003-2005 period have started their selection by considering these recommendations of best practice. As the experts of UIC and UNECE was AEIF experts of the opinion that the strength of railways lies in the prevention of accidents. Preventative measures are generally more cost-effective than mitigating or rescue measures. A combination of measures with preventative and mitigating character completed selvrednings- and rescue measures will best serve the aim of optimal safety at a reasonable price.






(14) The main objective of the underlying Directives 96/48 / EC and 2001/16 / EC is interoperability. Their aim was to harmonize the security and technical regulations currently in force, in order to permit interoperability and to offer passengers the same approach to safety and security throughout Europe. In addition, a train that is complying with this TSI (and the rolling stock TSI) accepted, in general, in all tunnels on the trans-European networks.






(15) Safety levels in the Community rail system are generally high, especially when compared to road transport. Statistically Tunnels are even safer than the rest of the network. However, it is important that safety is at the very least maintained at current levels during the current railways restructuring phase, which previously integrated railway companies separate functions and the railway sector further from self-regulation to public regulation. This was the main rationale for Directive 2004/49 / EC on railway safety in the EU and amending Council Directive 95/18 / EC on the licensing of railway undertakings and Directive 2001/14 / EC on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification (railway safety Directive) [3]: safety should be further improved, when reasonably practicable and taking into account the competitiveness of rail transport.






(16) The objective of this TSI was to guide the technical progress in tunnel safety towards harmonized and cost-effective measures; they should as far as practicable the same all over Europe.






(17) This TSI applies to tunnels in the countryside with a small traffic volume and tunnels heart of urban areas with many trains and passengers. Prescribes only minimal requirements: TSI compliant does not guarantee in itself a guarantee for safe commissioning and operation. All parties involved in work on safety matters shall cooperate to achieve the appropriate level of safety for the tunnel concerned in accordance with this TSI and the interoperability directives. Member States are encouraged, when they open a new tunnel, or when interoperable trains to run in existing tunnels, to check whether the local conditions (including traffic type and density) makes it necessary to take additional measures beyond those specified in this TSI. They can do a risk analysis or any other advanced method. These verifications are part of the safety certification and authorization under the Railway Safety Directive Articles 10 and 11.







(18) Some Member States already have safety measures that require a higher level of security than that set out in this TSI. Such existing rules should be seen in the context of the Railway Safety Directive Article 8. Moreover, Member States according to Article 4 of the Directive to ensure that railway safety is maintained and, where reasonably practicable, continuously improved, taking into account the development of Community legislation and technical and scientific progress and with emphasis on prevention of serious accidents.






(19) The Member States are free to impose more stringent measures for specific situations, as long as these measures do not hamper interoperability. Article 8 of the Railway Safety Directive and clause 1.1.6 of this TSI allow for this possibility. Such higher requirements may be based on a scenario analysis and risk analysis and may concern the subsystems "infrastructure", "energy" and "operation". Member States are expected to consider such higher requirements in the light of railway economic viability and after consultation of the infrastructure managers, railway companies and rescue services.



(20) In determining the measures to be taken for the tunnel and train, there are only defined a limited number of accident types. There are suggested relevant measures which will eliminate or significantly reduce the risks arising from these accident types. They are developed in the categories prevention, mitigation, evacuation and rescue. Annex D of this TSI shows the qualitative relationship between the accident types and the measures, indicated which measures deal with each class of accident types. The application of this TSI does not guarantee an absence of fatality risk.



(21) It is for the national authorities to define emergency services role and responsibilities. Emergency measures provided for in this TSI is based on the assumption that rescue services intervening in a tunnel accident shall protect lives, not material values ​​such as vehicles or structures. This TSI further specified the rescue services expected task for each accident type.



(22) The provisions of this Decision are in accordance with the opinion of the committee set up by Article 21 of Directive 96/48 / EC -






ADOPTED THIS DECISION:






Article 1






Commission A Technical Specification for Interoperability ( "TSI") relating to "safety in railway tunnels" in the trans-European conventional rail system, see. Article 6. 1 of Directive 2001/16 / EC and in the trans-European high speed rail system, see. Article 6. 1 of Directive 96/48 / EC.






TSI listed in the Annex to this Decision.






The TSI is fully applicable to the trans-European conventional rail system as defined in Annex I to Directive 2001/16 / EC and the trans-European high speed rail system as defined in Annex I to Directive 96/48 / EC pursuant to this Decision Article 2 .






Article 2






1. As for the verification of the interoperability requirement is satisfied. Article 16. 2 of Directive 96/48 / EC and Article 16. 2 of Directive 2001/16 / EC shall be those applicable technical rules in use in the Member State which authorizes the placing in service of the subsystems covered by this Decision.






2. Within six months after notification of this Decision Member States shall send the other Member States and the Commission:



(A)


a list of the paragraph. 1 technical rules mentioned



(B)



Information on the procedures for conformity assessment and checking procedures to be used when applying the rules



(C)


Information about the bodies it appoints for carrying out those conformity assessment and verification.






Article 3






This Decision shall apply from 1 July 2008.






Article 4






This Decision is addressed to the Member States.






Done at Brussels, 20 December 2007.






For the Commission



Jacques Barrot



Vice






[1] OJ L 110, 20.4.2001, p. 1. Directive as last amended by Directive 2007/32 / EC (OJ L 141, 2.6.2007).



[2] OJ L 235, 17.9.1996, p. 6. Directive as last amended by Directive 2007/32 / EC



[3] OJ L 164, 30.4.2004, p. 44.









ANNEX






DIRECTIVE 2001/16 / EC - INTEROPERABILITY OF THE TRANS-EUROPEAN RAIL SYSTEM CONVENTIONAL






DIRECTIVE 96/48 / EC - INTEROPERABILITY OF THE TRANS-EUROPEAN HIGH SPEED RAIL SYSTEM






TECHNICAL SPECIFICATION FOR INTEROPERABILITY






Subsystems: "Infrastructure", "Energy", "Operations and traffic management", "CCS" and "rolling stock"






Aspect: "Safety in Railway Tunnels"








1.


INTRODUCTION




1.1.


Technical scope




1.1.1.


Tunnel safety as a part of general safety




1.1.2.


Tunnel length




1.1.3.


Fire safety categories of passenger vehicles




1.1.3.1.


Rolling stock for tunnels up to 5 km long




1.1.3.2.


Rolling stock for all tunnels




1.1.3.3


Rolling stock in tunnels with underground stations




1.1.4.


Underground stations




1.1.5.


Dangerous goods




1.1.6.


Specific safety in the Member States




1.1.7.


Risk scope, risks that are not covered by this TSI





1.2.


Geographical scope




1.3.


The content of this TSI









2.


DEFINITION OF ASPECT / SCOPE




2.1.


General




2.2.


Risk scenarios




2.2.1.


"Hot" incidents: Fire, explosion followed by fire, toxic smoke and toxic gas release




2.2.2.


"Cold" incidents: collision, derailment




2.2.3.


Prolonged stop




2.2.4.


Other cases




2.3.


Role of rescue services









3.


ESSENTIAL REQUIREMENTS




3.1.


Essential requirements laid down in Directive 2001/16 / EC




3.2.


Detailed essential requirements related to tunnel safety









4.


DESCRIPTION OF SUBSYSTEM




4.1.


Introduction




4.2.


Functional and technical specifications of the subsystems




4.2.1.


Overview of the specifications




4.2.2.


The infrastructure subsystem




4.2.2.1.


Installation of switches and crossings




4.2.2.2.


Prevent unauthorized access to emergency exits and equipment




4.2.2.3.


Fire protection requirements for structures




4.2.2.4.


Fire safety requirements for building materials




4.2.2.5.


Fire detection




4.2.2.6.


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




4.2.2.6.1.


Definition of safe area




4.2.2.6.2.


General





4.2.2.6.3.


Lateral and / or vertical emergency exits to the surface




4.2.2.6.4.


Cross-passages to the other tube




4.2.2.6.5.


Alternative technical solutions




4.2.2.7.


Escape walkways




4.2.2.8.


Emergency lighting on escape routes




4.2.2.9.


Escape signage




4.2.2.10.


Emergency communication




4.2.2.11.


Access for emergency services




4.2.2.12.


Rescue areas outside tunnels




4.2.2.13.


Water supply




4.2.3.


Energy subsystem




4.2.3.1.


Segmentation of overhead line or conductor rails




4.2.3.2.


Grounding line or conductor rail




4.2.3.3.


Electricity supply




4.2.3.4.


Requirements for electrical cables in tunnels




4.2.3.5.


Reliability of electrical installations




4.2.4.


Command and signaling subsystem




4.2.4.1.


hotbox detectors




4.2.5.


Subsystem rolling stock




4.2.5.1.


Material properties for rolling stock




4.2.5.2.


Fire extinguishers for passenger




4.2.5.3.


Fire protection for freight trains




4.2.5.3.1.


Performances




4.2.5.3.2.


Protection of the driver




4.2.5.3.3.


Fire protection for trains with passengers and freight or road vehicles




4.2.5.4.


Fire barriers for passenger




4.2.5.5.


Additional measures for running capability of passenger train with a fire





4.2.5.5.1.


Overall goals and requirements for passenger trains running ability




4.2.5.5.2.


Requirements for brakes




4.2.5.5.3.


Requirement for traction




4.2.5.6.


Board fire detectors




4.2.5.7.


Communication means on trains




4.2.5.8.


Over Emergency brake override




4.2.5.9.


Emergency lighting system in the train




4.2.5.10.


Stopping the train's air conditioning




4.2.5.11.


Escape design of passenger vehicles




4.2.5.11.1.


Passengers' emergency exits




4.2.5.11.2.


Passenger access door




4.2.5.12.


Information and access for emergency services




4.3.


Functional and technical specifications for interfaces




4.3.1.


General




4.3.2.


Interfaces to subsystem infrastructure




4.3.2.1.


Escape walkways




4.3.2.2.


Inspection of tunnel




4.3.3.


Interfaces to subsystem energy




4.3.3.1.


Sectioning of systems to traction power supply




4.3.4.


Interfaces with CCS




4.3.5.


Interfaces to subsystem traffic operation and management




4.3.5.1.


Tunnel emergency plan and exercises




4.3.5.2.


Route book




4.3.5.3.


Inform passengers about train safety and emergency




4.3.5.4.


The train crew and other staff Tunnel specific competence




4.3.6.


Interfaces with the rolling stock subsystem




4.3.6.1.


Material properties for rolling stock





4.3.6.2.


Other rolling stock specifications




4.3.7.


Interfaces with the PRM subsystem




4.3.7.1.


Escape walkways




4.4.


Operating rules




4.4.1.


Checking the condition of trains and appropriate actions




4.4.1.1.


Before the train begins its service




4.4.1.2.


While the train is running




4.4.1.2.1.


Safety-relevant equipment




4.4.1.2.2.


overheating




4.4.2.


Emergency rule




4.4.3.


Tunnel emergency plan and exercises




4.4.3.1.


Contents




4.4.3.2.


identifying




4.4.3.3.


exercises




4.4.4.


Procedures for isolation and grounding




4.4.5.


Route book




4.4.6.


Inform passengers about train safety and emergency




4.4.7.


Coordination between tunnel control centers




4.5.


Maintenance rules




4.5.1.


Inspection of tunnel




4.5.2.


Maintenance of rolling stock




4.5.2.1.


passenger




4.5.2.2.


freight trains




4.6.


Professional qualifications




4.6.1.


The train crew and other staff Tunnel specific competence




4.7.


Health and safety conditions




4.7.1.


Self-rescue device




4.8.


Register of infrastructure and rolling stock register





4.8.1.


Infrastructure Register




4.8.2.


Rolling Stock Register









5.


INTEROPERABILITY CONSTITUENTS









6


ASSESSMENT OF CONFORMITY AND / OR SUITABILITY AND VERIFICATION OF THE SUBSYSTEM




6.1.


Interoperability constituents




6.2.


subsystems




6.2.1.


Conformity assessment (general)




6.2.2.


Conformity assessment procedures (modules)




6.2.3.


Existing solutions




6.2.4.


Innovative solutions




6.2.5.


Assessment of the maintenance




6.2.6.


Assessment of operational rules




6.2.7.


Additional requirements for assessment of specifications concerning the IM




6.2.7.1.


Installation of switches and crossings




6.2.7.2.


Prevent unauthorized access to emergency exits and equipment




6.2.7.3.


Fire protection requirements for structures




6.2.7.4.


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




6.2.7.5.


Access and equipment for rescue services




6.2.7.6.


Reliability of electrical installations




6.2.7.7.


hotbox detectors




6.2.8.


Additional requirements for assessment of specifications concerning the RU




6.2.8.1.


Information and access for emergency services




6.2.8.2.


Self-rescue device









7.


IMPLEMENTATION




7.1.


Application of this TSI to subsystems not yet put into use





7.1.1.


General




7.1.2.


Newly built rolling stock, based on an existing design




7.1.3.


Existing rolling stock to run in new tunnels




7.2.


Application of this TSI to subsystems already in use




7.2.1.


Introduction




7.2.2.


Measures to upgrade and renewal of tunnels that are more than 1 km - infrastructure and energy subsystems




7.2.2.1.


infrastructure




7.2.2.2.


energy




7.2.3.


Measures to upgrade and renewal of the subsystems CCS, OPE, RST




7.2.3.1.


CCS: no required measures




7.2.3.2.


operating




7.2.3.3.


Rolling stock (passenger)




7.2.4.


Other existing tunnels




7.3.


Revision of the TSI




7.4.


Exceptions for national, bilateral, multilateral or international agreements




7.4.1.


Existing agreements




7.4.2.


Future agreements or modification of existing agreements




7.5.


Specific




7.5.1.


Introduction




7.5.2.


List of specific cases









ANNEX A -


INFRASTRUCTURE REGISTER




ANNEX B -


ROLLING STOCK REGISTER




ANNEX C -


OPEN POINTS




ANNEX D -


THE RELATIONSHIP BETWEEN INCIDENT TYPES AND MEASURES




APPENDIX E -


ASSESSMENT OF THE SUBSYSTEMS




ANNEX F -


MODULES FOR THE EC VERIFICATION OF SUBSYSTEMS




ANNEX G -



GLOSSARY











1.


INTRODUCTION







1.1.


Technical scope







1.1.1.


Tunnel safety as a part of general safety









This TSI applies to new, renewed and upgraded subsystems. It concerns the following subsystems listed in Annex II to Directive 96/48 / EC and 2001/16 / EC as amended by Directive 2004/50 / EC: Infrastructure ( "INF"), energy ( "ONE"), train control and signals ( "CCS"), operation ( "OPE") and rolling stock ( "RST").









Safety in tunnels is influenced by general measures to improve railway safety (such as signaling), which are not specified in this TSI. It provides only the specific measures to be taken to reduce specific risks that apply in tunnels.









General measures to improve rail safety:









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









Tunnel-specific measures:









The purpose of this TSI is to define a set of measures for the infrastructure, energy, command and signaling, rolling stock and traffic operation & management and thus provide optimum safety in tunnels in the most cost-effective way. It shall permit free movement of trains complies with the requirements of Directive 96/48 / EC (on high speed) and Directive 2001/16 / EC (on conventional lines) under harmonized safety conditions in railway tunnels on the trans-European rail system.







1.1.2.


Tunnel length





-


All specifications in this TSI apply, unless otherwise stated, for tunnels over 1 km long.





-


For tunnels that are more than 20 km long, will necessitate a special safety investigation that may lead to the establishment of other safety measures than those specified in this TSI in order to admit interoperable trains (trains that votes consistent with the relevant TSIs) in an acceptable fire-safety environment.





-


Tunnels are an extension of each other, NOT considered as one tunnel, if the following requirements are met:






A)


they are separated by more than 500 m in open air






B)


there is an access / exit to a safe area within the open section.







1.1.3.



Fire safety categories of passenger vehicles









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







1.1.3.1.


Rolling stock for tunnels up to 5 km long









Rolling stock which is designed and built to operate on underground sections and tunnels of not more than 5 km with possibility of evacuation along the side, is defined as category A. If a fire alarm goes off, the train will continue to a safe area (see definition in 4.2. 2.6.1), not more than 4-minute drive away, assuming the train is able to run at 80 km / h. At the safe area, passengers and staff can evacuate the train. If the train does not have the opportunity to continue, it will be evacuated using the tunnel the infrastructure facilities.







1.1.3.2.


Rolling stock for all tunnels









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







1.1.3.3


Rolling stock in tunnels with underground stations





In the case of underground stations as defined in 1.1.4 which are specified as evacuation sites in the emergency plan and if the distance between successive underground stations and the underground station closest to the portal are less than 5 km, the trains meet the requirements of category A.







