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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n maintenance-related replacement. However, Member States are invited to apply the TSIs for maintenance-related replacement, when possible, and when the scope of the maintenance works is justified.
(6) In its current version, the TSI does not apply to full extent all essential requirements : in accordance with Article 17 of Directive 2001 /16/EC and Article 17 of Directive 96 /48/EC, the technical aspects of categorization are categorized in accordance with the ' outstanding ` of the ' outstanding ` ; Annex C to this TSI.
(7) In accordance with Article 17 of Directive 2001 /16/EC and Article 17 of Directive 96 /48/EC, each Member State shall inform the other Member States and the Commission of the relevant national technical requirements applicable to : the implementation of essential requirements for these ' outstanding points ` and of the bodies they designate to implement the conformity assessment procedure or the suitability for use procedure and the procedure for verification of the subsystem ' s verification ; interoperability in accordance with Article 16 (1). 2, in Directive 2001 /16/EC. In the interests of the latter, Member States should, as far as possible, comply with the principles and criteria laid down in Directive 2001 /16/EC and 96 /48/EC. Where possible, Member States should use the notified bodies in accordance with Article 20 of Directive 2001 /16/EC and Article 20 of 96 /48/EC. Whereas the Commission should analyse the Member States ' information on national regulations, procedures and bodies responsible for implementing the procedures and the duration of the procedure and, where appropriate, to discuss with the Committee, whether there is a need for it to be carried out, take measures.
(8) The TSI should not require the application 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 the best scientific knowledge available at the time of the draft. The technological, operational or security development or the new social requirements may result in this TSI being amended or supplemented. Where appropriate, a review or updating shall be carried out in accordance with Article 6 (1). 3, in Directive 2001 /16/EC or Article 6 (1). 3, in Directive 96 /48/EC.
(10) In order to encourage innovation and the development of experience, it should be stipulated that the TSI to be reviewed periodically to audit.
should be specified.
(11) When proposals are made for innovative solutions, the manufacturer or the contracting entity shall set out how they differ from the relevant section of the TSE. The European Railway Agency will complete the required functional and interface specifications for the solution and prepare the assessment methods.
(12) According to the mandate, the TSI for 'safety in rail tunnels' should cover the prevention and limitation of accidents and accidents in tunnels, particularly as a result of fire hazard. All relevant potential risks should be addressed in the context, including the risks associated with derailment, collision, fire and the release of dangerous substances. However, for these purposes and risks, they would only be taken into account as far as they had an effect on the subsystems as described in the directives and, if the resulting specifications could be linked to relevant, essential requirements. expected multiple subsystems to be considered, in particular : infrastructure, rolling stock, operation, and traffic management as well as maintenance as described in Annex II to the Directives.
(13) Railway field experts from the International Rail Union (UIC) and the United Nations Economic Commission for Europe (UNECE) have, during the period 2000-2003, evaluated and overall the best measures currently being used in Europe ; in order to ensure safety in new and existing tunnels. Experts from infrastructure managers, railway undertakings, rolling stock producers and scientists assembled in the TSI working group during the period 2003 to 2005 have started their selection by considering these recommendations of good practice. As the experts from UIC and UNECE, the Experts of AEIF were of the opinion that the strength of the railways lies in the prevention of accidents. Preventive measures are usually more cost-effective than limitation or rescue measures. A combination of preventative and mitigating measures, supplemented by self-rescue and rescue measures, will best serve the objective of optimal security at reasonable price.
(14) The main aim of the basic directives 96 /48/EC and 2001 /16/EC is interoperability. Their purpose was to harmonise the security measures and technical regulations currently in force in order to allow for interoperability and to offer passengers the same approach to safety and security measures throughout the whole of the Community ; Europe. In addition, a train that satisfies this TSI (and the TSI for rolling stock) in general should be accepted in all tunnels on the trans-European network.
(15) The safety levels of the Community rail network are generally high, in particular, compared to road transport. Statistically speaking, the tunnels are even safer than the rest of the network. It is important, however, that security should be maintained at the very least at the current level of the current railway restructuring phase in which the functions of former integrated railway undertakings are being separated and the railway sector is being developed from the other. self-regulation and the direction of public regulation. This was the main justific joint representative body is drafting a draft.
(3) AEIF has been given a mandate to create a draft TSI for "safety in rail tunnels", cf. Article 6 (1). 1, in 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 has undergone the TSI draft (TSIs).
(5) Directive 2001 /16/EC and Directive 96 /48/EC and the TSIs may apply to renewal, but not oformity assessment procedures and verification procedures
Article 3
This Decision shall apply from 1. July 2008.
Article 4
This Decision is directed to Member States.
Done at Brussels, 20. December 2007.
Commission behalf
Jacques Barrot
Vice-President of the Commission
[ 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. 44.
areas outside of tunnels Qualification Qualifications
ANNEX
DIREKTIV 2001 /16/EC-INTEROPERABILITY IN THE TRANSFER JERNBANESYSTEM FOR KONVENTIONAL TOG
DIREKTIV 96 /48/EC-INTEROPERABILITET IN THE TRANSFER JERNBANESYSTEM FOR HIGJHASTAL EDSTAND
INTEROPERABILITY SPECIFICATIONS FOR INTEROPERABILITEMILITY
Delsystems : "Infrastructure", "Energy", "Drift and Traffic Management", "TogControl and Sires" and "rolling stock"
Sub-region : " Security in railtunnels "
1.
INTRODUCTION
1.1.
Technical scope
1.1.1.
Tunnel security as part of overall security
1.1.2.
Tunnor Length
1.1.3.
Fire Safety Categories for Passenger Vehicles
1.1.3.1.
Rolling equipment for use in tunnels that are 5 kilometres long
1.1.3.2.
Rolling equipment for use in all tunnels
1.1.3.3
Rolling equipment for use in tunnels with subterranean stations
1.1.4.
Underground stations
1.1.5.
Dangerous goods
1.1.6.
Specific security requirements in Member States
1.1.7.
Transrisk risks and risks that are not covered by this TSI
1.2.
Geographical scope
1.3.
Content of this TSI
2.
DEFINITION OF DELOMRYDE/SCOPE BOTH
(b)
details of the conformity assessment procedures and verification procedures that will be used for the application of these rules
(c)
information on the bodies it designates to implement these con
Segmentation of the queue release or streaming line
4.2.3.2.
Grounders of the release or power of the queue
4.2.3.3.
Elecmalities
4.2.3.4.
Tuning requirements for power cables
4.2.3.5.
Electrical installation reliability
4.2.4.