1.1.4.


Underground stations









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





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





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







1.1.5.


Dangerous goods









The general safety measures concerning the carriage of dangerous goods provided for in OPE TSI and RID. There is no prescribed tunnel specific measures in this TSI. The relevant national authorities may prescribe specific measures according to clause 1.1.6.







1.1.6.


Specific safety in the Member States










The specifications of this TSI are harmonized requirements. The existing safety in a country as stipulated in Article 4. 1 of Directive 2004/49 / EC (Safety Directive) is not impaired. Member States may retain more stringent requirements, as long as these requirements do not prevent the operation of trains that take place in accordance with Directive 2001/16 / EC as amended by Directive 2004/50 / EC.









Under Article 8 of Directive 2004/49 / EC (Safety Directive) They can prescribe new and more stringent requirements. The Commission shall be informed of these requirements before they are introduced. Higher requirements should be based on risk analysis and justified by a particular risk situation. They must be determined in consultation with the infrastructure and the relevant authorities for rescue, and they shall be subject to a cost / benefit analysis.







1.1.7.


Risk scope, risks that are not covered by this TSI









This TSI covers specific safety risks to passengers and train staff in tunnels for the subsystems above.









TSI does not cover the following risks:





-


Terrorism, as a deliberate and premeditated act which is designed to cause wanton destruction, injury and loss of life





-


health and safety of staff involved in the maintenance of the fixed installations in tunnels





-


financial loss due to damage to structures and trains





-


trespass into the tunnel





-


impact of a derailed train on the tunnel structure: according to expert judgment that a derailed train will be the tunnel structure to such an extent that its carrying capacity is reduced





-


safety problems caused by aerodynamic effects of passing trains are not addressed within this TSI (see HS INS TSI).







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 to Directive 96/48 / EC .







1.3.


The content of this TSI









In accordance with Article 5. 3 of Directive 2001/16 / EC as amended by Directive 2004/50 / EC, this TSI:





a)


indicates its intended scope (part of network or rolling stock referred to in Annex I, subsystem or part of subsystem referred to in Annex II) - Chapter 2





b)


lay down essential requirements for each subsystem concerned and its interfaces with other subsystems - Chapter 3






c)


establishes the functional and technical specifications which the subsystem must comply, and its interfaces with the other subsystems. These specifications may, if necessary, vary depending on the subsystem, for example. by category of line, hub and / or rolling stock provided. Annex I - Chapter 4





d)


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





e)


states, in each case, the procedures to be used in assessing the conformity or suitability for use. This includes in particular in Decision 93/465 / EEC or, where appropriate, the specific procedures to be used to assess either the conformity or the suitability for use of interoperability constituents and EC verification of subsystems - Chapter 6





f)


indicate the strategy for implementing the TSI. In particular as regards the stages of the gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm - Chapter 7





g)


it indicates what professional qualifications the staff concerned should be holding for the operation of the subsystem and the implementation of the TSI - Chapter 4.









In accordance with Article 5. 5, can be made for specific cases for each TSI. These are indicated in Chapter 7.





The specific operating and maintenance rules specific to the scope described in paragraphs 1.1 and 1.2 above are also detailed in Chapter 4 of this TSI.







2.


DEFINITION OF ASPECT / SCOPE







2.1.


General









TSI "Safety in Railway Tunnels" extends to all parts of the railway system, relevant to passengers and train crew driving safety in railway tunnels. The subsystems concerned have been defined in section 1.1 Technical scope; it also appears that this TSI only tunnel specific safety measures. Chapter 2.2 describes the risk scenarios in tunnels.









Efforts to promote safety in tunnels comprises four successive layers: Prevention, mitigation, evacuation and rescue. The focus is on prevention followed by mitigation and so on. Railways are characterized by their inherent ability to prevent accidents through the traffic running on rails and controlled and regulated using a signaling system. Safety levels shall jointly residual risk as low as possible.
















2.2.


Risk scenarios










It is assumed in this TSI that generally taken appropriate measures to address the common "risks of railway operations" as part of the safety standards applying in the rail industry, reinforced by the other TSIs which are being finalized or the European Railway Agency ( ERA) is mandated to prepare. This TSI will also look at measures which could offset or mitigate the difficulty of evacuation or rescue operations following a railway accident.


















It sets out a number of relevant measures, which will suppress or significantly reduce the risks associated with these scenarios. The measures fall within the categories prevention / mitigation / evacuation / rescue. In this TSI, they are not described in these categories, but during these subsystems.





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







2.2.1.


"Hot" incidents: Fire, explosion followed by fire, toxic smoke and toxic gas release









The main danger is fire. It is assumed that the fire starts in one passenger train or power-unit and is fully developed 15 minutes after it has broken out. It is discovered and the alarm within the first 15 minutes.





The train runs as far as possible out of the tunnel.





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







2.2.2.


"Cold" incidents: collision, derailment









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







2.2.3.


Prolonged stop









Prolonged stop (an unplanned stop for over 10 minutes in a tunnel, without a fire on board) is not as such a threat to passengers and staff. However it may lead to panic and to spontaneous, uncontrolled evacuation that exposes the danger in a tunnel environment. Steps must be taken to face such a situation.







2.2.4.


Other cases









The scenarios that are not covered by this TSI, are listed in section 1.1.7.







2.3.


Role of rescue services









Role of rescue services determined by the relevant national authorities. The emergency measures specified in this TSI, based on the assumption that rescue services that intervening in a tunnel accident, first and foremost to save life rather than material values ​​such as vehicles or structures. It is expected that the









in case of a "hot" incident:











-


trying to save people who can not reach a safe area





-


provide first aid for evacuees





-


Fight a fire insofar as this is necessary to protect themselves and the people who are affected by the accident





-


Conduct evacuation from safe areas inside the tunnel to areas outside this









in the case of a "cold" incident:










-


provide first aid to seriously injured persons





-


frees persons confined





-


Evacuate people.









No demands on time or performance requirements of the TSI. Although rarely happens accident that cost many lives, in railway tunnels, it is clear that in extremely rare cases can occur events which even well equipped rescue services would be powerless, for example. a major fire involving a freight train.









The contingency plans must be approved by the relevant national authorities, shall include detailed scenarios adapted to local conditions. If the expectations of the rescue services expressed in those plans go beyond those listed above, may be taken other appropriate measures or by other suitable equipment.









Annex D shows the qualitative relationship between the incident types and the measures. Annex D gives a full description of how the measures contribute to the four layers of defense mentioned in 2.1: prevention, mitigation, evacuation and rescue.







3.


ESSENTIAL REQUIREMENTS









This chapter describes the essential requirements of Annex III, which apply to the subsystem, part of the subsystem or aspect concerned.





It describes how they are taken into account each of these essential requirements of the TSI, for example. through a functional or technical specification, an operating rule or a condition relating to staff skills level.







3.1.


Essential requirements laid down in Directive 2001/16 / EC









According to Annex III to Directive 2001/16 / EC as amended by Directive 2004/50 / EC, the trans-European conventional rail system meet essential requirements in the following areas:










-


security





-


reliability and availability






-


health





-


environmental protection





-


technical compatibility.





In connection with this TSI Safety and Technical compatibility are considered relevant. (Reliability and Availability can be considered as a prerequisite for safety and should not be diminished as a result of the provisions of this TSI. Within the Health and Environmental Protection involve the same detailed essential requirements in Annex III).







3.2.


Detailed essential requirements related to tunnel









The specific essential requirements set out in Annex III to Directive 2001/16 / EC as amended by Directive 2004/50 / EC, which are relevant for tunnel safety, are quoted below in italics below.









Section 1.1.1 of Annex III (General): The design, construction or assembly, maintenance and monitoring of safety-critical components and, more particularly, are important for train movements must guarantee safety at the level corresponding to the objectives down for the network, including those for specific degraded situations.









This essential requirement is satisfied by the functional and technical specifications in sections 4.2 Functional and technical specifications of the subsystems, 4.5 Maintenance rules.









Point 1.1.4 of Annex III (General): The fixed installations and rolling stock must be designed and materials chosen for limiting the generation, propagation and effects of fire and smoke in case of fire.









This essential requirement is satisfied by the functional and technical specifications in sections 4.2.2.3 Fire protection requirements for structures 4.2.2.4 Fire safety requirements for building material and 4.2.5.1 Material properties for rolling stock.









Section 2.1.1 of Annex III (Infrastructure): Take appropriate measures to prevent access to or undesirable intrusions into installations.









This essential requirement is satisfied by the functional and technical specifications in section 4.2.2.2 Prevent unauthorized access to emergency exits and equipment.









Take appropriate measures to take account of the particular safety conditions in long tunnels.









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









Section 2.2.1 of Annex III (Energy): Operation of the energy supply systems must not impair the safety either of trains or persons (users, operating staff, trackside dwellers and third parties).









This essential requirement is satisfied by the functional and technical specifications in sections 4.2.3.1 Segmentation of overhead line or conductor rails 4.2.3.2 Grounding line or conductor rail, 4.2.3.5 Reliability of electrical installations and 4.2.3.4 Requirements for electrical cables in tunnels.










Point 2.4.1 of Annex III (Rolling Stock) shall be provided to enable passengers to inform the driver of danger, and the staff can get in touch with him.









This essential requirement is satisfied by the functional and technical specifications in section 4.2.5.3 Passenger alarm HS RST TSI. This SRT TSI refers to this essential requirement in sections 4.2.5.7 Communication means on trains and 4.2.5.8 Emergency brake override.









There must be emergency exits, and will indicate where they are.









This essential requirement is satisfied by the functional and technical specifications in section 4.4.6 Informing passengers about train safety and emergency procedures.









Take appropriate measures to take account of the particular safety conditions in long tunnels.









This essential requirement is satisfied by the functional and technical specifications in section 4.2.5.3 Fire protection for freight trains 4.2.5.4 Fire barriers for passenger rolling stock 4.2.5.5 Additional measures for running capability of passenger train with a fire on board and 4.2.5.6 board fire detectors.









An emergency lighting system of sufficient intensity and duration is compulsory on board trains.









This essential requirement is satisfied by the functional and technical specifications in section 4.2.5.9 Emergency lighting system in the train.









Trains must be equipped with a public address system that the train crew and ground control for the train can use to make announcements to the passengers.









This essential requirement is satisfied by the functional and technical specifications in sections 4.2.5.7 Communication means on trains.









Point 2.6.1 of Annex III (Operation and traffic management): Alignment of the operating rules of the networks and the qualifications of drivers, staff in the control centers must be such as to ensure safe operation, taking into account the different requirements that exist in cross-border and domestic services.









Operations and maintenance intervals, the maintenance and control center staff training and qualifications and quality assurance systems of the operators concerned in the control and maintenance centers must be such as to ensure a high level of security.









This essential requirement is satisfied by the functional and technical specifications in sections 4.4.1 Checking the conditions of trains and appropriate actions, 4.4.2 Emergency rule, 4.4.5 Route book, 4.4.3 Tunnel emergency plan and exercises and 4.6.1 of the train crew and other staff special knowledge of tunnels.







4.


DESCRIPTION OF SUBSYSTEM







4.1.


Introduction










The trans-European conventional rail, as Directive 2001/16 / EC as amended by Directive 2004/50 / EC applies and of which the subsystems are parts, is an integrated system whose consistency must be verified. This consistency has been checked with regard to the specifications of this TSI, its interfaces with the systems it is integrated and also the operating and maintenance rules for the railway.









Taking into account all the relevant essential requirements are sub-area of ​​safety in railway tunnels of the subsystems CR INS / ENE / CCS / OPE / RST covered by the provisions of Chapter 4.2.









This TSI applies to new, renewed and upgraded subsystems (infrastructure, energy, command and signaling, operation, rolling stock) in tunnels. The conditions of application for renewed and upgraded subsystems are defined in Article 14. 3 of Directive 2001/16 / EC as amended by Directive 2004/50 / EC, and an implementation strategy is outlined in chapter 7. The requirements for upgrade or renewal (described in chapter 7) may be less extensive than those applicable to the target subsystems (described in chapter 4).









The functional and technical specifications of the domain and its interfaces, described in sections 4.2 and 4.3 does not require the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European high speed rail system. Innovative solutions, which do not meet the requirements specified in this TSI and / or not assessable as stated in this TSI require new specifications and / or new assessment methods. These specifications and assessment methods shall be prescribed in Section 6.2.4 in order to promote technological innovation.







4.2.


Functional and technical specifications of the subsystems









In light of the essential requirements in Chapter 3, the functional and technical specifications of those aspects specific to tunnel safety in the subsystems above:







4.2.1.


Overview of the specifications









The infrastructure subsystem









Installation of switches and crossings





Prevent unauthorized access to emergency exits and equipment





Fire protection requirements for structures





Fire safety requirements for building materials





Fire detection





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






Definition of safe area






General






Lateral and / or vertical emergency exits to the surface






Cross-passages to the other tube






Alternative technical solutions





Escape walkways





Emergency lighting on escape routes






Emergency communication





Access for emergency services





Rescue areas outside tunnels





Water supply









Energy subsystem









Segmentation of overhead line or conductor rails





Grounding line or conductor rail





Electricity supply





Requirements for electrical cables in tunnels





Reliability of electrical installations









Command and signaling subsystem









hotbox detectors





Subsystem rolling stock





Material properties for rolling stock





Fire extinguishers for passenger





Fire protection for freight trains






Performances






Protection of the driver






Fire protection for trains with passengers and freight or road vehicles





Fire barriers for passenger





Additional measures for running capability of passenger train with a fire






Overall goals and requirements for passenger trains running ability






Requirements for brakes






Requirement for traction





Board fire detectors





Communication means on trains





Over Emergency brake override





Emergency lighting system in the train





Stopping the train's air conditioning





Escape design of passenger vehicles






Passengers' emergency exits






Passenger access door





Information and access for emergency services









Operating rules









Checking the condition of trains and appropriate actions






Before the train begins its service






While the train is running







Safety-relevant equipment








overheating





Emergency rule





Tunnel emergency plan and exercises






Contents






identifying






exercises





Earthing procedures





Route book





Inform passengers about train safety and emergency





Coordination between tunnel control centers









Maintenance rules









Inspection of tunnel





Maintenance of rolling stock






passenger






freight trains









Professional qualifications









The train crew and other staff Tunnel specific competence









Health and safety conditions









Self-rescue device







4.2.2.


The infrastructure subsystem





For the installation of safety equipment in tunnels into account the aerodynamic effects produced by passing trains.







4.2.2.1.


Installation of switches and crossings





The infrastructure must ensure the establishment as few switches and crossings as possible and that it is in accordance with the design, safety and operational.







4.2.2.2.


Prevent unauthorized access to emergency exits and equipment





For equipment rooms and emergency exits, physical systems, eg. lock to prevent unauthorized access from outside. Inside, it shall always be possible to open the doors for evacuation.







4.2.2.3.


Fire protection requirements for structures









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





Integrity of the structure in the event of fire is maintained for a sufficiently long time for passengers and staff can save themselves or evacuated and emergency services can intervene without the risk of collapse.






The finished tunnel fire resistance must be assessed whether the case of rock or concrete lining. It must be able to withstand the temperatures which arise due to the fire for a certain time. The specified "temperature / time curve" (EUREKA-curve) is shown in the following figure. It must be used for the design of concrete structures.
















4.2.2.4.


Fire safety requirements for building materials









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





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







4.2.2.5.


Fire detection









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







4.2.2.6.


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







4.2.2.6.1.


Definition of safe area









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





-


it is possible to survive in the range





-


To reach the area with and without the help





-


To save himself, if possible, or wait to be rescued by the rescue services using the procedures detailed in the emergency plan





-


it is possible to communicate with the infrastructure manager's control center via a mobile phone or landline.







4.2.2.6.2.


General









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





The technical solutions described in 4.2.2.6.3 - 4.2.2.6.5 fulfill this requirement. One of them shall be selected.







4.2.2.6.3.


Lateral and / or vertical emergency exits to the surface










There shall be such outputs for each 1000 m.





Lateral and / or vertical emergency exits to the surface shall be 1,50 m wide and 2.25 m high. The doors opening shall be at least 1.40 m wide and 2.00 m high. Requirements for exits that function as main access routes for rescue services are described in 4.2.2.11. Access for emergency services.





All exits shall be equipped with lighting and signs.







4.2.2.6.4.


Cross-passages to the other tube









Cross-passages between adjacent independent tunnels enable the use of the adjacent tunnel as a safe area. They must be equipped with lighting and signs. The cross-passage are 2.25 m high and 1.50 m wide. The doors must be at least 2.00 m high and 1.40 m wide. As a minimum Cross-passages that meet these requirements, for every 500 m.