System train control and signalling
4.2.4.1.
Hot-box Detectors
4.2.5.
System rolling stock (s) rolling stock
4.2.5.1.
Material properties for rolling stock
4.2.5.2.
Passenders for Passenger Ilus
4.2.5.3.
Fire protection in benestog
4.2.5.3.1.
Mean ability
4.2.5.3.2.
Protection of the driver
4.2.5.3.3.
Fire protection of trains transporting passengers and freight or road vehicles
4.2.5.4.
Flame barriers to the passenger train
4.2.5.5.
Other measures to ensure the driving capability in passenger trains that are broken in fire
4.2.5.5.1.
Parent Target and Requirements for Passenger Tour Dripability
4.2.5.5.2.
Braking requirements
4.2.5.5.3.
Traction force requirements
4.2.5.6.
Built fire detectors
4.2.5.7.
Communications systems in trains
4.2.5.8.
Emergency braking of emergency brake
4.2.5.9.
Emergency lighting equipment on train
4.2.5.10.
Disruption of the train's climate installation
4.2.5.11.
Establishment of escape routes in passenger vehicles
4.2.5.11.1.
Passengers for Passengers
4.2.5.11.2.
Passengers for Passengers
4.2.5.12.
Information and access for rescue services
4.3.
Functional and technical specifications for interfaces
4.3.1.
General
4.3.2.
Interfaces subsystem for the infrastructure subsystem
4.3.2.1.
Emergency tove
4.3.2.2.
Tunnel controls
4.2.2.13.
Water supply
4.2.3.
Energy energy
4.2.3.1.
4.7.1.
Rescue for Self-Rescue
4.8.
Infrastructure register and rolling stock register
4.8.1.
Infrastructure Registry
4.8.2.
Register of rolling stock
5.
INTEROPERABILITETSKOMPONENTER
6.
ASSESSMENT OF COMPONENTERNES CONFORMITY OF COMPONENTS APPLICABLE AND VERIFICATION OF SUBSYSTEMET
6.1.
Interoperability Components
6.2.
Partial Systems
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.
Maintenance Rating
6.2.6.
Evaluation of Operational Rules
6.2.7.
Additional requirements for assessment of the specification related to the Infrastructure Manager
6.2.7.1.
Establishment of switches and crossings,
6.2.7.2.
Prevention of unauthorized access to emergency exits and technical space
6.2.7.3.
Brand protection requirements for builder
6.2.7.4.
Self-Rescue facilities, assisted rescue and evacuation in the event of an event
6.2.7.5.
Access and Equipment for Rescue Services
6.2.7.6.
Electrical installation reliability
6.2.7.7.
Hot-box Detectors
6.2.8.
Additional requirements for the assessment of the specs related to the railway company
6.2.8.1.
Information and access for rescue services
6.2.8.2.
Rescue for Self Rescue
7.
GENNEMLEMENTATION
7.1.
Use of this TSI on subsystems that have not yet been used in use
7.1.1.
General
7.1.2.
New rolling stock that is based on an existing construct
7.1.3.
Existing rolling stock for use in new tunnels
4.6.1.
Togo staff and other employees ' special knowledge of tunnels
4.7.
Health and Safety Conditions style="width: 104px;">
7.2.
Use of this TSI on subsystems that are already in use
7.2.1.
Introduction
7.2.2.
Measures to upgrade and renew tunnels that are more than 1 km long-part systems infrastructure and energy
7.2.2.1.
Infrastructure
7.2.2.2.
Energy
7.2.3.
Measures to upgrade and renew the train control and signal, operation and rolling stock subsystem
7.2.3.1.
Train control and signalling : no measures are required
7.2.3.2.
Operation
7.2.3.3.
Rolling stock (passenger trains)
7.2.4.
Other existing tunnels
7.3.
Revision of the TSI
In accordance with Article 8 of Directive 2004 /49/EC (safety directive), they can prescribe new and stricter requirements, and the Commission must be informed of these requirements before they are introduced. Higher requirements must be based on a risk analysis and are justified in a particularlass="TabelTekst"> Future agreements or alteration of existing agreements
7.5.
Cases
7.5.1.
Introduction
7.5.2.
List of Special Case
ANNEX A-
INFRASTRUKTURREGISTER
ANNEX B-
REGISTER OF RULLENDE MATERIEL
ANNEX C-
UNDESTÅENDE PUNKTER
ANNEX D-
MATERIAL MEASURES MEASURES AND MEASURES
ANNEX E-
ASSESSMENT OF SUBSYSTEMS
ANNEX F-
MODULER TO EC VERIFICATION OF SUBSYSTEMS
ANNEX G-
ORDLIST
1.
INTRODUCTION
1.1.
Technical scope
1.1.1.
Tunnel security as part of overall security
This TSI deals with new, renewed and upgraded subsystems. It relates to the following subsystems set out in Annex II to Directive 96 /48/EC and 2001 /16/EC as amended by Directive 2004 /50/EC : Infrastructure ("INF") , energy ("ENE") , train control and signalling ("CCS") , operation ("OPE") and rolling stock ("RST") -WHAT?
Tunnel security shall be affected by general measures to improve rail safety (inter alia signals), which are not specified in the present TSI. It shall provide only the specific measures to be taken to reduce the honest risks that are currently in force in tunnels.
General measures for improving rail safety :
Risks in the context of the actual rail service, such as the risk of derailment and collisions with other trains, are being met by general measures to improve rail safety. The tunnel environment and some associated remedial measures are processed in this TSI to the extent that they affect the safety of railway untunnels.
Tunnel-specific measures :
The purpose of this TSI is to establish a set of uniform measures for infrastructure, energy, train control and signalling, rolling stock and operation & traffic management and, in this way, the optimum security in tunnels the most cost-effective way. It shall allow the free movement of trains complying with the requirements of Directive 96 /48/EC (on high-speed trains) and Directive 2001 /16/EC (on conventional trains), on harmonised safety conditions in railway tunnels in the trans-European rail system.
1.1.2.
Tunnor Length
-
All specifications in this TSI are applicable, unless otherwise specified, for tunnels that are more than 1 km long.
-
In the case of tunnels more than 20 km long, there must be a special investigation of safety conditions which may lead to the establishment of safeguards other than those specified in this TSI, in order to ensure access for interoperable trains (trains that match the relevant TSIs) under acceptable fire protection conditions.
The scenarios that are not provided for in this TSI are listed in section 1.1.7.
2.3.
2.1.
General
The TSI 'safety in rail tunnels' applies to all parts of the railway system that are relevant to the safety of passengers and rail personnel during the run in rail tunnels. The subsystems concerned are defined in 1.1, Technical Scope, and it is also apparent that this TSI applies only to tunnel-specific safety measures. Chapter 2.2 describes risk scenarios in tunnels.
The effort to promote security in tunnels takes place on four consecutive levels : prevention, remediation, evacuation and rescue. The focus is on prevention, followed by redress, etc. Railways are characterized by their inherent capacity to prevent accidents, because the driving is on track and controlled and regulated by means of a signalling system. Community security levels ensure that the restriction of restriction is as low as possible.
BL78_1.jpg Size: (388 X 257)
2.2.
Risk Scenarios
It is assumed in this TSI that appropriate measures are taken in general to respond to the general 'risk of rail services' as part of the safety standards applicable to the railway industry, supported by the other TSIs, which are completed or which the European Railway Agency (ERA) is given a mandate to prepare. However, this TSI will also concern itself with measures which will be able to remedy or reduce the difficulties associated with evacuation or rescue operations following rail accidents.
BL78_2.jpg Size : (388 X  274)
A number of relevant measures have been put in place, which will be able to eliminate or significantly reduce the risks associated with these scenarios. The measures fall within the categories of prevention / remediation / rescue operations. However, in this TSI, they are not described in these categories but under the subsystems provided.
The measures prescribe how to respond to the following three types of events.
2.2.1.
"Heat" occurrences : fire, explosion with subsequent fire, toxic development of toxic smoke and release of toxic gases
The greatest danger is on fire. It is assumed that the fire starts in a passenger train or a fakeness and when its full force is 15 minutes after it has broken out. The fire is detected and alarm calls within the first 15 minutes.
The train is running as far as possible out of the tunnel.
If the train stops, the passengers will be evacuated after the train crew's instructions or they will find their own to a secure area.
2.2.2.
"Cold" events : collisions and derailments
The tunnel-specific measures are centred on access routes / escape routes for use in the evacuation and rescue services. Unlike the hot scenarios, there is no time pressure caused by a fire in a hostile environment caused by a fire.
2.2.3.
Longer Stop
Further stop (a non-scheduled stop for more than 10 minutes in a tunnel without a fire on the train) is not present as such a threat to passengers and personnel. It may, however, trigger panic and result in people spontaneously and uncontrolled leaving the train and are exposed to the tunnel environment. Measures must be taken to respond to such a situation.
2.2.4.
Other cases
Purline to Article 5 (2), In addition, special cases may be laid down for each TSI. These special cases are specified in Chapter 7.
In addition, the specific operating and maintenance rules tunnels.
This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.5.3 Fire protection in freight trains, 4.2.5.4 Fire barriers to passenger trains, 4.2.5.5 Other measures to ensure the driving capacity of passenger trains ; was broken in fire and 4.2.5.6 Built-in fire detectors.
Specific requirements for tunnel certainhe
The specific essential requirements set out in Annex III to Directive 2001 /16/EC, as amended by Directive 2004 /50/EC, which are relevant to the safety of tunnel safety, are set out in the following.
Section 1.1.1 i Annex III (General requirements) : Project, construction or manufacture, and maintenance and surveillance of security-critical parts, whereas, in particular, parts that affect the transport of trains on the Net must guarantee a level of safety corresponding to the targets set for the network, including those specified in a specified situation of failure.
This essential requirement is met by means of the functional and technical specifications in Point 4.2 Functional and technical specifications for the subsystems and 4.5 Maintenance rules.
Section 1.1.4 i Annex III (General requirements) : Facial installations and rolling stock shall be designed and materials chosen to limit the production, dissemination and, effects on fire and smoke in the event of a fire.
This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.2.3 Fire protection requirements for construction materials, 4.2.2.4 Fire safety requirements for building materials and 4.2.5.1 Material properties for rolling stock.
Section 2.1.1 in Annex III (Infrastructure) : appropriate measures must be taken to prevent access to or unwanted incursion into the installations.
This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.2.2 Prevention of unauthorized access to emergency exits and technic spaces.
For appropriate measures to be taken to take account of the special security conditions for long tunnels.
This essential requirement is met by means of this TSI as a whole. It applies to tunnels that are between 1 and 20 kilometres long. With regard to tunnels that are more than 20 km long, see 1.1.2.
Section 2.2.1 of Annex III (Energy) : The operating system of energy supply systems must not be limited to the safety of trains or persons (users, working staff, tenants along the track and third party.
This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.3.1 Segmentation of the cooling line or streamlines, 4.2.3.2 Grounders of the cooling release or streaming brace, 4.2.3.5 Electrical installation reliability and 4.2.3.4 power cables in tunnels.
Section 2.4.1 of Annex III (Rulling stock) : devices must be provided so that passengers can alert the driver to alert the driver, and the staff may contact with him.
This essential requirement is met by means of the functional and technical specifications set out in Section 4.2.5.3 Passenger alarms in the TS-HS RST TSI. This TSI is treated with this essential requirement in Section 4.2.5.7 Communications systems in trains and 4.2.5.8 emergency brake control.
There must be emergency exits, and must be specified where they are located.
 
This essential requirement is met by means of the functional and technical specifications in Section 4.4.6 Information to passengers on train safety and emergency procedures.
To be taken appropriate measures to take into account the special security conditions for long 23px;">
-
environmental protection
-
technical compatibility.
In the context of this TSI, the areas of safety and te routes in passenger vehicles
Passengers for Passengers
Passengers for Passengers
Information and accdiv>
Self-rescue facilities, evacuation, and assisted rescue in the event of an event
Definition of safe area
General
Lateral and / or vertical emergency exits to the surface
Landscape for other tunnel tubes
Alternative technical solutions
Emergency tove
Emergency escape route
Emergency communications
Access to Rescue Services
Editing areas outside of tunnels
Water supply
Energy system energy
Segmentation of the queue release or streaming line
Grounders of contact or streaming brace
Elecmalities
Tuning requirements for power cables
Electrical installation reliability
Partial system train control and signals
Hot-box Detectors
System rolling stock rolling stock
Material properties for rolling stock
Passenger extinguishers for Passenger trains
Fire protection in freight and freight
Meat-ability
Protection of the driver
Fire protection of trains transporting passengers and freight or road vehicles
Firebars for Passenger Name
Other measures to ensure the driving capability in Passenger trains that have been caught on fire
Parent Target and Requirements for Passenger Tability Tability
Brakes and braking requirements
Traction force requirements
Built up fire detectors
Communications systems in trains
Emergency braking of emergency brake
Emergency lighting equipment on a train
Disruption of the train's climate installation
Establishment of escapepx;">
Infrastructure infrastructure subsystem
Establishment of switches and crossings and crossings
4.2.2.6.5.