4.2.2.6.5.


Alternative technical solutions









There can be used alternative solutions providing a safe area if at least equivalent safety. Must launch a technical study of the alternative solution which must be agreed by the relevant national authorities.







4.2.2.7.


Escape walkways









This specification applies to all tunnels more than 500 meters long.





In a single-track tunnel Walkways shall be constructed in one or both sides and in a double track tunnel on both sides of the tunnel. In wider tunnels with more than two lanes, there must be access to a walkway from all tracks.









The pavement must be at least 0.75 m wide. Clearance above the walkway shall be 2,25 m.





The pavement must at least be level with the rails.









No escape routes blocked by local obstacles. Obstacles shall not reduce the minimum width to less than 0,7 m, and the obstacle shall not exceed 2 m.





About 1 m above the pavement installed a handrail that leads to a safe area. The handrail must not be placed in such a way that the requirement to the pavement minimum width overridden.





The railing is to be mounted at an angle of 30-40o the tunnel axis immediately before and after an obstacle.







4.2.2.8.


Emergency lighting on escape routes









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









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









Lighting that is not based on electricity is acceptable, provided it fulfills the intended function.









The following are the requirements for illumination:






Single-track tube: one side (the side walkway)





Double-track tube: both sides





Position of lights: above walkway, as close to it as possible without making it difficult to get past or built into the railing





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





Autonomy and reliability: in emergencies or other situations guaranteed power supply, so the lamps for at least 90 minutes.





If the emergency light is switched off under normal operating conditions, it must be possible to turn it back on one of the following ways





-


manually on contacts that are located every 250 m inside the tunnel





-


using a remote tunnel operator's possession.







4.2.2.9.


Escape signage









This specification applies to all tunnels more than 100 meters long.





The escape signage indicates the emergency exits, how far it is to them, and where to find a safe area. All signs shall be designed in accordance with the requirements of Directive 92/58 / EC of 24 June 1992 on the provision of safety and health at work and to ISO 3864-1.





Escape signs shall be installed on the sidewalls. No more than 50 m between the signs.





Signs shall be provided in the tunnel to indicate the position, where there is an emergency.







4.2.2.10.


Emergency communication









There must ensure radio contact using the GSM-R between the train and the control center for all tunnels. There is no need for additional communication systems such as emergency telephones.





Radio continuity shall be provided for permitting the rescue services to communicate with their command posts on the ground. The system shall allow the rescue services to use their own communication.







4.2.2.11.


Access for emergency services









Emergency services in the event of an incident could enter the tunnel via the tunnel portals and / or appropriate emergency exits (see 4.2.2.6.3). These access routes shall be at least 2.25 m wide and 2.25 m high. The IM shall describe in the emergency plan those facilities dedicated as access routes.





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







4.2.2.12.


Rescue areas outside tunnels










There Rescue areas of minimum 500 m2 near the tunnel at the access roads. Existing roads can be considered as rescue areas. If it is not practical to access a road, there are alternative solutions in consultation with the emergency services.







4.2.2.13.


Water supply









In consultation with the rescue services water at the points where there is access to the tunnel. The capacity shall be minimum 800 liters per. minutes for two hours. Water source can be a hydrant or other source such as a basin, river electricity, supply of minimum 100 m3 of water. It must be described in the emergency plan the water to the place where the incident occurred.







4.2.3.


Energy subsystem









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







4.2.3.1.


Segmentation of overhead line or conductor rails









This specification applies to tunnels of more than 5 km long.





The system delivers traction in tunnels shall be divided into sections not exceeding 5 km. These specification applies only if the signaling system permits to more than one train in the tunnel on each track simultaneously.





The switches must be installed in accordance with the requirements of the tunnel emergency plan, and the number of switches in the tunnel is minimized.





It must be possible for remote control and switching of each "switching section".





A means of communication and lighting by switching location to enable safe manual operation and maintenance of the switching equipment.







4.2.3.2.


Grounding line or conductor rail









Earthing devices at tunnel access points and close to the separation points between sections (see 4.2.3.1). The equipment can be either manually or remote controlled fixed installations.





This new setup Communication and lighting necessary for earthing operations.





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







4.2.3.3.


Electricity supply









Rescue services shall be able to connect their equipment to the tunnel's electricity supply system in accordance with the emergency plan for the tunnel.





Some national rescue services groups may be self sufficient in electricity. It is then possible to decide that no electrical supply equipment available for these teams.





This decision must be described in the emergency plan.







4.2.3.4.


Requirements for electrical cables in tunnels










Detached cables in case of fire characteristics of low flammability, low fire spread, 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.


Reliability of electrical installations









Relevant electrical installations (fire detection, emergency lighting, emergency communication and other systems, the Infrastructure Manager or contracting entity has highlighted as vital for the safety of passengers in the tunnel) must be protected from damage due to mechanical impact, heat or fire. The supply system must be organized so that the system is able to withstand the inevitable injuries (for example) as a result of energizing alternative links. The electrical supply is to be maintained at the same level, even though one of the primary elements fails. Emergency lights and communication systems shall be provided at 90 minutes backup.







4.2.4.


Command and signaling subsystem









This point applies to the trackside subsystem CCS.







4.2.4.1.


hotbox detectors









On networks with tunnels must be installed ground equipment for the detection or prevention of overheating, so that an overheating axle bearing most likely will be discovered before the train enters a tunnel and that a defective train can be stopped before the tunnel / s.





The IM shall designate line hotbox detectors and their location in the Infrastructure Register. The RU shall include information about these in the Route Book.







4.2.5.


Subsystem rolling stock







4.2.5.1.


Material properties for rolling stock









Materials and components must be selected taking into account their fire behavior.





Passenger: Section 4.2.7.2.2 of HS RST TSI apply also to train.





Freight trains: see section 4.2.7.2.2.4 of CR RST TSI (freight wagons, version EN07, 5.1.2005) Material Requirements.







4.2.5.2.


Fire extinguishers for passenger









The provisions of section 4.2.7.2.3.2 of HS RST TSI apply also to passenger trains.







4.2.5.3.


Fire protection for freight trains



4.2.5.3.1.


Performances









There are no particular requirements for freight traction units or wagons driving ability in the event that the train catches fire (in addition to the specifications of CR RST TSI freight wagons) although the objective of bringing the train out of the tunnel also applies to freight trains. Locomotives for both freight and passenger trains to 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 have a fire barrier to protect the cab. The fire barriers shall satisfy requirements for the integrity for at least 15 minutes. The fire resistance shall be tested in accordance with the requirements of EN 1363-1 partition test.





(NB: the protection of the driver see also 4.7.1)







4.2.5.3.3.


Fire protection for trains with passengers and freight or road vehicles









In trains transporting passengers and freight or road vehicles, the passenger coaches shall fulfill the relevant prescriptions of chapter 4.2.5 of this TSI. There may permit other operational requirements in national laws to take into account the increased risk associated with these trains, provided that these requirements do not prevent the operation of trains that take place in accordance with Directive 2001/16 / EC, as amended by Directive 2004/50 / EC. (Exceptions for national, bilateral, multilateral or multinational agreements are listed in chapter 7.4). Traction units shall fulfill the requirements for passenger locomotives. For freight wagons, the relevant TSIs.







4.2.5.4.


Fire barriers for passenger









Clause 4.2.7.2.3.3 of HS RST TSI "Fire resistance" applies also to conventional rail.







4.2.5.5.


Additional measures for running capability of passenger train with a fire







4.2.5.5.1.


Overall goals and requirements for passenger trains running ability









This section includes measures to be taken to increase the likelihood that a passenger train with a fire on board will continue to operate for:





-


4 minutes for rolling stock in fire safety category A according to 1.1.3.1. This target is considered reached, the requirements for brakes (4.2.5.5.2) is satisfied





-


15 minutes for rolling stock in fire safety category B according to 1.1.3.2. This target is considered met if the requirements for brakes and traction (4.2.5.5.2 and 4.2.5.5.3).





For tunnels that are more than 20 km, the need for further measures to promote infrastructure and operations safety is assessed. A train in fire safety category B which meets the requirements of the relevant TSIs shall not be prevented from operating in tunnels that are more than 20 km.







4.2.5.5.2.


Requirements for brakes









The requirements for brakes in clause 4.2.7.2.4 of HS RST TSI apply also to train in fire safety categories A and B.







4.2.5.5.3.


Requirement for traction










The requirements for traction in clause 4.2.7.2.4 of HS RST TSI apply also to train in fire safety category B.







4.2.5.6.


Board fire detectors









The requirements of clause 4.2.7.2.3.1 of HS RST TSI apply also to train.







4.2.5.7.


Communication means on trains









The requirements of paragraph 4.2.5.1 of the HS RST TSI apply also to train.







4.2.5.8.


Over Emergency brake override









The provisions in clause 4.2.5.3 "Passenger alarm" of the HS RST TSI apply also to train.







4.2.5.9.


Emergency lighting system in the train









The provisions in clause 4.2.7.13 "Emergency lighting" of HS RST TSI apply also to passenger trains, but except that an autonomy of 90 minutes after the main energy supply has failed is.







4.2.5.10.


Stopping the train's air conditioning









The provisions in clause 4.2.7.12.1 HS RST "Areas that are equipped with air conditioning, passengers and staff" apply also to passenger trains.







4.2.5.11.


Escape design of passenger vehicles







4.2.5.11.1.


Passengers' emergency exits









Arrangement, operation and signage of emergency exits in passenger trains must meet the requirements of paragraph 4.2.7.1.1, Part A - C, of ​​HS RST TSI.







4.2.5.11.2.


Passenger access door









Each door shall be equipped with an emergency-opening can be operated from inside and outside, in accordance with clause 4.2.2.4.2.1, letter g, of the HS RST TSI.







4.2.5.12.


Information and access for emergency services









Rescue services shall provide a description of the rolling stock to handle emergencies. They should in particular be informed of how they enter the rolling stock.







4.3.



Functional and technical specifications for interfaces







4.3.1.


General









SRT TSI being a transverse TSI specifies measures relating to several other subsystems in which:






-


just refer to a specific point in the other subsystem





-


Referring to a specific clause in the other subsystem and completing it with particular requirements for railway tunnels (eg. 4.5.1 Inspection of tunnel)





-


Referring to a specific clause in the other subsystem and declaring that this clause shall also apply to a subsystem for which currently no TSI exists (in clause 4.2.5.2 "Fire extinguishers for passenger" refers for example to TSI HS RST 4.2.7.2.3.2 and it noted that it also applies to conventional trains).





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







4.3.2.


Interfaces to subsystem infrastructure










CR SRT TSI


HS INS TSI





4.2.2.7Nødfortove 4.2.23.2


Escape walkways in tunnels





4.5.1.Tilstandskontrol of tunnels


4.5.1Vedligeholdelsesplan





The references of interfaces to CR INS determined at a later stage, when the CR INS TSI is available.







4.3.2.1.


Escape walkways









The definition of escape walkways is described in Section 4.2.2.7 of the CR SRT TSI. Refer to the specifications of HS TSI INS. CR SRT TSI founded.







4.3.2.2.


Inspection of tunnel









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







4.3.3.


Interfaces to subsystem energy










CR SRT TSI


TSI HS ENE





4.2.3.1 Segmentation of overhead line or conductor rails


4.2.7.Continuity of power supply in case of disturbances





The references of interfaces to CR ENE determined at a later date when the TSI CR ENE available.







4.3.3.1.


Sectioning of systems to traction power supply









Clause 4.2.3.1 Segmentation of overhead line or conductor rails SRT clause 4.2.7 of HS TSI ENE deals with the same issues: sectioning of the overhead contact line system and continuity of operation. These points are connected to each other.







4.3.4.



Interfaces with CCS











CR SRT TSI S


HS TSI CC


CR CCS TSI





4.2.4.1 Hot axle box detectors



4.2.4.1





Hot axle box detectors make it possible to detect a hot axle box. TSI SRT indicates only hot axle box detectors should be placed, and sets no subsystem.







4.3.5.


Interfaces to subsystem traffic operation and management











CR SRT TSI


TSI HS OPE


CR OPE TSI





4.4.1 Checking the condition of trains and appropriate actions



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 emergency plan and exercises



4.2.3.7





4.4.5 Route



4.2.1.2.2





4.4.6 Informing the passengers about train safety and emergency



4.2.3.7





4.6.1 of the train crew and other staff Tunnel specific competence



4.6 and Annexes H and J







4.3.5.1.


Tunnel emergency plan and exercises









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







4.3.5.2.


Route book









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







4.3.5.3.


Inform passengers about train safety and emergency









In addition to the requirements for handling emergency situations described in clause 4.2.3.7 of the CR OPE TSI, the specific requirements related to tunnel safety is described in section 4.4.6 of this TSI.







4.3.5.4.


The train crew and other staff Tunnel specific competence










In addition to the requirements of section 4.6 of the CR OPE TSI, dealing with the professional and linguistic competency and the assessment process to ensure that staff have these skills, clause 4.6.1 specifies TSI SRT qualifications staff should have to manage degraded situations in tunnels.







4.3.6.


Interfaces with the rolling stock subsystem











CR SRT TSI


TSI HS RST


TSI CR WAG





4.2.5.1Material for rolling stock


4.2.7.2.2


4.2.7.2.1





4.2.5.2Ildslukkere rolling stock


4.2.7.2.3.2






4.2.5.3Fire the freight







4.2.5.4Brandbarrierer for passenger


4.2.7.2.3.3






4.2.5.5Andre measures for running capability of passenger is on fire


4.2.7.2.4






4.2.5.6Indbyggede fire detectors


4.2.7.2.3.1






4.2.5.7Communication in train


4.2.5.1






4.2.5.8Overstropning of the emergency brake


4.2.5.3






4.2.5.9Emergency the train


4.2.7.13






4.2.5.10Afbrydelse train air conditioning


4.2.7.12.1






4.2.5.11Etablering Escape design of passenger vehicles


4.2.7.1.1 AC
4.2.2.4.2.1 g






References to interfaces with CR RST (except wagons) determined at a later stage, when the CR RST TSI is available.







4.3.6.1.


Material properties for rolling stock









Materials and components brand characteristics specified in paragraph 4.2.5.1. It requires the same properties for CR passenger as high speed. Please refer to section 4.2.7.2.2 of the HS RST TSI. For conventional freight trains, the relevant properties of 4.2.7.2.1 of the CR WAG TSI.







4.3.6.2.


Other rolling stock specifications









The specifications of section 4.2.5.2 and 4.2.5.4-4.2.5.11 SRT TSI for conventional rail corresponding to the specifications for high-speed trains.







4.3.7.


Interfaces with the PRM subsystem











CR SRT TSI


TSI-PRM





Escape walkways 4.2.2.3


Wheelchair spaces







4.3.7.1.


Escape walkways









Dimensions for escape walkways are chosen on the basis of the CR PRM TSI, where a width of for wheelchair users down to 0.75 m.







4.4.


Operating rules









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





In light of the essential requirements in Chapter 3, the operating rules specific to tunnel safety in the subsystems concerned by this TSI:







4.4.1.


Checking the condition of trains and appropriate actions









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





-


During maintenance of rolling stock, by the RU or by the entity responsible for the maintenance of rolling stock (See section 4.5.2)





-


Before the train begins its service, by the RU





-


While the train is running, by the RU.





This requirement complements Section 4.2.2.7 of the CR OPE TSI.







4.4.1.1.


Before the train begins its service









The requirement of paragraph 4.2.3.3 of the CR OPE TSI is important for SRT.







4.4.1.2.


While the train is running









The requirements of paragraph 4.2.3.3.2, 4.2.3.6.3 and 4.2.3.7 of the CR OPE TSI is important for SRT.







4.4.1.2.1.


Safety-relevant equipment









If errors are detected in any of the following equipment during the train running:





-


address system





-


emergency lighting





-


door opening system





-


System of Emergency brake override system





-


Fire detection





-


Train radio






The RU shall have plans for trains can continue driving safely under the resulting degraded conditions or to stop.





The train crew shall immediately inform the IM.







4.4.1.2.2.


overheating









If it is found that an axle overheated:





-


The defective train urgently stopped at a suitable place before the tunnel / s





-


The IM shall be informed of where the train stops





-


The defective parts shall be checked by the train crew





-


The RU shall have rules to permit safe operation to continue safely under the resulting degraded conditions.







4.4.2.


Emergency rule









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





-


The train shall be brought to a halt before entering a tunnel, or driven out of a tunnel





-


can train in tunnels with underground stations, evacuated at an underground platform. The procedures for this situation shall be developed by the IM and the RU and be detailed in the emergency plan.