Alternative technical solutions
4.2.2.4.
Fire safety requirements for build materials
These specifications apply to all tunnels, regardless of their length.
These specifications shall apply to building materials and plants in tunnels other than the structures covered by 4.2.2.3. They must be difficult flammable, non-flammable or fire-proof depending on the design requirements. Materials used for the design of construction equipment shall comply with the requirements of Class A2 in EN 13501-1:2002. Non-bearing panels and other equipment must comply with the requirements of category B in EN 13501-1:2002.
4.2.2.5.
Fire Detection
Technical quarters are enclosed areas with entry / exit doors inside or outside the tunnel, containing the security installations necessary for the following functions : self-rescue and evacuation, emergency communications, rescue and fire extinguishing and supply Dripped stream. They must be equipped with detectors that alert the infrastructure manager in case of fire.
4.2.2.6.
Self-Rescue facilities, evacuation, and assisted rescue in the event of an event
4.2.2.6.1.
Definition of safe area
Definition : a secure area is a place within or outside the tunnel, where all of the following criteria have been met
-
it is possible to survive in the area
-
can be reached for the area with and without help
. -
you can save yourself, if possible, or wait to be saved by the emergency services by using the procedures specified in the contingency plan
-
It is possible to communicate with the Infrastructure Manager control center by means of a mobile phone or a landline.
4.2.2.6.2.
Generally
The tunnel shall be projected taking into account the need for facilities which may be used for self-rescue and evacuation of train passengers and personnel, and which allow rescue services to rescue people if any ; event in a tunnel.
The technical solutions described in 4.2.2.6.3-4.2.6.5 meet this requirement ; one of these solutions must be selected.
4.2.2.6.3.
Lateral and / or vertical emergency exits to the surface
Such exits must be established for each 1000 m.
Lateral and / or vertical emergency exits to the surface must be at least 1,50 metres wide and 2,25 metres high. Doors opened shall be at least 1,40 m and 2,00 m high. The requirements for the exits that serve as primary access routes for the rescue services are described in 4.2.2.11. Access to rescue services.
All exits must be processed by light and signs.
4.2.2.6.4.
Landscape for other tunnel tubes
Traverings between adjacent self-employed tunnels make it possible to use the adjacent tunnel as a safe area. The passports must be lit wie case of fire, the integrity of the building shall be maintained for a sufficient time for passengers and staff to be able to save themselves or evacuate, and emergency services can take action without risk of collapse.
The fire integrity of the completed tunnel surface shall be assessed, whether it is the original rock or a concrete robe. It must be able to withstand the temperatures generated as a result of the fire during a certain"> Elecmalities
The rescue services must be able to connect their equipment to the tunnel's electricity supply system in accordance with the emergency response plan for the tunnel.
Certain national rescue operations c stable so that the rescue services can communicate with their command posts at the scene. The System must make it possible for the rescue services to use their own communications equipment.
4.2.2.11.
Access to rescue services
In the event of an incident, the rescue services must be able to access the tunnel via tunnel portals and / or appropriate emergency exits (see 4.2.2.6.3). These access routes must be at least 2,25 metres wide and 2,25 metres high. The Infrastructure Manager shall describe in the contingency plan which facilities have been designated as access routes.
If the contingency plan requires that there is access to a road, it must be as close as possible to the planned rescue zone. Alternate access methods must be described in the contingency plan.
4.2.2.12.
Redaction areas outside of tunnels
There must be emergency zones of at least 500 m2 in the vicinity of the tunnel and the access roads. Existing roads can be used as rescue areas. If access to a road is not practicable, alternative solutions must be available in consultation with the search services.
4.2.2.13.
Water supply
In consultation with the rescue services, water supplies shall be established on the points where access to the tunnel is accessible. The capacity must be at least 800 litre per litre ; minute for two hours. The water may be obtained from a fire hydrant or another source, such as a reservoir, a river of e.l., capable of providing at least 100 m3 water. It must be described in the contingency plan, how the water is headed to the place where the event occurred.
4.2.3.
Energy system energy
This section deals with the infrastructure part of the energy subsystem.
4.2.3.1.
Segmentation of the queue release or streaming line
These specifications apply to tunnels that are more than 5 km long.
The system providing for running power in tunnels shall be divided into sections of not more than 5 km. These specifications are applicable only if the signal system allows more trains to pass at the same time at each track.
The breaks must be installed in accordance with the requirements of the tunnel contingency plan, and the number of breakers in the tunnel must be reduced as much as possible.
Remote control and interconnection of the individual "power sections".
A communication system and illumination shall be fitted with the circuit breaker for secure manual operation and maintenance of the abort equipment.
4.2.3.2.
Grounders of the contact or streaming line
A grounding device will be installed at the access points to the tunnel and close to the coupling points between the individual sections (see 4.2.3.1). The equipment can consist of either manual or remote fixed installation manual.
The communication systems and lights are being set up to establish the Grounders.
Grounders and liability for land-related procedures shall be determined by the Infrastructure Manager and the emergency services in the contingency plan (see 4.4.4 Grounders procedures).
4.2.3.3.
Separate signs must be set up in the tunnel which lead to places where emergency equipment is available.
4.2.2.10.
Emergency communicati style="width: 631px;">
Emergency lighting equipment on train
The provisions of Section 4.2.7.13 "Emergency lighting" in the TSI HS RST shall also apply to conventional passenger trains, but the emergency lighting must be able to function independently for 90 minutes after the main source has been intercepted.
< In trains carrying passengers and cargo or road vehicles, passenger carriages shall comply with the relevant requirements of Chapter 4.2.5 of this TSI. Further operational requirements may be laid down in national laws to take account of the increased risk associated with these trains, provided that these requirements do not prevent the operation of the train to be held in accordance with Directive 2001 /16/EC, which is : Directive as amended by Directive 2004 /50/EC. (Exceptions in relation to national, bilateral, multilateral or international agreements are set out in Chapter 7.4). Traction units must meet the requirements imposed on passenger locomotives. Godscarts are covered by the relevant TSIas.
4.2.5.4.
Firebars for Passenger Ts
Section 4.2.7.2.3.3 of the TSI-HS RST ' Fire resistance ' shall also apply to conventional trains.
4.2.5.5.
Other measures to ensure the driving capability in passenger trains that are on fire
4.2.5.5.1.