The train crew shall in all cases immediately inform the infrastructure and no additional scheduled train shall be permitted to enter the tunnel.







4.4.3.


Tunnel emergency plan and exercises









An emergency plan for infrastructure manager's instructions and, where appropriate, in cooperation with railway undertakings, the rescue services and the authorities responsible for each tunnel. The plan must meet the requirements of 4.2.3.7 "Managing an emergency situation" CR OPE TSI and comply with the following additional specifications.





The plan may cover several tunnels, the tunnels on the route are similar.







4.4.3.1.


Contents









The contingency plan shall be developed taking into account the self-rescue, evacuation and rescue facilities are available.





The contingency plan shall as a minimum:





-


tasks, the names, addresses and telephone numbers of all relevant organizations; any amendments shall be notified immediately to the infrastructure that the emergency plan updated accordingly






-


the tunnel must speak of, and a precise description and plan of the access routes for emergency services





-


the measures provided and the strategy for evacuation of passengers from the tunnel in the event of an incident there. In the event of a prolonged stop (defined in 2.2 Risk scenarios), it must be possible to make a decision and take the necessary steps to evacuate passengers (start real evacuation or have an appropriate evacuation) within 60 minutes after the train has stopped. The decision must be based on an assessment of the relative risks of the passengers remaining on board the train or moved to a safe area





-


procedures for isolating and grounding (see 4.4.4).







4.4.3.2.


identifying









All doors leading to emergency exits or cross-passages (see 4.2.2.6) to be uniquely defined and marked on both sides. Identifying emergency response plan and route book and used in all communications between railway undertakings, infrastructure manager and the emergency services. All relevant amendments shall be notified immediately. The infrastructure update the contingency plan and the RU updates the route book accordingly as described in clause 4.2.1.2.2.2 CR OPE TSI.







4.4.3.3.


exercises









Prior to the opening of a tunnel or a series of tunnels, a full-scale exercise comprising evacuation and rescue procedures, involving all categories of personnel listed in the contingency plan.





The emergency plan shall define how all organizations involved can be familiarized with the infrastructure and how often visits to the tunnel and table top exercises and other exercises.







4.4.4.


Procedures for isolation and grounding









If the rescue services require to run the power is interrupted, they must have the guarantee that the relevant sections of catenaries or conductor rails have been disconnected before entering the tunnel or a section of the tunnel.





It is the infrastructure, which is responsible for interrupting the run flow. The responsibility for earthing shall be defined in the emergency plan. It should be possible to isolate the section where the incident occurred.







4.4.5.


Route book









Relevant safety information for tunnels indicated in the Route Book is described in clause 4.2.1.2.2.1 of CR OPE TSI.







4.4.6.


Inform passengers about train safety and emergency









Railway undertakings shall be as specified in paragraph 4.2.3.7 of the CR OPE TSI processes to inform passengers about onboard emergency and safety procedures in tunnels. The information should at least be given in the language spoken in the country the train is running in, as well as in English. There should, if possible use is made of visual information (pictograms). The main contents of this information shall be as follows:






-


Keep corridors, doors, emergency exits and fire extinguishers free of luggage, bicycles etc.





-


In case of fire attempt, if possible, to extinguish the fire using the fire extinguishers available on the train





-


alarms train crew





-


wait for the train crew instructions if there is no immediate danger





-


move on to another vehicle, if it is necessary or requested





-


follow the on-board instructions, the train is stopped





-


follow the emergency exit signs when leaving the train in case of emergency





-


Beware of trains traveling on adjacent tracks.







4.4.7.


Coordination between tunnel control centers









Co-ordination procedures between the relevant control centers (eg with regard to energy, operations, tunnel installations) involved shall be in accordance with the requirements of the emergency plan.







4.5.


Maintenance rules









In light of the essential requirements in Chapter 3, the maintenance rules specific to tunnel safety in the subsystems concerned by this TSI:







4.5.1.


Inspection of tunnel









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





There In the maintenance plan, established in accordance with section 4.5.1 of HS TSI INS and of the future CR INS TSI, shall consider the following additional inspection rules:





-


Infrastructure will conduct annual inspections





-


conducted detailed inspections according to the IM's maintenance plan





-


conducted special inspections after accidents, natural events that may have affected the tunnel condition





-


after and during implementation of renewal and / or upgrading works and before train operation in a tunnel resume, which by appropriate means, a check is made to ensure that the structures remain stable and that of the gauge.







4.5.2.


Maintenance of rolling stock







4.5.2.1.


passenger










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





-


address system





-


emergency lighting





-


door opening system





-


System of Emergency brake override system





-


interruption of air conditioner





-


Train radio





-


function testing (if any) board fire detectors





-


escape routes.







4.5.2.2.


freight trains









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







4.6.


Professional qualifications









Staff required for operation specific to tunnel safety in the subsystems concerned by this TSI and in accordance with the operating rules in clause 4.4 of this TSI must be in possession of the following professional qualifications:







4.6.1.


The train crew and other staff Tunnel specific competence









All professional staff, including drivers and service personnel, and staff responsible for traffic management must know how they manage degraded situations in the event of an incident, and be able to utilize this knowledge. The general requirements for drivers and / or service personnel as specified in section 4.6 "Professional qualifications" CR OPE TSI and Annex H (minimum requirements for professional qualifications that are needed to run a train) and J (Minimum to professional qualification for the performance of tasks associated with accompanying trains).





All members of the train crew must be familiar with the appropriate safety behavior in tunnels and in particular be able to evacuate a train in a tunnel. This involves instructing the passengers to go to the next coach or to exit the train and keep passengers away from the train to a safe place.





Support staff (eg. Catering and cleaning) not part of the train crew as defined below shall in addition to their basic instruction in how to assist the train crew [1].





Engineers and managers responsible for maintaining and operating the subsystems shall include with their professional training of safety in railway tunnels.







4.7.


Health and safety conditions










Staff required for operation specific to tunnel safety in the subsystems covered by this TSI and for the implementation of the TSI must meet the following health and safety conditions:







4.7.1.


Self-rescue device









Manned freight trains shall be equipped with a self-rescue device, which can be used by the driver and other persons on board, which meets the specifications of EN 402: 2003 or 403: 2004. RU has to choose one of the two different solutions defined in these standards.







4.8.


Register of infrastructure and rolling stock register









In accordance with Article 24. 1 of Directive 2001/16 / EC, each TSI shall indicate precisely what information must be included in the registers of infrastructure and rolling stock.







4.8.1.


Infrastructure Register









See Annex A to this TSI.







4.8.2.


Rolling Stock Register









See Annex B to this TSI.







5.


INTEROPERABILITY CONSTITUENTS









SRT TSI contains no interoperability constituents.







6


ASSESSMENT OF CONFORMITY AND / OR SUITABILITY AND VERIFICATION OF THE SUBSYSTEM







6.1.


Interoperability constituents









Not applicable, since no fixed interoperability constituents of the SRT TSI.







6.2.


subsystems







6.2.1.


Conformity assessment (general)









The contracting entity, which may be a railway undertaking, infrastructure manager, a rolling stock manufacturer or its authorized representative established in the Community shall submit a request for assessment of conformity of rolling stock, energy, control-or infrastructure to a notified body of his choice.









There must currently be distinguished:





-


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





-


the subsystems that are not yet covered by a TSI: CR RST other than wagons, CR ENE, CR INS.










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





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





Refer to the table below.





Specifications


reference





4.2.2.1. Installation of switches and crossings


CR SRT TSI, section 6.2.7.1





4.2.2.2 Prevent unauthorized access to emergency exits and equipment


CR SRT TSI, section 6.2.7.2





4.2.2.3 Fire protection requirements for structures


CR SRT TSI, section 6.2.7.3





4.2.2.4 Fire safety requirements for building materials


CR SRT TSI, section 4.2.2.4





4.2.2.5 Fire detection


CR SRT TSI, section 4.2.2.5





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


CR SRT TSI, section 6.2.7.4





4.2.2.7 Escape walkways


CR SRT TSI, section 4.2.2.7





4.2.2.8 Emergency lighting on escape routes


CR SRT TSI, section 4.2.2.8





4.2.2.9 Escape signage T


SI CR SRT point 4.2.2.9





4.2.2.10 Emergency communication


CR SRT TSI, section 6.2.7.5





4.2.2.11 Access for rescue services


CR SRT TSI, section 6.2.7.5





4.2.2.12 Rescue areas outside tunnels CR SRT TSI, section 6.2.7.5






4.2.2.13 Water supply


CR SRT TSI, section 6.2.7.5





4.2.3.1 Segmentation of overhead line or conductor rails


CR SRT TSI, section 4.2.3.1





4.2.3.2 Grounding line or conductor rail


CR SRT TSI, section 6.2.7.5





4.2.3.3 Electricity supply


CR SRT TSI, section 6.2.7.5





4.2.3.4 Requirements for electrical cables in tunnels


CR SRT TSI, section 4.2.3.4





4.2.3.5 Reliability of electrical installations


CR SRT TSI, section 6.2.7.6





4.2.4.1 Hot axle box detectors


CR SRT TSI, section 6.2.7.7






4.2.5.1 Material properties for rolling stock


HS RST TSI / CR WAG TSI





4.2.5.2 Fire extinguishers for passenger


TSI HS RST





4.2.5.3 Fire protection for freight trains


CR SRT TSI, section 4.2.5.3





4.2.5.4 Fire barriers for passenger


TSI HS RST





4.2.5.5 Additional measures for running capability of passenger train with a fire


CR SRT TSI, section 4.2.5.5





4.2.5.6 Onboard fire detectors


TSI HS RST





4.2.5.7 Communication means on trains


TSI HS RST





4.2.5.8 Over Emergency brake override


CR SRT TSI, section 4.2.5.8





4.2.5.9 Emergency lighting system in the train


CR SRT TSI, section 4.2.5.9





4.2.5.10 Stopping the train's air conditioning


TSI HS RST





4.2.5.11 Escape design of passenger vehicles


CR SRT TSI, Section 4.2.5.11





4.2.5.12 Information and access for emergency services


CR SRT TSI, section 6.2.8.1





4.4.1 Checking the condition of trains and appropriate actions


CR OPE TSI





4.4.2 Emergency rule


CR OPE TSI





4.4.3 Tunnel emergency plan and exercises


CR OPE TSI





4.4.4 Earthing procedures


TSI CR OPE TSI CR OPE





4.4.5 Route






4.4.6 Informing the passengers about train safety and emergency


CR OPE TSI





4.4.7 Coordination between tunnel control centers


CR OPE TSI





4.5.1 Inspection of tunnel


CR SRT TSI 6.2.5





4.5.2 Maintenance of Rolling Stock CR SRT TSI 6.2.5






4.6.1. The train crew and other staff Tunnel specific competence


CR SRT TSI, Section 4.6.1





4.7.1. Self-rescue device


CR SRT TSI, section 6.2.8.2









The Notified Body shall be permitted:










-



to assess each of the subsystems mentioned above





-


to assess one of the subsystems, but it must then make arrangements with the other notified bodies who have been tasked to assess the other subsystems for the assessment of the relevant requirements concerning the other subsystems (see section 4.2 of this TSI).





The / the EC verfikationserklæringer described in Article 18. 1 and Annex VI to Directive 2001/16 / EC as amended by Directive 2004/50 / EC and relating to that / those subsystems must be drawn up by the applicant / s.





EC verification / s required for there to be authorized to place the subsystem / s.





Conformity Assessment of a Subsystem shall be performed using one of the following modules or a combination thereof in accordance with section 6.2.2 of this TSI and Annex E thereto:





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





Module SB: Type examination for design and development





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





Module SF: Product verification for production phase





Module SG: Unit





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





The approval process and content of the assessment shall be determined by the applicant and a Notified Body according to the requirements of this TSI and in accordance with the provisions of section 7 of this TSI.







6.2.2.


Conformity assessment procedures (modules)









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









table









Assessment procedures





Subsystem to be assessed


Module SB + SD


Module SB + SF


Module SG


Module SH2





Subsystem rolling stock


X


X



X





Energy subsystem


X


X


X


X





The infrastructure subsystem




X


X





Command and signaling subsystem




X


X










The specifications for the subsystem to be assessed during the relevant phases are indicated in Annex E. The applicant shall confirm that each subsystem produced complies with the type. A cross in the fourth column of table E in Annex E indicates that the relevant characteristics shall be verified by testing each single subsystem.





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







6.2.3.


Existing solutions









If an existing solution is already assessed under comparable conditions in connection with an application and put into use, proceed as follows:





The applicant shall demonstrate that results of tests and verifications for the previous assessment of the application are in conformity with the requirements of this TSI. If so, apply the previous type assessment of the specifications of the subsystem related to the new application.







6.2.4.


Innovative solutions









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





The appropriate functional and interface specifications and assessment methods shall be incorporated in the TSI by the revision process. Once the Commission has adopted a decision under Article 21. 2 of Directive 2001/16 / EC as amended by Directive 2004/50 / EC and this decision is in force, it is permissible to use the innovative solution before being incorporated into the TSI.







6.2.5.


Assessment of the maintenance









In accordance with Article 18. 3 of Directive 2001/16 / EC as amended by Directive 2004/50 / EC, the Notified Body shall compile the Technical File, which includes the Maintenance. The Notified Body shall verify:





-


the existence of the maintenance





-


to the maintenance the existence for rolling stock, specified in clause 4.2.10.2 of the HS RST TSI





but have no obligation to check the validity of the content of the maintenance.





The relevant national authorities are responsible for conformity assessment of maintenance.







6.2.6.


Assessment of operational rules









The Railway Undertaking or Infrastructure Manager shall demonstrate that the requirements of this TSI are met. They can do this by using the Safety Management System as described in Directive 2004/49 / EC. Unless otherwise specified in the TSI OPE does not require that a notified body assesses separate operation rules of this TSI are met.






The competent authorities concerned shall, prior to the implementation assessment of any new or amended operational procedures and processes, before granting a new or revised safety authorization or certificates. This assessment should be included in the procedure for issuing safety certificates.







6.2.7.


Additional requirements for assessment of specifications concerning the IM







6.2.7.1.


Installation of switches and crossings









The notified body shall ensure that in the technical dossier included a technical study that supports the location of switches and crossings in the tunnel and confirming that established as few switches and crossings as possible, and that it was done in accordance with the requirements of 4.2.2.1.







6.2.7.2.


Prevent unauthorized access to emergency exits and equipment









The assessment shall confirm that:





-


doors at emergency exits to the surface and equipment rooms are provided with suitable locks





-


The locks provided are consistent with the overall security strategy for the tunnel and adjacent infrastructure





-


Emergency exits are not locked from the inside and may be opened by an evacuating passenger





-


rescue services access conditions is ensured.







6.2.7.3.


Fire protection requirements for structures









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







6.2.7.4.


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









The Notified Body shall check that the solution adopted is clearly identified by a statement in the technical dossier and meets the requirements of 4.2.2.6. In connection with the Alternative technical solutions 4.2.2.6.5, the notified body shall verify that there are the appropriate technical study, and to the relevant national authorities subsequently approved it.







6.2.7.5.


Access and equipment for rescue services









The notified body shall examine the technical file and the evidence that the emergency services have been consulted to confirm that the requirements of the following are met:





-


4.2.2.10 Emergency communication





-


4.2.2.11 Access for rescue services





-



4.2.2.12 Rescue areas outside tunnels





-


4.2.2.13 Water supply





-


4.2.3.2 Grounding line or conductor rail





-


4.2.3.3 Electricity supply







6.2.7.6.


Reliability of electrical installations





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







6.2.7.7.


hotbox detectors









The notified body must confirm that, as required by paragraph 4.2.4.1 are available equipment for the detection or prevention of overheating and that the infrastructure has defined how it in case of an alarm ensure that the rolling stock that may be faulty, not running into or stopping in a tunnel.







6.2.8.


Additional requirements for assessment of specifications concerning the RU









The specifications for CR RST made in this TSI are similar to those described in the HS RST TSI. The assessment regarding the specifications of the rolling stock must be based on the assessment specifications in Chapter 6 of the HS RST TSI. It does not apply to the following items, where additional requirements and information:





4.2.5.3 Fire protection for freight trains





4.2.5.12 Information and access for emergency services







6.2.8.1.


Information and access for emergency services









The notified body must review the evidence that the emergency services have been consulted to ensure that the requirements of 4.2.5.12 are satisfied.







6.2.8.2.


Self-rescue device









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







7.