Parent Target and Requirements for Passenger Tability Tability
This section provides for measures to be taken to increase the likelihood that a passenger train that has been breached will be able to run for further :
-
4 minutes for rolling stock in the category A of fire safety category A according to section 1.1.3.1. This target will be considered to be reached if the braking requirements (4.2.5.5.2) are met
-
15 minutes for rolling stock in the category B of the fire safety category B, pursuant to section 1.1.3.2. This target is considered to be reached if the braking and traction requirements (4.2.5.5.2 and 4.2.5.5.3) are met.
In the context of tunnels that are more than 20 kilometres long, the need for further measures to promote infrastructure and operational safety must be assessed. A train in fire safety category B that meets the requirements of the relevant TSIs must not be prevented from running in tunnels that are more than 20 km long.
4.2.5.5.2.
Brakes for braking
The requirements for braking in Section 4.2.7.2.4 of the TS-HS RST apply also to conventional trains in the category A and B.
4.2.5.5.3.
Traction force requirements
The requirements for traction force in Point 4.2.7.2.4 of the TS-HS RST apply also to conventional trains in the category B.
4.2.5.6.
Built-in fire detectors
The requirements of Section 4.2.7.2.3.1 of the TSI-HS RST also apply to conventional trains.
4.2.5.7.
Communications systems in trains
The requirements of Section 4.2.5.1 of the TS-HS RST apply also to conventional trains.
4.2.5.8.
Emergency braking of emergency brake
The provisions of Section 4.2.5.3 "Passenger emergency brake" in the TS-HS RST are also applicable to conventional trains.
4.2.5.9.
Minimum requirements for the protection of the driver : traction units shall be charred by a fire barrier protecting the driver ' s cab. The fire barriers must meet the requirements of the integrity of the cab system for at least 15 minutes. The fire resistance must be tested in accordance with the requirements of EN 1363-1, which deals with the testing of the partition.
(NB : protection of the driver, see alsod>
4.4.1 Adoption of train and appropriate measures
4.2.2.7.1
4.3.2.2.
Tunnels State control
The maintenance of the tunnels is based on the overall characteristics of the maintenance plan in Point 4.5.1 of the TS-HS INS TSI and in the future TSI-CR INS and the additional requirements described in Point 4.5.1 of this TSI.
4.3.3.
Energy subsystem energy interfaces
TSI-CR SRT
TSI-HS ENE
4.2.3.1 The segmentation of the queue release or streamline
4.2.7.Continuation of Power supply in case of disturbances
References relating to interfaces to CR ENE are fixed at a later date when the TSI-CR ENE is available.
4.3.3.1.
Section systems for supplying power with drive power
Section 4.2.3.1 Segmentation of the cooling line or streamlines in the SRT and section 4.2.7 of the TSI-HS ENE applies to the same subjects, namely section sections of the overhanging catenary system and disconnected operation. These points are connected to each other.
4.3.4.
Interfaces of the energy subsystem, train control and signalling
TSI-CR SRT S
TSI-HS CC
TSI-CR CCS
4.2.4.1 Varmflow Detectors
4.2.4.1
The hot-flow detectors shall make it possible to discover an overheating of the axle. TSI-SRT specifies only where the heater detectors are to be placed and does not set any specifications for the subsystem.
4.3.5.
Interfaces of the subsystem operation and traffic management
TSI-CR SRT
TS-HS OPE
TSI-CR OPE
4.5.1Maintenance Plan
References relating to the CRINS interfaces are fixed at a later date when the TSI-CR INS is available.
4.3.2.1.
The dimensions of the emergency tovene are selected on the basis of the TSI-CR PRM, where the width of wheelchairs users are set to 0,75 m.
4.4.
4.2.7.2.3.3
4.2.5.5Other measures to ensure the driving capacity of the passenger train that is on fire
4.2.7.2.4
4.2.5.6Built fire detectors
4.2.7.2.3.1
4.2.5.7Communications Systems in trains
4.2.5.1
4.2.5.8Overstropping of emergency brake
4.2.5.3
4.2.5.9Emergency lighting equipment on the train
4.2.7.13
4.2.5.10Disruption of the train's air-conditioning system
4.2.7.12.1
4.2.5.11Establishment of escape routes in passenger vehicles
4.2.7.1.1 A-C
4.2.2.4.2.1 g
References concerning interfaces to CR RST (other than freight wagons) are determined at a later date when the TSI-CR RST exists.
4.3.6.1.
Rolldown Material Properties
Industry characteristics of materials and components shall be specified in Section 4.2.5.1. The same properties are required for conventional passenger trains as for high-speed trains. Reference is made to point 4.2.7.2.2 of the TSI HS RST. For conventional freight, the appropriate properties of section 4.2.7.2.1 of the TSI-CR WAG.
4.3.6.2.
Other rolling stock specifications
Specifications in Point 4.2.5.2 and 4.2.5.4. 4.2.5.11 of the conventional train TSI-SRT for conventional trains match the specifications for high-speed trains.
4.3.7.
Interfaces for the subsystem moving shmmed
TSI-CR SRT
TS-PRM
Emergency tove 4.2.2.3
Purchase post spaces
4.3.7.1.
Emergency p"7" style="border-bottom: 0.018cm solid #000000; width: 329px;">
4.2.5.2 rolling stock (2) fire extinguishers
4.2.7.2.3.2
If the emergency services require that the flow of running power, they must be guaranteed that the relevant sections of the overhead contact lines or the power lines are disconnected before entering the tunnel or the tunnel in question.
It is the infrastructure manager who is responsible for disrupn must be stopped before it runs into a tunnel, or it must be run out of a tunnel
-
the train in tunnels where there are subterranean stations are evacuated from a subterranean platform. The procedures for this situation shall be determined by the Infrastructure Manager and the railway undertaking and are detailed in the contingency plan.
In any event, the train crew shall immediately inform the infrastructure manager, and other planned trains are prevented from entering the tunnel.
4.4.3.
TunnelEmergency Plan and Exerts
A contingency plan shall be drawn up after the instructions of the infrastructure manager and, where appropriate, in cooperation with railway undertakings, the rescue services and the authorities responsible for the individual tunnels. The schedule must meet the requirements of Section 4.2.3.7 "Emergency situations" in the TSI-CR OPE and comply with the following additional specifications.
The schedule may apply to several tunnels if the tunnels on that line are similar to each other.
4.4.3.1.
Content
The Disaster Recovery Plan must be prepared taking into account the self-rescuing capabilities, evacuation, and assisted rescue available.