IMPLEMENTATION









This SRT TSI specifies the basic parameters required either in new, renewed and upgraded tunnels (on conventional lines) or new, renewed and upgraded CR rolling stock in order to harmonize the current overall safety in tunnels in Europe. It should primarily be done through an optimal combination of safety requirements which apply to the infrastructure, rolling stock and operations. This chapter describes the implementation strategy for the SRT TSI, to ensure a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm.







7.1.


Application of this TSI to subsystems not yet put into use








7.1.1.


General









Chapter 4-6 apply in full to the subsystems falling within the TSI geographical scope (see. Section 1.2) and placed in service after this TSI enters into force.





They deal with both new tunnels and new tunnel projects. Projects that are at an advanced stage of development, and contracts have already been concluded, subject to Article 7, point a) of Directive 2001/16 / EC.







7.1.2.


Newly built rolling stock, based on an existing design









Newly built rolling stock which is based on a structure that existed prior to the TSI is applicable which has already been approved by one or more Member States to operate on fixed routes can be put into operation within four years after this TSI enters into force without to be carried out conformity assessment in accordance with the SRT TSI, provided that the train remains on its defined lines.





If this rolling stock will be run on lines with tunnels over 1 km in length, it shall be equipped with a device to override the emergency brake in accordance with section 4.2.5.8 of this TSI.







7.1.3.


Existing rolling stock to run in new tunnels









Existing train will continue unimpeded run in tunnels that comply with TSI unless it would lower the overall level of safety defined by notified national rules.







7.2.


Application of this TSI to subsystems already in use







7.2.1.


Introduction









Subsystems already in service will be upgraded and renewed under the terms of Article 14. 3 of Directive 2001/16 / EC.





Migration strategy (see 7.2.2) indicate in this context how the existing subsystem inside the tunnel, which is being renewed or upgraded, customized to meet the requirements of the TSI.





The concepts of conversion (upgrading) and renewal are defined in Article 2, point l), m) and n) of Directive 2001/16 / EC. The measures to be taken thereafter all apply to both upgrading and renewal actions.





To enable a proactive implementation of this TSI, Member States are encouraged to promote and support the implementation strategy. In connection with the upgrade or renewal of subsystems for a tunnel section or of rolling stock already in use, it should be considered to include other parts that are not included in the upgrade and renewal plans, but can be brought into conformity with this TSI, particularly if it makes it possible to achieve significant safety benefits and improvements for a limited additional cost.





If a subsystem that are related to tunnel safety is re-assessed against any other TSI as a result of renewal or upgrading works, the reassessment in respect of this TSI only those systems and components directly affected by the works.







7.2.2.



Measures to upgrade and renewal of tunnels that are more than 1 km - infrastructure and energy subsystems









When upgrading or renewal of parts of the following subsystems affecting tunnel safety are undertaken the following measures. It is not necessary to make devices and components not covered by a particular upgrade or renewal program compliant at the time of this program.







7.2.2.1.


infrastructure










-


4.5.1 Inspection of tunnel condition (responsible entity: IM)





-


4.2.2.2 Prevent unauthorized access to emergency exits and equipment rooms (responsible entity: IM)





-


4.2.2.4 Fire safety requirements for building materials (only for the new material to be installed - responsible: IM, procurement entity)





-


4.2.2.9 Escape signage (responsible: IM)





-


4.2.2.10 Emergency communication (responsible entity: IM)







7.2.2.2.


energy









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







7.2.3.


Measures to upgrade and renewal of the subsystems CCS, OPE, RST









When upgrading or renewal of parts of the following subsystems affecting tunnel safety are undertaken the following measures. It is not necessary to make devices and components not covered by a particular upgrade or renewal program compliant at the time of this program.







7.2.3.1.


CCS: no required measures.







7.2.3.2.


operating









Operational measures implemented in existing tunnels in accordance with the requirements of Chapter 7 of the TSI CR OPE independently of renewal or upgrading actions in other subsystems.





-


4.4.3 Tunnel emergency plan and exercises (responsible: IM)





-


4.4.4 Earthing procedures (responsible: IM)





-


4.4.5 Route book (responsible: RU)





-


4.6.1 of the train crew and other staff Tunnel specific competence (responsible: IM and RU)





-


4.4.6 Informing the passengers about train safety and emergency procedures (responsible: RU)








7.2.3.3.


Rolling stock (passenger)










-


4.2.5.1 Material properties for rolling stock (only for the new material to be installed) (responsible: RU, procurement entity)





-


4.2.5.2 Fire extinguishers for passenger trains (responsible: RU, procurement entity)





-


4.2.5.7 Communication means on trains (responsible: RU, procurement entity)





-


Over 4.2.5.8 Emergency brake override (responsible: RU) except for locomotive-hauled trains which are subject to national decisions





-


4.2.5.9 Emergency lighting system in the train (responsible: RU, procurement entity)





-


4.2.5.10 Stopping the train air conditioning (responsible: RU)





-


4.2.5.2 Escape design of passenger rolling stock (responsible: RU, procurement entity)





-


4.2.5.12 Information and access for emergency services (responsible: RU, procurement entity)





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







7.2.4.


Other existing tunnels









This TSI does not apply to existing subsystems not subject to renewal or upgrading. It does not apply to tunnels shorter than 1000 m subject to upgrade or renewal.





As regards the harmonization of safety on the trans-European network refers to a recommendation by the United Nations Economic Commission for Europe (TRANS / AC.9 / 9 of 01.12.2003), which in part E "There are a great many tunnels already in use. Many of them were built when safety considerations were less stringent than they are now. obviously, it would be too expensive to rebuild them so that they achieve the dimensions suggested for new tunnels, but construction measures are just one way to improve safety in railway tunnels. it can also be done through measures relating to the rolling stock and operations.





Group therefore recommends that safety plans [2 ] for existing tunnels, and that in this connection an assessment of safety and, if necessary, take steps to raise this level through measures that are affordable to implement. the Group expects these measures to be selected among the standard measures like minimum be taken for new tunnels, the emphasis on non-structural measures. "







7.3.


TSI revision









In accordance with Article 6. 3 of Directive 2001/16 / EC as amended by Directive 2004/50 / EC, the Agency "responsible for preparing the review and updating of TSIs and making any recommendations to the Article 21 committee referred to on the basis of technical developments in technology or social requirements ".






The other TSI, the progressive adoption and revision will also impact this TSI. Proposed changes to this TSI carefully examined and updated TSIs will be published every three years (indicative range).





Agency shall be notified of any innovative solutions under consideration in order to determine if they later be incorporated into the TSI.







7.4.


Exceptions for national, bilateral, multilateral or international agreements







7.4.1.


Existing agreements









If there are agreements contain requirements related to tunnels, Member States shall within six months after this TSI enters into force notify the Commission of the following agreements which affect the train services are within this TSI:










a)


national, bilateral or multilateral agreements between Member States and one or more railway undertakings or infrastructure managers, agreed on either a limited period or indefinitely, and are necessary because the planned traffic is a very specific or local nature





b)


bilateral or multilateral agreements between railway undertakings, infrastructure managers or Member States which deliver significant levels 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 of Member States and at least one railway undertaking or infrastructure manager of a third country which deliver significant levels of local or regional interoperability.









It will be assessed whether these agreements are compatible with EU law if they are non-discriminatory, and in particular if they are consistent with this TSI and the Commission will take the necessary measures, including by incorporating possible specific cases or transitional measures in this TSI.





The authorization of these agreements remain until the necessary measures are taken, including agreements at EU level on this TSI with Russian Federation and all the other CIS countries bordering the EU.





It is not necessary to inform the Commission RID Agreement and COTIF measures because it is already familiar with them.







7.4.2.


Future agreements or modification of existing agreements









There should be at the conclusion of any future agreement or modification of existing agreements shall take into account EU legislation and, in particular, this TSI. Member States shall inform





Commission of such agreements / modifications. The procedure of section 7.4.1 shall apply.







7.5.


Specific







7.5.1.


Introduction










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





These cases belong to two categories: the provisions apply either permanently ( "P"), or temporally / temporarily (case "T"). In temporary cases it is recommended that the Member States concerned of the relevant subsystem either by 2010 ( "T1"), which are objectives of the European Parliament and Council Decision no. 1692/96 / EC of 23 July 1996 on Community guidelines for the development of the trans-European transport network, or by 2020 ( "T2" cases).







7.5.2.


List of specific cases





no









[1] Train crew is defined in the glossary in OPE: Members of the staff on board a train, who are certified as competent and appointed by a Railway Undertaking to carry out specific tasks on the train, for example. driver or the guard.
[2] Safety plan is defined in Section D of the UN / ECE Recommendation.









ANNEX A








INFRASTRUCTURE REGISTER






Infrastructure requirements records






data


Interoperability Critical


Critical safety



Basic data





Type of traffic (passengers, freight, dangerous goods or a combination, including freight-passenger)





Type of line





Start and end of tunnel (in line kilometers)







Type of tunnel (single, double)







Location of underground station (position in tunnel or track-km)









Technical information





Tunnel Length (m)









Maximum speed (in km / h) Speed ​​regime (minimum and max speeds for types or trains)









Cross section (in m2)









Location of emergency exits (in line kilometers)









Type of emergency exit (shaft with stairs, elevator, horizontal, length of passage)







For double: location of cross passages







Emergency









Emergency communication (System, channel, etc.).










Location of access for rescue services







Location of rescue areas







Fire hoses (fitted, dry, filled)







Fire extinguishing water (capacity)


(√)




Earthing device line (automatic / manual)









> 5 km: segmentation of overhead line, location of switches







Escape walkway minimum width







Gauge (double deckers)







Additional safety measures (type and location)









Length of underground station (in m)







The underground station distance to the surface (im)







Access / exit facilities of underground station (stairs, elevator, escalator)







Ventilation of underground stations







Special fire protection measures in underground station (eg. Water spray)







Operating information





Names of all affected railway control









Name of responsible rescue coordination center









Names of other control centers affected







Contingency plan (yes / no)









Required fire safety category of passenger (1.1.3)















ANNEX B






ROLLING STOCK REGISTER






Requirements for the rolling stock register






data


Interoperability Critical


Critical safety



Basic data





Name of rolling stock






type
A. High-speed
B. Conventional took
C. Freight
a. Electric locomotive
b. Diesel Locomotive
c. EMU
d. DMU
e. Ordinary cars
f. Double-Cars
g. Sovevognh.Andet (eg. eg steam)







Fire safety category of passenger (A or B, see 1.1.3)









Rolling stock is not intended for operation in tunnels





Technical information





Hotbox detectors (on board or not)









Material fire properties (ignitability)







Fire barriers (locations, minutes)









Over Emergency brake override (yes / no)









Board fire detectors (traction unit, technical cabinets etc..)







Communication means on trains (yes / no)







Communication with the control center (yes / no)









Emergency lighting system in the train (yes / no)







Disruption of air conditioning (local and / or central, manual and / or automatic)







Passengers' emergency exits (type and distance in meters)









Inform passengers about train safety and emergency (yes / no & languages)









Information and access for emergency services










The rolling stock register shall also contain basic information like .:






2.


Interested parties





-


the owner or holder





-


the notified body that has certified the rolling stock





-


the national authorities notified the notified body





-


the national authorities which issued the occupation permit.








3.


Conformity assessment:





-


certificate





-


EC verification





-


occupancy permit





-


used TSI.






ANNEX C






OPEN POINTS






Conformity assessment procedure for maintenance rules in Chapter 6 - section F4









ANNEX D






THE RELATIONSHIP BETWEEN INCIDENT TYPES AND MEASURES






As suggested in a workshop with DG TREN and rescue services, the three main risk scenarios defined in section 2.2







-


2.2.1 "Hot" incidents: Fire, explosion followed by fire, toxic smoke and toxic gas release



-


2.2.2 "Cold" incidents: collision, derailment



-


2.2.3 Prolonged stop: spontaneous evacuation






have been correlated to the measures defined in this TSI. The following table shows the qualitative relationship between the incident types and the measures, indicating which measures deal with the different events.



Efforts to promote safety in tunnels comprises four successive layers: Prevention, mitigation, evacuation and rescue.



For "hot" incidents, for example, the underlying strategy:



Prevention the use of appropriate designs of materials (4.2.5.1) with a low flammability reduces the risk of the occurrence of a fire. Control (4.4.1) the condition of a train and appropriate action also helps to limit the risk of fire.



Remedy: use of appropriate designs of materials (4.2.5.1) with low fire spread that considerably reduces heat and smoke and fire spreading in passenger trains. Fire extinguishers (4.2.5.2) could help limit the fire. When the fire is discovered, the alarm (4.2.5.7). Passengers will first seek refuge in another part of the train, which are not affected by the fire, and are protected by fire barriers (4.2.5.4) for class B trains Air conditioning is switched off to prevent spread of smoke (4.2.5.10) . The train runs as far as possible out of the tunnel. The system for the Emergency brake override system (4.2.5.8) prevents an unwanted stop in a tunnel and set other measures to maintain the running capability (4.2.5.5) of a train that is on fire.



Evacuation and rescue: In case a train unwanted stop in a tunnel, appropriate designs of materials (4.2.5.1) with low fire spread, low toxicity and low smoke density of maintaining a tunnel climate that makes it possible to carry out an evacuation. If the train stops, passengers are evacuated by the train crew (4.6.1) to a safe area. The rolling stock (4.2.5.11) and the tunnel infrastructure (4.2.2.6-4.2.2.10) is designed to enable evacuation in tunnels. The rescue services are informed about how they get access to the tunnels (4.2.2.11) and enters the rolling stock.




Legend: Measures INS, ENE and CCS are marked in blue, RST measures green, OPE measures yellow.






A Hot incident






prevention


remedy


Evacuation and rescue



Fire, explosion, toxic gas release





4.2.5.1 Material properties for rolling stock


4.2.5.1 Material properties for rolling stock


4.2.5.1 Material properties for rolling stock



4.4.1 Checking the condition of trains and appropriate actions


4.2.2.4 Fire safety requirements for building materials


4.2.2.3 Fire protection requirements for structures









4.2.3.1 Segmentation of overhead line or conductor rails


4.2.2.7 Escape walkways






4.2.3.4 Requirements for electrical cables in tunnels


4.2.2.8 Emergency lighting on escape routes






4.2.3.5 Reliability of electrical installations


4.2.2.10 Emergency communication






4.2.4.1 Hot axle box detectors


4.2.2.11 Access for rescue services






4.2.5.2 Fire extinguishers for passenger


4.2.2.12 Rescue areas outside tunnels






4.2.5.3 Fire protection for freight trains


4.2.2.13 Water supply






4.2.5.4 Fire barriers for passenger


4.2.3.2 Grounding line or conductor rail






4.2.5.5 Additional measures for running capability of passenger


4.2.3.3 Electricity supply






4.2.5.7 Communication means on trains


4.2.5.11 Escape design of passenger vehicles






4.2.5.8 Over Emergency brake override


4.2.5.12 Information and access for emergency services






4.2.5.9Emergency the train


4.4.3Tunnel emergency plan and exercises






4.2.5.10 Stopping the train's air conditioning


4.4.4 Earthing procedures






4.4.2 Emergency rule


4.7.1 Self-rescue device (for staff of freight trains)






4.4.5 Route








4.4.6 Informing the passengers about train safety and emergency







4.4.7 Coordination between tunnel control centers







4.6.1 of the train crew and other staff Tunnel specific competence







B Cold incident








prevention


remedy


Evacuation and rescue



Collision and derailment


4.2.2.1 Installation of switches and crossings


4.2.3.1 Segmentation of overhead line or conductor rails


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





4.5.1 Inspection of tunnel


4.2.3.5 Reliability of electrical installations


4.2.2.7 Escape walkways
















4.2.5.7 Communication means on trains





4.2.2.8 Emergency lighting on escape routes



4.2.2.9 Escape signage









4.4.5 Route


4.2.2.10 Emergency communication






4.4.6 Informing the passengers about train safety and emergency


4.2.2.11 Access for rescue services






4.4.7 Coordination between tunnel control centers


4.2.2.12 Rescue areas outside tunnels






4.6.1 of the train crew and other staff Tunnel specific competence


4.2.2.13 Water supply






4.4.2 Emergency rule


4.2.3.2 Grounding line or conductor rail






4.2.5.9 Emergency lighting system in the train


4.2.3.3 Electricity supply







4.2.5.11 Escape design of passenger vehicles







4.2.5.12 Information and access for emergency services







4.4.3Tunnel emergency plan and exercises







4.4.4 Earthing procedures






C Prolonged stop








prevention


remedy


Evacuation and rescue



Spontaneous evacuation



4.2.5.7 Communication means on trains


4.4.2 Emergency rule


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





4.4.6 Informing the passengers about train safety and emergency


4.4.3 Tunnel emergency plan and exercises


4.2.2.7 Escape walkways














4.4.7 Coordination between tunnel control centers






4.2.2.8 Emergency lighting on escape routes



4.2.2.9 Escape signage








4.6.1 of the train crew and other staff Tunnel specific competence



4.2.2.10 Emergency communication






4.2.5.9 Emergency lighting system in the train


4.2.2.11 Access for rescue services







4.2.2.12 Rescue areas outside tunnels












ANNEX E









ASSESSMENT OF THE SUBSYSTEMS







E.1


scope





This annex indicates the assessment of the subsystems.