The Disaster Recovery Plan must provide at least om :
-
tasks, names, addresses, and telephone numbers for all relevant organizations ; any amendments thereto shall be immediately notified ; the infrastructure manager, which shall update the contingency plan in accordance with this
-
which tunnel is specific and contain a precise description and plan of access routes for the emergency services
-
the measures laid down and the strategy for the evacuation of passengers from the tunnel, if an event occurs there. In the case of a longer stop (as defined in paragraph 2.2 Risk Scenarios), it must be possible to take a decision and take the necessary steps to evacuate passengers (initiate a proper evacuation or to set an appropriate evacuation time) ; within 60 minutes after the train has stopped. The decision must be based on an assessment of the relative risks that passengers are either on the train or moved to a secure area
-
procedures for insulation and Grounders (see 4.4.4).
4.4.3.2.
Identification
All doors to emergency exits or transverse passages (see 4.2.2.6) must be uniquely identified and marked on both sides. The identification must be indicated in the contingency plan and the line and used in any communication between railway undertakings, the Infrastructure Manager and the rescue services. All relevant amendments thereto must be communicated forthwith. The infrastructure manager shall update the contingency plan and update the line book in accordance with this as described in Section 4.2.1.2.2.2 of the TSI-CR OPE.
4.4.3.3.
Iserals
In addition to the opening of a tunnel or a series of tunnels, a full-scale training exercise comprising evacuation and rescue procedures shall be held, for all staff groups specified in the contingency plan.
The contingency plan shall explain how all the organisations concerned can learn the infrastructure and how often to visit the tunnel and to take place drills and other forms of drills.
4.4.4.
Procedures for insulation and Grounders
-
the railway undertaking must have planned how to proceed safely under the resulting phyphoned relationship.
4.4.2.
Contingency Notices
4.8.
Infrastructure Register and Rolldown Register
-
speaker installation
-
emergency lighting
-
door opening system
-
the system for the emergency brake control
-
disruption of the air conditioning
-
togradio
-
function test of (possible) built-in fire detectors
-
escape-path.
4.5.2.2.
Godstog
The maintenance plan for the traction units forming part of a freight train shall in particular include checking to see if there is at least one device for the self-rescue of each tree unit.
4.6.
Qualifications Fact
Personnel carrying out operational tasks related to tunnel safety under the subsystems covered by this TSI and in accordance with the operational rules laid down in Point 4.4 of this TSI must be in possession of the following technical assistance ; Qualifications :
4.6.1.
Togo-personnel and other employees ' special knowledge of tunnels
All professional staff, including train drivers and service personnel, and employees responsible for road management must know how they handle irregular operating conditions in the event of an event and be able to make use of this knowledge. The general requirements set to train drivers and / or service personnel shall be specified in Section 4.6 "Professional Qualifications" of the TSI-CR and in Annex H (minimum requirements concerning the professional qualifications required to run a train) and J (minimum level of professional qualifications for performing tasks associated with train service).
All members of the train crew shall be aware of proper safety behaviour in tunnels, and in particular, in order to evacuate a train in a tunnel. For example, they must request passengers to move on to the next car or to leave the train and drive passengers off the train and to a safe place.
Aid staff (e.g. catering and cleaning staff), which are not part of the train crew defined below, must also be instrured in how they can assist the train crew in its work [ 1 ].
Engineers and managers with responsibility for maintenance and operation of subsystems must be instruged in their professional training in the safety of railway tunnels.
4.7.
Health and Safety Conditions
Personnel who carry out operational tasks related to tunnel security under the subsystems that are covered by this TSI, which implement the TSIM, comply with the following health and safety conditions :
4.7.1.
Rescue device
Competing freight locomotives shall be equipped with a device for self-salvation, which may be used by the driver and other persons on the train, complying with the specifications in standard EN 402:2003 or EN 403:2004. The railway company must select one of hall be carried out by appropriate means to ensure that the structures are still stable and that the profile is complied with ; Specifications.
4.5.2.
Maintenance of rolling stock
TS-HS RST/TSI-CR WAG
4.2.5.2 Illuminers for Passenger trains
TSI-CR SRT, section 4.2.2.5
4.2.2.Self-Rescue, evacuation and assisted rescue in the event of an incident
TSI-CR SRT, section 6.2.7.4
4.2.2.7 Emergency tove
TSI-CR SRT, section 4.2.2.7
4.2.2.8 Emergency escape route
TSI-CR SRT, sections 4.2.2.8
4.2.2.9 escape route T
SI-CR SRT, section 4.2.2.9
4.2.2.10 Emergency communications
TSI-CR SRT, section 6.2.7.5
4.2.2.11 Access to Rescue Services
TSI-CR SRT, section 6.2.7.5
4.2.2.12 No-tunnel Rescue Areas TSI-CR SRT, section 6.2.7.5
4.2.2.13 Water supply
TSI-CR SRT, section 6.2.7.5
4.2.3.1 The segmentation of the contact or strep line
TSI-CR SRT, section 4.2.3.1
4.2.3.2 Soil release or power shines
TSI-CR SRT, section 6.2.7.5
4.2.3.3 Power supply
TSI-CR SRT, section 6.2.7.5
4.2.3.4 lines of electric cables
TSI-CR SRT, sections 4.2.3.4
4.2.3.5 Electrical installation of reliability
TSI-CR SRT, section 6.2.7.6
4.2.4.1 Varmflow Detectors
TSI-CR SRT, section 6.2.7.7
4.2.5.1 Material properties for rolling stock
TSI-CR SRT, section 6.2.7.3
4.2.2.4 Fire safety requirements for building materials
Module SH2
System rolling stock
X
4.5.2 Maintenance of rolling stock TSI-CR SRT, section 6.2.5
4.6.1. The special knowledge of train crews and other employees ' special knowledge of tunnels
TSI-CR SRT, point 4.6.1
4.7.1. Anger for self-rescuing
TSI-CR SRT, section 6.2.8.2
The notified body must be given permission to :
-
to assess each of the above subsystems or
-
to assess only one of the subsystems, but in such a case it must agree with the other notified bodies responsible for assessing the other subsystems, assessing the relevant requirements relating to the other subsystems (see section 4.2). in this TSI.
The declarations of Community versions referred to in Article 18 (2). 1, in and Annex VI to Directive 2001 /16/EC, as amended by Directive 2004 /50/EC and which relate to the subsystem / subsystem concerned, the applicant / s must be drawn up by the applicant / erne.
The EC declaration of verification is required in order to allow the entry into service of the subsystem (s).