E.2


Characteristics and modules





Subsystem to be assessed in the different design, development and production phases are marked by X in Table E.














Table E














assessment





1


2


3


4


5


6







Design and development


The production phase






Characteristics to be assessed


Design examination


Manufacture, assembly and installation


Assembly (before putting into service)


Validation under normal operating conditions





4.2.2.1.


Installation of switches and crossings



X








4.2.2.2.


Prevent unauthorized access to emergency exits and equipment


X



X






4.2.2.3.


Fire protection requirements for structures


X








4.2.2.4.


Fire safety requirements for building materials


X








4.2.2.5.


Fire detection



X







4.2.2.6.


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


X








4.2.2.6.1.


Definition of safe area









4.2.2.6.2.


General









4.2.2.6.3.


Lateral and / or vertical emergency exits to the surface


X








4.2.2.6.4.


Cross-passages to the other tube


X








4.2.2.6.5.


Alternative technical solutions


X








4.2.2.7.


Escape walkways


X








4.2.2.8.


Emergency lighting on escape routes


X



X






4.2.2.9.


Escape signage


X








4.2.2.10.


Emergency communication


X








4.2.2.11.


Access for emergency services


X








4.2.2.12.


Rescue areas outside tunnels



X








4.2.2.13.


Water supply


X








4.2.3.1.


Segmentation of overhead line or conductor rails


X



X






4.2.3.2.


Grounding line or conductor rail


X



X






4.2.3.3.


Electricity supply


X








4.2.3.4.


Requirements for electrical cables in tunnels


X








4.2.3.5.


Reliability of electrical installations


X








4.2.5.1.


Material properties for rolling stock


X








4.2.5.2.


Fire extinguishers for passenger


X








4.2.5.3.


Fire protection for freight trains


X








4.2.5.4.


Fire barriers for passenger


X








4.2.4.1.


hotbox detectors


X








4.2.5.5.


Additional measures for running capability of passenger train with a fire


X








4.2.5.5.1.


Overall goals and requirements for passenger trains running ability









4.2.5.5.2.


Requirements for brakes


X








4.2.5.5.3.


Requirement for traction


X








4.2.5.6.



Board fire detectors


X








4.2.5.7.


Communication means on trains


X








4.2.5.8.


Over Emergency brake override


X


X







4.2.5.9.


Emergency lighting system in the train


X




X





4.2.5.10.


Stopping the train's air conditioning


X




X





4.2.5.11


Escape design of passenger vehicles


X








4.2.5.12.


Information and access for emergency services


X








4.4.1


Checking the condition of trains and appropriate actions Note: This section 6.2.6 explains why the assessment of operational rules falls to the safety authorities of the Member States concerned, and why they do not require separate assessment by a Notified Body. The specifications in chapters 4.4 and 4.6 therefore are not mentioned in this table.









4.5.1.


Inspection of tunnel


X








4.5.2.


Maintenance of rolling stock


X








4.7.1.1.


Self-rescue device


X















ANNEX F









MODULES FOR THE EC VERIFICATION OF SUBSYSTEMS







F.1


List of modules









Modules for subsystems





-


Module SB: Type





-


Module SD: System to ensure product quality





-


Module SF: Product





-



Module SG: Unit





-


Module SH2: Full quality management system with design examination





Module for Maintenance Arrangements





-


Module concerning conformity assessment procedure







F.2


Modules for ICs









Not applicable (there are no interoperability constituents).







F.3


Modules for the EC verification of subsystems







F.3.1


Module SB: Type







1.


This module describes the EC verification procedure whereby a notified body at the request of an contracting entity or his authorized representative checks and certifies that a type of subsystem infrastructure, energy, control-or rolling stock, representative of the production planned ,





-


complies with this TSI and any other applicable TSI, which demonstrate that the essential requirements [1] of Directive 2001/16 / EC are met and





-


complies with the other regulations deriving from the Treaty.





The type examination defined by this module could include specific assessment phases. design review, type test or review of manufacturing process, which are specified in the relevant TSI.







2.


The contracting entity [2] shall lodge an application for EC verification (through type examination) of the subsystem with a notified body of his choice.









The application must include:










-


name and address of the contracting entity or its representative





-


the technical documentation described in section 3.







3.


The applicant shall provide a sample (the type), which is representative of the planned production of the subsystem [3] available to the notified body.





A type may cover several versions of the subsystem provided that the differences between the versions do not affect the provisions.





The notified body may request further samples if needed for carrying out the test program.





If so required for specific test or examination methods and specified in the TSI or in the European specification [4] referenced to in the TSI, provided one or more specimens of a subassembly or assembly or a sample of an unmounted subsystem.






The technical documentation and specimen must enable the design, manufacture, installation, maintenance and operation of the subsystem and ensure its conformity with the requirements of the TSI to be assessed.









The technical documentation must include:










-


a general description of the subsystem, its overall design and structure





-


the infrastructure or rolling stock, including all information as specified in the





-


conceptual design and manufacturing information, for example. drawings, schemes of components, subassemblies, assemblies,.





-


descriptions and explanations necessary for the understanding of the design and manufacturing information, the maintenance and operation of the subsystem





-


the technical specifications, including European specifications that are used





-


any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant provisions are not applied in full





-


a list of the interoperability constituents to be incorporated into the subsystem





-


copies of the EC declarations of conformity or suitability of interoperability constituents and all the necessary elements defined in the directive annex VI





-


evidence of conformity with other regulations deriving from the treaty (including certificates)





-


technical documentation regarding the manufacture and assembly of the subsystem





-


a list of manufacturers who are helping to design, manufacture, assembly and installation





-


Conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.)





-


conditions for maintenance and technical documentation regarding the maintenance of the subsystem





-


any technical requirement that must be taken into account in the subsystem manufacture, maintenance or operation





-


results of design calculations, examinations carried out, etc.





-


test reports.









If the TSI requires further information for the technical documentation, this shall be included.







4.



The Notified Body shall:







4.1


examine the technical documentation







4.2


Verify that the specimen / s of the subsystem or of assemblies or subassemblies of the subsystem has been manufactured in conformity with the technical documentation, and carry out or have carried out the type tests in accordance with the provisions of the TSI and the European specifications. Manufacture shall be verified using an appropriate assessment module







4.3


conduct an examination of the design methods, tools and results to assess whether they can meet the compliance requirements for the subsystem when the design process is complete, if the TSI requires such a design examination







4.4


identify the elements which are designed in accordance with the relevant provisions of the TSI and the European specifications as well as the elements which have been designed without applying the relevant provisions of those European specifications have been used







4.5


Perform or have performed the appropriate examinations and necessary tests in accordance with 4.2 and 4.3 to establish whether the relevant European specifications, where they are declared to be chosen, these have actually been used







4.6


Perform or have performed the appropriate examinations and necessary tests in accordance with 4.2 and 4.3 to establish whether the solutions adopted meet the requirements of the TSI when the appropriate European specifications have not been applied







4.7


agree with the applicant where the examinations and necessary tests will be carried out.







5.


Where the type meets the provisions of the TSI, the notified body shall issue a type examination certificate. The certificate must contain the name and address of the contracting entity and the manufacturers listed in the technical documentation, conclusions of the examination, conditions for its validity and the necessary data for identification of the approved type.





A list of the relevant parts of the technical documents is annexed to the certificate and a copy kept by the notified body.





If the contracting entity is denied a type certification, the notified body must provide detailed reasons for such denial.





It establishes a complaints procedure.







6


Each notified body must communicate to the other notified bodies on issued, withdrawn or refused type examination certificates.







7.


The other notified bodies may request copies of the type-examination certificates and / or additions. The annexes to the certificates shall be kept in order to be made available to the other notified bodies.







8.



The contracting entity must keep with the technical documentation copies of type-examination certificates and any additions throughout the life of the subsystem. It must be sent to any member who requests it.







9.


The applicant must in the production phase inform the notified body that holds the technical documentation examination certificate of all modifications that may affect conformity with the requirements of the TSI or the prescribed conditions for use of the subsystem. The subsystem shall in such cases receive additional approval. The notified body must then perform only those examinations and tests that are relevant and necessary to the changes. This additional approval may be given either in the form of an addition to the original type certificate or a new certificate issued after withdrawal of the old certificate.







F.3.2


Module SD: System Production Quality







1.


This module describes the EC verification procedure whereby a notified body at the request of an contracting entity or his authorized representative checks and certifies that an infrastructure, energy or rolling stock which has already received a type certificate by a notified body | ||




-


complies with this TSI and any other applicable TSI, which demonstrate that the essential requirements [5] of Directive 2001/16 / EC are met and





-


is consistent with other regulations deriving from the treaty,





and must be used.







2.


The notified body carries out the procedure under the condition that:





-


the type examination certificate issued prior to the assessment remains valid for the subsystem subject to the application





-


the contracting entity [6] and the main contractor involved are satisfying the obligations of point 3.





The "main contractor" refers to companies, whose activities contribute to fulfill the TSI essential requirements. These are:





-


the company responsible for the whole subsystem project (including in particular the subsystem integration)





-


other companies involved only in a part of the subsystem (eg., assembly or installation of the subsystem).





There is thus no question of sub-suppliers of components and interoperability components.







3.


The contracting entity or the main need for the subsystem that is subject of the EC verification for manufacture and inspection and testing of the final product an approved quality system as specified in paragraph 5, to be subject to surveillance as specified in point 6






If the contracting entity itself is responsible for the whole subsystem project (including in particular responsibility for subsystem integration), or the contracting entity is directly involved in the production (including assembly and installation), the contracting entity for these activities operate an approved quality assurance system, which shall be subject to surveillance as specified in paragraph 6 .





If a main contractor responsible for the whole subsystem project (including in particular responsibility for subsystem integration), must operate in any case the production inspection and testing of the final product an approved quality system to be subject to surveillance as specified in point 6









EC verification







4.1


The contracting entity must lodge an application for EC verification of the subsystem (through production quality assurance), including coordination of surveillance of the quality management systems as in points 5.3 and 6.5, with a notified body of his choice. Contracting entity must inform the manufacturers involved of his choice and of the application.





The application must make it possible to understand the design, manufacture, assembly, installation, maintenance and operation and ensure that everything is in accordance with the type in the type examination certificate and with the requirements of the TSI to be assessed.





The application must include:





-


name and address of the contracting entity or its representative





-


the technical documentation of the approved type, including the type examination certificate, issued after the completion of the procedure defined in module SB





and, if not included in this documentation






-


a general description of the subsystem, its overall design and structure






-


the technical specifications, including European specifications [7] used






-


any necessary supporting evidence for the use of the above specifications, in particular where these European specifications and the relevant clauses have not been applied in full. This supporting evidence must include the results of tests carried out on the manufacturer's appropriate laboratory or on behalf






-


the infrastructure or rolling stock, including all information as specified in the






-


technical documentation regarding the manufacture and assembly of the subsystem






-


evidence of conformity with other regulations deriving from the treaty (including certificates)






-


a list of the interoperability constituents to be incorporated into the subsystem






-



copies of the EC declarations of conformity or suitability for use, which the constituents must be provided and all the necessary elements defined in the directive annex VI






-


a list of manufacturers who are helping to design, manufacture, assembly and installation





-


demonstration that all stages, as mentioned in point 5.2, are covered by the originator's and / or the main contractor, and the evidence of their effectiveness





-


indication of the notified body responsible for the approval and surveillance of these quality systems.







4.3


The notified body shall first examine the application concerning the validity of the type examination and the type examination certificate.





If the notified body considers the type examination certificate no longer remains valid or is not appropriate and that the need for a new type examination, it shall justify its decision.









Quality Assurance System







5.1


The customer and / or the main contractor shall submit an application for assessment of their quality management systems with a notified body of his choice.





The application must include:





-


all relevant information for the subsystem





-


the quality system documentation





-


the technical documentation of the approved type and a copy of the type examination certificate, issued after the completion of the approval procedure of module SB.





Where a contracting authority / only involved in a part of the subsystem project, be provided is only information about the relevant part.







5.2


A contracting entity or the main contractor responsible for the whole subsystem project, the quality management system that ensures that the entire subsystem with the type described in the type examination certificate and with the requirements of the TSI. The other contractors, their quality systems to ensure that their contribution to the subsystem with the type described in the type examination certificate and with the requirements of the TSI.





All the elements, requirements and provisions adopted by the applicant / s must be documented in a systematic and orderly manner in the form of written policies, procedures and instructions. Quality management system documentation shall ensure a common understanding of the quality policies and procedures such as quality programs, plans, manuals and records.





The documentation must for all applicants including contain an adequate description of the following:





-


quality objectives and the organizational structure





-


the techniques, processes and systematic actions that will be used for manufacturing, quality control and quality






-


the examinations, checks and tests to be carried out before, during and after manufacture, assembly and installation and the frequency with which





-


such as inspection reports and test data, calibration data, information on the personnel concerned, etc.





as well as for the contracting entity or the main contractor responsible for the whole subsystem project:





-


responsibilities and powers with regard to overall subsystem quality, including in particular the subsystem integration.





The examinations, tests and checks take place in the following stages:





-


structure of the subsystem, including, in particular, civil engineering activities, constituent assembly, final adjustment





-


testing of the subsystem.





-


validation under normal operating conditions, where specified in the TSI.







5.3


The notified body by the contracting entity has chosen to examine whether all stages of the subsystem as mentioned under point 5.2 are sufficiently and properly covered by the approval and surveillance of the / -ernes quality assurance system / s [8].





If the subsystem with the type described in the type examination certificate and with the requirements of the TSI is based on more than one quality management system, the notified body shall examine in particular:





-


if the relations and interfaces between the quality systems are clearly documented





-


and if overall responsibilities and powers of the whole entire subsystem are sufficiently and properly defined for the main contractor.







5.4


The notified body referenced in point 5.1 must assess the quality system to determine whether it satisfies the in paragraph 5.2 mentioned requirements. It presumes that the requirements are fulfilled if the applicant implements a quality system for manufacture, inspection and testing of the final product, the Standard EN / ISO 9001: 2000, which takes into account the specificity of the subsystem for which quality assurance system must cover.





When an applicant operates a certified quality management system, the notified body shall take this into account in its assessment.





The audit shall be for the purpose of the subsystem concerned and to respond specifically to the applicant's contribution to the subsystem. At least one person auditing team must have experience of assessing the technology in the subsystem. The assessment procedure includes a visit to the applicant company.





The decision must be communicated to the applicant. The notification must contain the conclusions and the reasoned assessment decision.







5.5



The contracting entity, if involved, and the main contractor shall undertake to fulfill the obligations arising out of the quality system as approved and to maintain it remains adequate and efficient.





They must keep the notified body that has approved the quality system informed of any significant change that will affect the fulfillment of the TSI requirements.





The notified body must assess the proposed changes and decide whether the amended quality system will still satisfy the requirements of section 5.2 or whether there is a need for a reassessment.





The decision must be communicated to the applicant. The notification must contain the conclusions and the reasoned assessment decision.







6


The notified body monitoring the quality management system / s







6.1


The purpose of surveillance is to ensure that the contracting entity, if involved, and the main contractor duly fulfill the obligations arising out of the / approved quality management system.







6.2


The contracting entity, if involved, and the main contractor shall send (or have sent) all the documents needed for that purpose including the implementation plans and technical records concerning the subsystem (as far as relevant for the applicant's particular contribution to the subsystem), the notified body referred to in paragraph 5.1. Particularly with regard to:





-


quality management system documentation, including the means used to ensure





-


for the contracting entity or the main contractor responsible for the whole subsystem project:






overall responsibilities and powers of the whole entire subsystem are sufficiently and properly defined





-


for each applicant:






the quality system is correctly managed for achieving integration at subsystem





-


quality records as foreseen in the quality management system (including assembly and installation), such as inspection reports and test data, calibration data and information on the personnel concerned.







6.3


The notified body must periodically carry out audits to ensure that the contracting entity, if involved, and the main contractor maintain and apply the quality system and must provide an audit report to them. When they operate a certified quality management system, the notified body shall take this into account in the surveillance.





There shall be at least one year, with at least one audit during the period of performing relevant activities (manufacture, assembly or installation) for the subsystem that is subject of the EC verification procedure mentioned in point 8.