The conformity assessment of a subsystem shall be made by one of the following modules or a combination thereof in accordance with section 6.2.2 of this TSI and Annex E to :
Modules for EC verification of subsystems (see Annex F)
Module SB : The type approval for project and development phasers
Module SD : System to ensure product quality for production phase
Module SF : Product Verification verification for production phase
Module SG : Entity Verification
Module SH2 : Fully qualified quality assurance system for design, development and production phases-development and production phases.
The approval procedure and the content of the assessment shall be determined by the applicant and a notified body on the basis of the requirements of this TSI and in accordance with the rules laid down in point 7 of this TSI.
6.2.2.
Consistency assessment procedures (modules)
The applicant must select one of the modules or one of the module combinations in the following table.
Table
Rating Procedures
Subsystem to be evaluated
Module SB + SD
Module SB + SF
Module SG
TSI-CR OPE
4.4.7 Coordination between tunnel control centers
TSI-CR OPE
The railway undertaking or the infrastructure manager shall prove that the requirements of this TSI are complied with. They may do so by using the security management system as described in Directive 2004 /49/EC. Unless otherwise specified in TS-OPE, a notified body is not required to assess separately whether the operating rules of this TSI are met.
The competent authorities concerned shall assess any new or altered operational procedures and processes before any new or modified security approvals or certificates have been issued for the purposes of the implementation of the relevant authorities. This assessment shall be included in the procedure for the issue of security certificates and approvals.
6.2.7.
Additional requirements for assessment of the specification related to the Infrastructure Manager
6.2.7.1.
Establishment of switches and crossings and crossings
The notified body must make sure that, in the technical file, a technical examination that supports the location of switches and crossings in the tunnel and confirms that so few switches and crossings are established as well as : possible, and that it has happened in accordance with the requirements of 4.2.2.1.
6.2.7.2.
Prevention of unauthorized access to emergency exits and technical room
The assessment must confirm that :
-
the doors on emergency exits to the surface and at the technictable are equipped with suitable locks
-
the mounted locks are consistent with the general security strategy for the tunnel and adjacent infrastructure
-
emergency exits cannot be locked from within and can be opened by passengers evacuated
-
access services access conditions are secured.
6.2.7.3.
Brand protection requirements for builders
The notified body must assess the conformity of the fire protection requirements for structures specified in 4.2.2.3 based on the results of the calculations carried out by the infrastructure manager or the adjudicating entity.
6.2.7.4.
Self-Rescue facilities, assisted rescue and evacuation in the event of an event
The notified body must verify that the selected solution is clearly specified in a declaration in the technical file and meets the requirements of 4.2.2.6. In the case of the alternative technical solutions described in Point 4.2.2.6.5, the notified body must verify that the necessary technical examination has been initiated and that the relevant national authorities subsequently approved, it.
6.2.7.5.
Access and rescue services and rescue services
The notified body must examine the technical file and the documentation for the fact that the emergency services have been consulted to confirm that the requirements of the following items have been met :
-
4.2.2.10 Emergency Communications
-
4.2.2.11 Access Services Access
-
4.2.2.12 Redaction Areas Out of Tunnels
-
4.2.2.13 Water Supplies
-
4.">
The relevant national authorities are responsible for the conformity assessment of the maintenance.
6.2.6.
Evaluation of Operational Rules
2.3.2 Earthling or streaming or streaming therms
-
4.2.3.3 ElSuppre
6.2.7.6.
Electrical installation reliayle="width: 82px;">
Operational measures in existing tunnels are initiated in accordance with the requirements of Chapter 7 of the TSI, independent of renewals or upgrade works in other subsystems.
-
Introduction
Subsystems already in use must be upgraded and renewed in accordance with the conditions laid down in Article 14 (1). 3, in Directive 2001 /16/EC.
The transition strategy (see 7.2.2) specifies in this context how the existing subsystems in the tunnel that are being renewed or upgraded are customizable to meet the requirements of the TSIm.
The concepts of reorganization (upgrading) and renewal are defined in Article 2 (l), (m) and (n) of Directive 2001 /16/EC. The measures to be taken then apply, however, to all of the upgrading and regeneration process as a renewal worker.
In order to contribute to the proactive implementation of this TSI, the Member States are invited to promote and support the implementing strategy. In connection with upgrading or regeneration of subsystems relating to a tunnel or rolling stock which is already in use, it should be considered to include other parts that are not included in the upgrading and renewal plans, but which may be brought into service ; in accordance with this TSI, in particular where it makes it possible to achieve significant security benefits and improvements for a limited merges.
If a subsystem related to tunnel safety is reviewed in relation to another TSI for the purpose of renewal or upgrade, the review in relation to this TSI shall include only the systems and components which are directly affected by the relevant works.
7.2.2.
Measures to upgrade and renew tunnels that are more than 1 km long-part systems infrastructure and energy
In the field of upgrading or regeneration of parts of the following subsystems that affect the safety of tunnels, the following measures shall be taken. It is not necessary to make devices and components that are not subject to a specific upgrade or renewal program, consistent at the time of this program.
7.2.2.1.
Infrastructure
-
4.5.1 Tunnel control of tunnels (accountable : IF)
-
4.2.2.2 Prevention of unauthorized access to emergency exits and technical unit (accountable : IF)
-
4.2.2.4 Fire safety requirements (for new material used in the use-responsible : IF, procurement unit)
-
4.2.2.9 escape route delimitation (accountable : IF)
-
4.2.2.10 Emergency communications (accountable : IF)
7.2.2.2.
Energy
4.2.3.4 Requirements for power cables in connection with the replacement of cables (Responsible : IF)
7.2.3.
Measures to upgrade and renew the train control and signal, operation and rolling stock subsystem
In the field of upgrading or regeneration of parts of the following subsystems that affect the safety of tunnels, the following measures shall be taken. It is not necessary to make devices and components that are not subject to a specific upgrade or renewal program, consistent at the time of this program.
7.2.3.1.
Train control and signalling : no measures are required.
7.2.3.2.
Drift
7.1.3.
Existing rolling stock for use in new tunnels
Existing trains will continue to be able to run in tunnels that comply with the TSIM unless it will lower the overall level of security provided for in the notified national provisions.
ANNEX A
Where agreements are concluded containing requirements concerning tunnels, within six months of the entry into force of this TSI, the Member States shall notify the Commission of the following agreements which are relevant to the train operation within this TSI's application :
(a)
national, bilateral or multilateral agreements between Member States and one or more railway undertakings, or infrastructure managers, which are either concluded for a limited period or at a time limit, and which are necessary because the scheduled traffic connection has a very specific or local character
b)
any bilateral or multilateral agreement between railway undertakings, infrastructure managers or Member States which lead to a high level of local or regional interoperability
c)
international agreements between one or more Member States, and at least one third country or between railway undertakings or infrastructure managers from Member States and at least one railway undertaking or infrastructure manager from a third country, which : leads to a high level of local or regional interoperability.