6.4



The notified body may pay unexpected visits to the relevant sites of the applicant / s. At these visits, the notified body may conduct complete or partial audits and may carry or have carried out tests to verify that the quality system is working as intended. It must provide the applicant / s with a visit report and, where appropriate, audit and / or test report.







6.5


The notified body chosen by the contracting entity and responsible for the EC verification, if not carrying out surveillance of all the quality management systems coordinate the surveillance activities of any other notified body responsible for that task, too: || |




-


to ensure that correct management of interfaces between the different quality management systems relating to subsystem integration





-


in collaboration with the contracting entity the elements necessary for the assessment to guarantee the consistency and the overall supervision of the different quality systems.





This coordination includes the notified body:





-


to receive all documentation (approval and surveillance), issued by the other notified bodies





-


to witness the surveillance audits in point 6.3





-


to initiate additional audits as in point 6.4 under its responsibility and together with the other notified bodies.











7.


The notified body referred to in section 5.1 must control and monitoring purposes have access to building sites, production facilities, assembly and installation, storage areas and where appropriate, prefabrication and testing facilities and, more generally, to all premises which it considers necessary to visit in order to perform its tasks in accordance with the applicant's specific contribution to the subsystem project.







8.


The contracting entity, if involved, and the main contractor shall, for a period of ten years after the last subsystem has been manufactured, keep, so it can be made available to the national authorities:





-


the documentation referred to in paragraph 5.1, second paragraph, second indent





-


the updating referenced to in paragraph 5.5, second paragraph





-


the decisions and reports from the notified body referred to in paragraph 5.4, 5.5 and 6.4.







9.


Where the subsystem meets the requirements of the TSI, the notified body based on the type examination and the approval and surveillance of the quality system / s draw up the certificate of conformity for the contracting entity, which in turn draws up the EC verification intended for the supervisory authority in the Member State where the subsystem is located and / or operates.






EC verification and the accompanying documents must be dated and signed. Declaration must be written in the same language as the technical documentation and must contain at least the information contained in Annex V.







10.


The notified body by the contracting entity has chosen, is responsible for compiling the technical documentation to be attached to the EC verification. The technical documentation shall contain at least the information listed in Article 18, paragraph. 3, and in particular:





-


all necessary documents relating to the specifications of the subsystem





-


a list of interoperability constituents incorporated into the subsystem





-


copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, to be issued for the constituents in accordance with Article 13 of the Directive, together with, if applicable, the corresponding documents (certificates, quality management system approvals and surveillance documents) issued by the notified bodies





-


all relevant information on maintenance, the conditions and limits for use of the subsystem





-


all relevant information on the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance





-


type examination certificate for the subsystem and the accompanying technical documentation as defined in the module SB





-


evidence of conformity with other regulations deriving from the treaty (including certificates)





-


the notified body's certificate of conformity as mentioned under point 9, accompanied by verification and / or calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations during performance of activities and not withdrawn. The certificate should also be accompanied by the inspection and audit reports drawn up in connection with the verification, as mentioned in paragraphs 6.3 and 6.4 and in particular:





-


the infrastructure or rolling stock, including all information as specified in the TSI.







11.


Each notified body must communicate to the other notified bodies on issued, withdrawn or refused of quality system approvals.





The other notified bodies may request copies of the permits issued by quality assurance systems.







12.


The records accompanying the certificate of conformity must be lodged with the contracting entity.





The contracting entity within the Community must keep a copy of the technical file throughout the life of the subsystem and for a further period of three years; it must be sent to any other Member State which so requests.







F.3.3


Module SF: Product








1.


This module describes the EC verification procedure whereby a notified body at the request of an contracting entity or his authorized representative checks and certifies that an infrastructure, energy or rolling stock which has already received a type certificate by a notified body | ||




-


complies with this TSI and any other applicable TSI, which demonstrate that the essential requirements [9] of Directive 2001/16 / EC are met and





-


complies with the other regulations deriving from the Treaty,





-


and must be used.







2 ..


The contracting entity [10] must lodge an application for EC verification (through product verification) of the subsystem with a notified body of his choice.





The application must include:





-


name and address of the contracting entity or its representative





-


the technical documentation.







3.


During this part of the procedure checks and certifies contracting entity that the subsystem concerned is in conformity with the type described in the type examination certificate and meet the requirements of the TSI.





The notified body shall carry out the procedure under the condition that the type examination certificate issued prior to the assessment remains valid for the subsystem subject to the application.







4.


The contracting entity shall take all necessary measures for the manufacturing process (including assembly and integration of interoperability constituents by main contractor [11] when employed) ensures conformity of the subsystem with the type described in the type examination certificate and with the requirements of the TSI.







5.


The application must make it possible to understand the design, manufacture, installation, maintenance and operation and ensure that everything is in accordance with the type in the type examination certificate and with the requirements of the TSI to be assessed.





The application must include:





-


the technical documentation of the approved type, including the type examination certificate, issued after the completion of the procedure defined in module SB





and, if not included in this documentation





-


a general description of the subsystem, its overall design and structure





-


the infrastructure or rolling stock, including all information as specified in the





-


conceptual design and manufacturing information, for example. drawings, schemes of components, subassemblies, assemblies,.






-


technical documentation regarding the manufacture and assembly of the subsystem





-


the technical specifications including European specifications [12] used





-


any necessary supporting evidence for the use of the above specifications, in particular where these European specifications and the relevant provisions are not applied in full





-


evidence of conformity with other regulations deriving from the treaty (including certificates)





-


a list of the interoperability constituents to be incorporated into the subsystem





-


copies of the EC declarations of conformity or suitability for use, which said constituents must be provided and all the necessary elements defined in the directive annex VI





-


a list of manufacturers who are helping to design, manufacture, assembly and installation.





If the TSI requires further information for the technical documentation, this shall be included.







6


The notified body shall first examine the application concerning the validity of the type examination and the type examination certificate.





If the notified body considers the type examination certificate no longer remains valid or is not appropriate and that the need for a new type examination, it shall justify its decision.





The notified body must perform the appropriate examinations and tests to check the conformity of the subsystem with the type described in the type examination certificate and with the requirements of the TSI. The notified body shall examine and testing of every subsystem manufactured as a serial product, as specified in paragraph 4.







7.


Verification by examination and testing of every subsystem (as serial product)







7.1.


The notified body must carry out the tests, examinations and verifications, to ensure conformity of the subsystems, as serial products according to the TSI. The examinations, tests and checking shall extend to the stages that are determined in the TSI.







7.2


Each subsystem (as serial product) shall be examined, tested and verified [13] separately to verify its conformity with the type examination certificate and the requirements of the TSI. If there is established a test in the TSI (or in an European Standard quoted in the TSI), the relevant European specifications or equivalent tests are applicable.







8.


The notified body may agree with the contracting entity (and the main contractor), where the tests will be carried out and the final testing of the subsystem and tests or validation under full operating conditions, if required in the TSI, carried out by the contracting entity under direct supervision by the notified body and attendance.



.



The notified body must testing and verification have access to production facilities, assembly and installations, and where appropriate, prefabrication and testing facilities in order to perform its tasks according to the TSI







9.


Where the subsystem meets the requirements of the TSI, the notified body shall draw up the certificate of conformity for the contracting entity, which in turn draws up the EC verification intended for the supervisory authority in the Member State where the subsystem is located and / or operates.





These NB activities shall be based on the type examination and the tests, verifications and checks carried out on all serial products as indicated in point 7 and required in the TSI and / or in the relevant European specifications.





EC verification and the accompanying documents must be dated and signed. Declaration must be written in the same language as the technical documentation and must contain at least the information contained in Annex V.







10.


The notified body responsible for compiling the technical documentation to be attached to the EC verification. The technical documentation shall contain at least the information listed in Article 18, paragraph. 3, and in particular:





-


all necessary documents relating to the specifications of the subsystem





-


the infrastructure or rolling stock, including all information as specified in the





-


a list of interoperability constituents incorporated into the subsystem





-


copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents shall be in accordance with Article 13 of the Directive, together with, if applicable, the corresponding documents (certificates, quality management system approvals and surveillance documents ), which is issued by the notified bodies





-


all relevant information on maintenance, the conditions and limits for use of the subsystem





-


all relevant information on the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance





-


type examination certificate for the subsystem and the accompanying technical documentation as defined in the module SB





-


the notified body's certificate of conformity as mentioned under point 9, accompanied by corresponding calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations recorded during performance of the activities and not withdrawn. The certificate shall, if appropriate, be accompanied by





-


inspection and audit reports drawn up in connection with the verification.







11.


The records accompanying the certificate of conformity must be lodged with the contracting entity.






The contracting entity must keep a copy of the technical file throughout the life of the subsystem and for a further period of three years; it must be sent to any other Member State which so requests.







F.3.4


Module SG: Unit







1.


This module describes the EC verification procedure whereby a notified body at the request of an contracting entity or his authorized representative checks and certifies that an infrastructure, energy, control-or rolling stock





-


complies with this TSI and any other applicable TSI, which demonstrate that the essential requirements [14] of Directive 2001/16 / EC are met and





-


complies with the other regulations deriving from the Treaty,





and must be used.







2.


The contracting entity [15] must lodge an application for EC verification (through unit verification) of the subsystem with a notified body of his choice.





The application must include:





-


name and address of the contracting entity or its representative





-


the technical documentation.







3.


The technical documentation must enable the design, manufacture, installation and operation of the subsystem, and to assess the subsystem meets the requirements of the.





The technical documentation must include:





-


a general description of the subsystem, its overall design and structure





-


the infrastructure or rolling stock, including all information as specified in the





-


conceptual design and manufacturing information, for example. drawings, schemes of components, subassemblies, assemblies,.





-


descriptions and explanations necessary for the understanding of the design and manufacturing information, the maintenance and operation of the subsystem





-


the technical specifications including European specifications [16] used





-


any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant provisions are not applied in full





-


a list of the interoperability constituents to be incorporated into the subsystem





-



copies of the EC declarations of conformity or suitability for use, which said constituents must be provided and all the necessary elements defined in the directive annex VI





-


evidence of conformity with other regulations deriving from the treaty (including certificates)





-


technical documentation regarding the manufacture and assembly of the subsystem





-


a list of manufacturers who are helping to design, manufacture, assembly and installation.





-


Conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.)





-


conditions for maintenance and technical documentation regarding the maintenance of the subsystem





-


any technical requirement that must be taken into account in the subsystem manufacture, maintenance or operation





-


results of design calculations, examinations carried out, etc.





-


all other appropriate technical evidence, which can demonstrate that independent and competent bodies have conducted previous checking or tests successfully performed, under comparable conditions.





If the TSI requires further information for the technical documentation, this shall be included.







4.


The notified body must examine the application and the technical documentation and identify the components designed in accordance with the relevant provisions of the TSI and the European specifications as well as the elements which have been designed without applying the relevant provisions of those European specifications have been used.





The Notified Body shall examine the subsystem and verify that the appropriate and necessary tests to determine whether the relevant European specifications, where they are declared to be chosen, these have actually been applied or whether the solutions adopted meet TSI requirements if the relevant European specifications have not been applied.





The examinations, tests and checks shall extend to the following stages as provided for in the TSI:





-


overall design





-


structure of the subsystem, including, where appropriate, for example. civil-engineering activities, constituent assembly, final adjustment





-


testing of the subsystem.





-


and the validation under normal operating conditions, where specified in the TSI.






The notified body may take into account evidence of examinations, checks or tests carried out under comparable conditions and successfully by other bodies [17] or by (or on behalf of) the applicant, when this is specified in the relevant TSI. The notified body will then decide whether the results of these checks or tests must be taken into account.





The documentation which the body collects, must be relevant and sufficient for it to be established that the requirement of the TSI are met and that all required and appropriate checks and tests have been completed.





Documentation obtained from other parties shall be considered prior to carrying out tests or checks, so that the notified body, where appropriate, assessment, witnessing or review of the tests or checks while they performed.





The extent of such other evidence shall be justified by documented analysis using, among others based on the factors listed below [18]. This justification shall be included in the technical documentation.





The notified body has in any case the ultimate responsibility for it.







5.


The notified body shall agree with the contracting entity, where the tests will be carried out and testing of the subsystem and, whenever required in the TSI, tests in full operating conditions, are carried by the contracting entity under direct supervision by the notified body and attendance.







6


The notified body must testing and verification have access to the design, building sites, locations of assembly and installations, and where appropriate, prefabrication and testing facilities in order to perform its tasks according to the TSI.







7.


Where the subsystem meets the requirements of the TSI, the notified body based on the tests, verifications and checks carried out as required in the TSI and / or the relevant European specifications, draw up the certificate of conformity for the contracting entity, which in turn draws Community verification intended for the supervisory authority in the Member State where





subsystem is located and / or operates.



.


EC verification and the accompanying documents must be dated and signed. Declaration must be written in the same language as the technical documentation and must contain at least the information included in Annex V







8.


The notified body responsible for compiling the technical documentation to be attached to the EC verification. The technical documentation shall contain at least the information listed in Article 18, paragraph. 3, and in particular:





-


all necessary documents relating to the specifications of the subsystem





-


a list of interoperability constituents incorporated into the subsystem





-


copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents shall be in accordance with Article 13, together with, if applicable, the corresponding documents (certificates, quality management system approvals and surveillance documents) which is issued by the notified bodies






-


all relevant information on maintenance, the conditions and limits for use of the subsystem





-


all relevant information on the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance





-


the notified body's certificate of conformity as mentioned in point 7, accompanied by verification and / or calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations during performance of activities and not withdrawn. The certificate shall, if appropriate, be accompanied by the inspection and audit reports drawn up in connection with the approval





-


evidence of conformity with other regulations deriving from the treaty (including certificates)





-


the infrastructure or rolling stock, including all information as specified in the TSI.







9.


The records accompanying the certificate of conformity must be lodged with the contracting entity.





The contracting entity must keep a copy of the technical file throughout the life of the subsystem and for a further period of three years; it must be sent to any other Member State which so requests.







F.3.5


Module SH2: Full quality management system with design examination







1.


This module describes the EC verification procedure whereby a notified body at the request of an contracting entity or his authorized representative checks and certifies that an infrastructure, energy, control-or rolling stock





-


complies with this TSI and any other applicable TSI, which demonstrate that the essential requirements [19] of Directive 2001/16 / EC are met and





-


complies with the other regulations deriving from the Treaty, and must be used.







2.


The notified body shall carry out the procedure, including a design examination of the subsystem under the condition, that the contracting entity [20] and the main contractor involved are satisfying the obligations of point 3.





The "main contractor" refers to companies, whose activities contribute to fulfill the TSI essential requirements. These are:





-


the company responsible for the whole subsystem project (including in particular the subsystem integration)





-


other companies involved only in a part of the subsystem (eg. in design, assembly or installation of the subsystem).





There is thus no question of sub-suppliers of components and interoperability components.







3.



The contracting entity or the main need for the subsystem that is subject of the EC verification for design, manufacture and inspection and testing of the final product an approved quality system as specified in paragraph 5, which shall be subject to surveillance as specified in paragraph 6. | ||




The main contractor responsible for the whole subsystem project (including in particular responsibility for subsystem integration), must in all cases by design, manufacture and inspection and testing of the final product an approved quality system to be subject to surveillance as specified in point 6





If the contracting entity itself is responsible for the whole subsystem project (including in particular responsibility for subsystem integration), or the contracting entity is directly involved in the design and / or production (including assembly and installation), the contracting entity for these activities operate an approved quality assurance system to be subject to surveillance as specified in point 6





Applicants which are only involved in assembly and installation are permitted to operate only an approved quality management system for manufacture and inspection and testing of the final product.







4.


EC verification







4.1


The contracting entity must lodge an application for EC verification of the subsystem (through full quality management system with design examination), including coordination of surveillance of the quality management systems as in points 5.4 and 6.6, with a notified body of his choice. Contracting entity must inform the manufacturers involved of his choice and of the application.







4.2


The application must make it possible to understand the design, manufacture, assembly, installation, maintenance and operation and ensure that the conformity with the requirements of the TSI to be assessed.





The application must include:





-


name and address of the contracting entity or its representative





-


the technical documentation including:






-


a general description of the subsystem, its overall design and structure






-


the technical specifications, including European specifications [21], that have been applied






-


any necessary supporting evidence for the use of the above specifications, in particular where European specifications and the relevant provisions are not applied in full






-


testing program






-


the infrastructure or rolling stock, including all information as specified in the






-


technical documentation concerning the subsystem manufacturing and assembly






-


a list of the interoperability constituents to be incorporated into the subsystem







-


copies of the EC declarations of conformity or suitability for use, which the constituents must be provided and all the necessary elements defined in the directive annex VI






-


evidence of conformity with other regulations deriving from the treaty (including certificates)






-


a list of all manufacturers involved with the design, manufacturing, assembly and installation






-


Conditions for use of the subsystem (restrictions of running time or distance, wear limits etc.)






-


conditions for maintenance and technical documentation regarding the maintenance of the subsystem






-


any technical requirement that must be taken into account in the subsystem manufacture, maintenance or operation





-


demonstration that all stages, as mentioned in point 5.2, are covered by the originator's and / or the main contractor, and the evidence of their effectiveness





-


indication of the notified bodies responsible for the approval and surveillance of these quality systems.







4.3


The contracting entity shall present the results of examinations, checking and tests [22] including type tests when required, carried out by its appropriate laboratory or on their behalf.







4.4


The notified body must examine the application concerning the design examination and assess the results of the tests. Where the design meets the provisions of the Directive and of the TSI, the notified body shall issue a design examination certificate. The certificate must contain konstruktionsafprøvningens conclusions, conditions for its validity, the necessary data for identification of the design examined and a description of the subsystem's functioning, where appropriate.





If the contracting entity is denied a design examination certificate, the notified body must provide detailed reasons for such denial.





It establishes a complaints procedure.







4.5


The applicant must in the production phase inform the notified body that holds the technical documentation concerning the design examination certificate of all modifications that may affect conformity with the requirements of the TSI or the prescribed conditions for use of the subsystem. The subsystem shall in such cases receive additional approval. The notified body must then perform only those examinations and tests that are relevant and necessary to the changes. This additional approval may be given either in the form of an addition to the original design examination certificate or a new certificate issued after withdrawal of the old certificate.







5.


Quality Assurance System







5.1



The customer and / or the main contractor shall submit an application for assessment of their quality management systems with a notified body of his choice.





The application must include:





-


all relevant information for the subsystem





-


the quality system documentation.





-


Where a contracting authority / only involved in a part of the subsystem project, be provided is only information about the relevant part.







5.2


A contracting entity or the main contractor responsible for the whole subsystem project, the quality management system that ensures that the entire subsystem with the requirements of the TSI.





Other contractors, their quality systems to ensure compliance of their relevant contribution to the subsystem, with the requirements of the TSI.





All the elements, requirements and provisions adopted by the applicants shall be documented in a systematic and orderly manner in the form of written policies, procedures and instructions. Quality management system documentation shall ensure a common understanding of the quality policies and procedures such as quality programs, plans, manuals and records.





The system must contain in particular an adequate description of the following:





-


for all applicants:





-


quality objectives and the organizational structure





-


the techniques, processes and systematic actions that will be used for manufacturing, quality control and quality





-


the examinations, checks and tests to be carried out before, during and after design, manufacture, assembly and installation and the frequency with which





-


such as inspection reports and test data, calibration data, information on the personnel concerned, etc.





-


for the main contractor, as far as relevant for its contribution to the subsystem:





-


the technical specifications, including European specifications that will be applied, and where the European specifications will not be applied in full, the means that will be used to ensure that the requirements of the TSI that apply to the subsystem | ||




-


techniques, processes and systematic actions to control and verification of the construction that will be used when designing the subsystem





-


the means to monitor the achievement of the required design and subsystem quality and the effective operation of quality management systems in all phases including production





-



as well as for the contracting entity or the main contractor responsible for the whole subsystem project:





-


responsibilities and powers with regard to overall subsystem quality, including in particular the subsystem integration.





The examinations, tests and checks take place in the following stages:





-


overall design





-


structure of the subsystem, including, in particular, civil engineering activities, constituent assembly, final adjustment





-


testing of the subsystem





-


and validation under normal operating conditions, where specified in the TSI.







5.3


The notified body by the contracting entity has chosen to examine whether all stages of the subsystem as mentioned under point 5.2 are sufficiently and properly covered by the approval and surveillance of the / -ernes quality assurance system / s [23].





If subsystem with the requirements of the TSI is based on more than one quality management system, the notified body shall examine in particular:





-


if the relations and interfaces between the quality systems are clearly documented






and if overall responsibilities and powers of the whole entire subsystem are sufficiently and properly defined for the main contractor.







5.4


The notified body referenced in point 5.1 must assess the quality system to determine whether it satisfies the requirements of paragraph 5.2. It presumes that the requirements are fulfilled if the applicant implements a quality system for design, manufacture, inspection and testing of the final product, the Standard EN / ISO 9001: 2000, which takes into account the specificity of the subsystem for which it is implemented.





When an applicant operates a certified quality management system, the notified body shall take this into account in its assessment.





The audit shall be for the purpose of the subsystem concerned and to respond specifically to the applicant's contribution to the subsystem. At least one person auditing team must have experience of assessing the technology in the subsystem. The assessment procedure includes a visit to the applicant company.





The decision must be communicated to the applicant. The notification must contain the conclusions and the reasoned assessment decision.







5.5


The contracting entity, if involved, and the main contractor shall undertake to fulfill the obligations arising out of the quality system as approved and to maintain it remains adequate and efficient.





They must keep the notified body that has approved the quality system informed of any significant change that will affect the fulfillment of the requirements.






The notified body must assess the proposed changes and decide whether the amended quality system will still satisfy the requirements of section 5.2 or whether there is a need for a reassessment.





The decision must be communicated to the applicant. The notification must contain the conclusions and the reasoned assessment decision.







6


The notified body monitoring the quality management system / s







6.1


The purpose of surveillance is to ensure that the contracting entity, if involved, and the main contractor duly fulfill the obligations arising out of the / approved quality management system.







6.2


The contracting entity, if involved, and the main contractor shall send (or have sent) all the documents needed for that purpose and in particular the implementation plans and technical records concerning the subsystem (as far as relevant for the applicant's particular contribution to the subsystem), the notified body referred to in paragraph 5.1. These include, inter alia, on:





-


quality management system documentation, including the means used to ensure





-


for the contracting entity or the main contractor responsible for the whole subsystem project:






overall responsibilities and powers of the whole entire subsystem are sufficiently and properly defined





-


for each applicant:






the quality system is correctly managed for achieving integration at subsystem





-


quality records as foreseen under the quality management system, such as results of analyzes, calculations, tests, etc.





-


quality records as foreseen in the quality management system (including assembly, installation and integration), such as inspection reports and test data, calibration data and information on the personnel concerned.







6.3


The notified body must periodically carry out audits to ensure that the contracting entity, if involved, and the main contractor maintain and apply the quality system and must provide an audit report to them. When they operate a certified quality management system, the notified body shall take this into account in the surveillance.





There shall be at least one year, with at least one audit during the period of performing relevant activities (design, manufacture, assembly or installation) for the subsystem that is subject of the EC verification procedure mentioned in point 4







6.4


The notified body may pay unexpected visits to the / -ernes sites mentioned in point 5.2. At these visits, the notified body may conduct complete or partial audits and may carry or have carried out tests to verify that the quality system is working as intended. It must provide the applicant / s with a visit report and, where appropriate, audit and / or test report.








6.5


The notified body chosen by the contracting entity and responsible for the EC verification, if not carrying out surveillance of all the quality management systems as referred to in paragraph 5, to coordinate the surveillance activities of any other notified body responsible for that task for:





-


to ensure that correct management of interfaces between the different quality management systems relating to subsystem integration





-


in collaboration with the contracting entity the elements necessary for the assessment to guarantee the consistency and the overall supervision of the different quality systems.





This coordination includes the notified body:





-


to receive all documentation (approval and surveillance), issued by the / the other notified bodies





-


to witness the surveillance audits in point 5.4





-


to initiate additional audits as in point 5.5 under its responsibility and together with the / the other notified bodies.







7.


The notified body referred to in section 5.1 must control and monitoring purposes have access to the design, building sites, production workshops, assembly and installation, storage areas and where appropriate, prefabrication and testing facilities and, more generally, to all premises which it considers for necessary in order to carry out its tasks in accordance with the applicant's specific contribution to the subsystem project.







8.


The contracting entity, if involved, and the main contractor shall, for a period of ten years after the last subsystem has been manufactured, keep, so it can be made available to the national authorities:





-


the documentation referred to in paragraph 5.1, second paragraph, second indent





-


the updating referenced to in paragraph 5.5, second paragraph





-


the decisions and reports from the notified body referred to in paragraph 5.4, 5.5 and 6.4.







9.


Where the subsystem meets the requirements of the TSI, the notified body based on the design examination and the approval and surveillance of the quality system / s draw up the certificate of conformity for the contracting entity, which in turn draws up the EC verification intended for the supervisory authority in the Member State where the subsystem is located and / or operates.





EC verification and the accompanying documents must be dated and signed. Declaration must be written in the same language as the technical documentation and must contain at least the information contained in Annex V.







10.



The notified body by the contracting entity has chosen, is responsible for compiling the technical documentation to be attached to the EC verification. The technical documentation shall contain at least the information listed in Article 18, paragraph. 3, and in particular:





-


all necessary documents relating to the specifications of the subsystem





-


a list of interoperability constituents incorporated into the subsystem





-


copies of the EC declarations of conformity and, where appropriate, of the EC declarations of suitability for use, which the constituents shall be in accordance with Article 13 of the Directive, together with, if applicable, the corresponding documents (certificates, quality management system approvals and surveillance documents ), which is issued by the notified bodies





-


evidence of conformity with other regulations deriving from the treaty (including certificates)





-


all relevant information on maintenance, the conditions and limits for use of the subsystem





-


all relevant information on the instructions concerning servicing, constant or routine monitoring, adjustment and maintenance





-


the notified body's certificate of conformity as mentioned under point 9, accompanied by verification and / or calculation notes and countersigned by itself, stating that the project complies with the directive and the TSI, and mentioning, where appropriate, reservations during performance of activities and not withdrawn.






The certificate should also be accompanied by the inspection and audit reports drawn up in connection with the verification, as mentioned in 6.4 and 6.5





-


the infrastructure or rolling stock, including all information as specified in the TSI.







11.


Each notified body must communicate to the other notified bodies concerning issued, withdrawn or refused, quality management system approvals and the EC design examination certificates.





The other notified bodies may request copies of:





-


issued quality management system approvals and additional approvals





-


the EC design examination certificates and additions issued.







12.


The records accompanying the certificate of conformity must be lodged with the contracting entity.





The contracting entity must keep a copy of the technical file throughout the life of the subsystem and for a further period of three years; it must be sent to any other Member State which so requests.







F.4


Assessment of maintenance arrangements: conformity assessment procedure





This is an open point.










[1] The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4
[2] In the module, "the contracting entity" "the subsystem contracting entity, as defined in the directive or his authorized representative".
[3] The relevant section of a TSI may define specific requirements in this regard.
[4] The definition of an European specification is indicated in Directives 96/48 / EC and 2001/16 / EC. The guide for application of HS TSIs explains how the European specifications should be used.
[5] The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4
[6] In the module, "the contracting entity" "the subsystem contracting entity, as defined in the directive or his authorized representative".
[7] The definition of an European specification is indicated in Directives 96/48 / EC and 2001/16 / EC. The guide for application of HS TSIs explains how the European specifications should be used.
[8] As far as the rolling stock TSI, the notified body may participate in the final in service test of locomotives or train set in the conditions specified in the relevant chapter of the TSI.
[9] The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4
[10] In the module, "the contracting entity" "the subsystem contracting entity, as defined in the directive or his authorized representative".
[11] The "main contractor" refers to companies, whose activities contribute to fulfill the TSI essential requirements. It concerns the company that can be responsible for the whole subsystem project or other companies only involved in a part of the subsystem project (eg. Assembly or installation).
[12] The definition of an European specification is indicated in Directives 96/48 / EC and 2001/16 / EC. The guide for application of HS TSIs explains how the European specifications should be used.
[13] The Notified Body shall particularly in the rolling stock TSI participate in the final in service testing of rolling stock or train set. This will be indicated in the relevant chapter of the TSI.
[14] The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4
[15] In the module, "the contracting entity" "the subsystem contracting entity, as defined in the directive or his authorized representative".
[16] The definition of an European specification is indicated in Directives 96/48 / EC and 2001/16 / EC. The guide for application of HS TSIs explains how the European specifications should be used.
[17] The conditions to entrust checking and tests must be similar to those that apply to a notified body to subcontract activities (see. Section 6.5 of the Blue Guide on the New Approach Blue Guide to the New Approach).
[18] The Notified Body shall investigate the various parts of the subsystem work and establish before, during and after completion of the work:
- Subsystem and its various parts risk and safety implications
- The use of existing equipment and systems:
- Used identically as beforeused before but adapted for use in the new work
- The use of existing designs, technologies, materials and production techniques
- Design, manufacture, testing and commissioning
- Operating and service tasks
- Previous approvals from other competent bodies
- The accreditations of other involved bodies:

- The notified body to take account of valid accreditation according to EN 45004, provided that there is no conflict of interest, that accreditation covers the testing being performed and that accreditation is current.where no formal accreditation exists, the notified body verify that monitoring systems for control of competence, independence, testing and material handling processes, facilities and equipment and other processes relevant to the contribution to delsystemetdet notified body shall in all circumstances consider the appropriateness of the arrangements and decide the level of witnessing is required
- The use of homogenous lots and systems consistent with module f.
[19] The essential requirements are reflected in the technical parameters, interfaces and performance requirements, which are set out in Chapter 4
[20] In the module, "the contracting entity" "the subsystem contracting entity, as defined in the directive or his authorized representative".
[21] The definition of an European specification is indicated in Directives 96/48 / EC and 2001/16 / EC. The guide for application of HS TSIs explains how the European specifications should be used.
[22] The test results can be submitted together with the application or at a later date.
[23] The Notified Body shall particularly in the rolling stock TSI participate in the final in service testing of rolling stock or train set. This will be indicated in the relevant chapter of the TSI.









ANNEX G






GLOSSARY



contingency


an emergency plan is a plan drawn up by the infrastructure manager's instructions and, where appropriate, in cooperation with railway undertakings, the rescue services and the authorities responsible for each tunnel emergency plan shall be developed taking into account the self-rescue, evacuation and rescue facilities are available



fireproof electrical cable


a fireproof electrical cable is a cable that is protected so that they are not releasing combustion substances into the environment in case of fire



Operating categories


safety category for vehicles used on different networks



tunnels, located in tandem


if two or more tunnels, which is an extension of each other and not separated by more than 500 m in open air and do not have access to a safe area within the open section, considered the tunnels as one tunnel and the appropriate specifications must be observed. 500 m corresponds to the maximum train length, with extra space on both sides (bad braking etc.).



IF


IM



JV


RU



grounding


measure by which the drive cord or power strip connected directly to the ground to avoid excessive contact voltage while working on electrified lines



emergency communications


1)


the communication that takes place between the RU staff and IM in an emergency





2)


Railway independent communication system used by rescue services and state authorities



rescue area


area where rescue services to install different equipment (prioritization of casualties, command central pumping station, etc.) rescue area can also be used to evacuate




rescue services


includes fire brigades, medical organizations (eg. Red Cross), technical organizations (eg. THW in Germany), special army units or police units (eg. the engineering troops and search and rescue)



safe area


definition in section 4.2.2.6.1: a safe area is a place inside or outside a tunnel where all of the following criteria are met





-


it is possible to survive in the range





-


To reach the area with and without the help





-


To save himself, if possible, or wait to be rescued by the rescue services using the procedures detailed in the emergency plan






it is possible to communicate with the infrastructure manager's control center via a mobile phone or landline



technical room


room with technical equipment for railway use (eg. signal equipment, energy and management overhead)



the temperature / time curve


specifications for the design and evaluation of structural members, in this case, specifications for a "design fire" that depicts the temperature evolution as a function of the time



train staff


members of staff on board a train, who are certified as competent and appointed by a Railway Undertaking to carry out specific tasks on the train, for example. driver or the guard



tunnel length


tunnel length is measured from portal to portal at level top of rail; tunnel lengths are detailed in 1.1.2



cross passage


short tunnel that connects two or more parallel tunnels, and which forms a corridor that can be used for the escape, maintenance and installation, and in certain cases also have an aerodynamic purposes



underground station


station, located below ground between those tunnels, and where there is public access



maintenance plan


regulations on maintenance which includes inspection, repair and reconstruction with relevant specifications



Official notes
1) Order implements Commission Decision of 20 December 2007 concerning the technical specification for interoperability relating to 'safety in railway tunnels' in the trans-European rail system for conventional and high speed, the OJ L 64, 7 March 2008 Page 1-71.