It will be assessed whether these agreements are compatible with EU legislation whether they are non-discriminatory, and in particular whether they are in agreement with this TSI, and the Commission will take the necessary measures, including by incorporating any possibility, special cases or transitional measures in this TSI.
The authorisation of these agreements shall be the subject of force until the necessary measures are taken, including agreements at EU level on this TSI with the Russian Federation and all the other SNG countries bordering the European Union.
It is not necessary to inform the Commission of the RID agreement or COTIF measures, as it is already familiar with them.
7.4.2.
Future agreements or alteration of existing agreements
The conclusion of any future agreement or amendment of existing agreements shall be taken into account in the light of the EU's legislation and, in particular, to the rules of this TSI. Member States must notify
The Commission on such agreements / amendments. Procedure in section 7.4.1 is applicable for applicable.
7.5.
Cases
7.5.1.
Introduction
The following special provisions are allowed for the following special cases.
These special cases fall into two categories : the rules apply either permanently ("P" cases) or temporary temporary ("T" cases). In the temporary cases it is recommended that the Member States concerned establish the appropriate subsystem either by 2010 ("T1 " cases) as the objectives of the Decision of the European Parliament and of the Council. 1692 /96/EC of 23. July 1996 on the Community guidelines for the development of the trans-European transport network, or before 2020 ("T2 "case).
7.5.2.
List of special cases
None
[ 1 ] Togo staff are defined in the scheme of TS-OPE : members of staff on board a train considered competent and designated by the railway undertaking to carry out specific tasks on the train, such as the driver of the train driver or the conductor.
[ 2 ] The security plan is specified in detail in section D of FN/ECE's recommendation.
icon
The Agency shall be informed of any innovative solution that is under consideration, in order to determine whether they should be incorporated at a later stage in the TSIM.
7.4.
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Bus
Location of emergency exits (in miles)
Failed
Ins
Type of emergency exit (stairwell, lift, horizontal, length, passage)
Understanding
For double trenthrntunnel : location of cross-passenger
Enclosed
Emergency lighting
Dim
Entities
Emergency communication (system, channel, etc.)
Failed
View
Location of access to rescue services
Enclosed
Rescue Areas Location
Understanding
Fire hoses (fitted, dry, filled)
Understanding
Supply with water extinguishing water (capacity)
(Failed)
Grounder approach (Automsk/manual)
Add
Enclosed
View
Names of other affected control centres
Contingency plan (yes/no)
Understanding
Underhead
Required fire safety category for passenger trains (1.1.3)
Windex.
Inbox
ANNEX B
REGISTER OF RULLENDE MATERIEL
Requirements for the register of rolling stock
Data
Interoperability Criticism
Security Describe
Basic data
Name of rolling stock
Type
A. Material for high-speed and
B. Material for Conventional Took
C. Material for freight services
a. Electrical locomotive
b. Diesel locomotive
c. EMU
d. DMU
e. General passenger carriage
f. Double-dem passenger cart
g. Sovetruh.Other (e.g. steam for steam locomotives)
Failed
View
-
2.2.1 "Heat" occurrences : fire, explosion with subsequent fire, toxic development of toxic smoke, and rendering of toxic gases
-
View
Passengers for passengers (type and distance in meter)
Windex.
View
Information to passengers on train safety and emergency procedures (yes / no & language)
W.
.
Information and access for rescue services
Failed icon
The register of rolling stock must also contain basic information about including :
2.
Affected parties
-
owner or holder owner
-
the notified body which has approved the rolling stock
-
the national authorities that have designated the notified body
-
the national authorities that issued the entry for use of the entry for the authorization.
3.
Conformity assessment :
-
Certificate of conformity
-
EC declaration of verification
-
Use Permit
-
deployed TSIas.
ANNEX C
UDESTÅENDE PUNKTER
Procedure for conformity assessment of the maintenance rules in Chapter 6-paragraph F4
ANNEX D
SAMPLING MELLEM HAMDELSESTYPER AND MEASURES
As suggested in a workshop between the GD TREN and the rescue services, the three main risk scenarios are in point 2.2
Emergency lighting equipment on the train (yes/no)
On
4.2.5.8 emergency brake line
4.2.3.5 Electrical installation of operational security
4.2.2.10 Emergency Communication
4.2.4.1 Heating Detectors
4.2.2.11 Access Services Access
4.2.5.2 Illuminers to passenger trains
4.2.2.12 Redaction Areas Out of Tunnels
4.2.5.3 Fire protection in goods and
4.2.2.13 Water Supplies
4.2.5.4 Fire barriers to passenger trains
4.2.3.2 Earthling of the contact or streaming line
4.2.5.5 Other measures to ensure the driving capability in passenger trains
4.2.3.3 ElSupple
4.2.5.7 Communications systems in trains
4.2.5.11 Escape routes in passenger vehicles
4.2.7 Emergency uphyve
4.2.2.13 Water Supplies
4.2.2.Self-rescue, evacuation, and assisted rescue in the event of an event
4.5.1 Tunnel Control of Tunnels
4.2.3.5 Electrical installation of operational security
4.2.7 Emergency tove
4.2.5.7 CommunicationSystems in trains
4.2.2.8 Emergency escape routes
4.2.2.9 escape routes
4.4.5 Stract
4.2.2.10 Emergency Communication
4.4.6 The information passengers on train safety and emergency procedures
4.2.2.11 Access Services Access
4.4.7 Coordination between tunnel control centers
4.2.2.12 Redaction Areas Out of Tunnels
4.6.1 Togstafets and other employees ' special knowledge of tunnels
Remedy
Evacuation and Rescue
m; padding-top: 0cm; padding-bottom: 0cm; width: 329px;">
4.4.7 Coordination between tunnel control centers
4.2.2.8 Emergency escape routes
4.2.2.9 escape routes
4.6.1 Togstafets and other employees ' special knowledge of tunnels
4.2.2.10 Emergency Communication
4.2.5.9 Emergency lighting systems in the train
4.2.2.11 Access to Rescue Services
4.2.2.12 No-of-Tunnels
:
ANNEX E
ASSESSMENT OF SUBSYSTEMS
E.1
Scope
This appendix deals with the conformity assessment of the subsystems.
4.4.6 The information passengers on train safety and emergency procedures
Establishment of switches and crossings
X
4.2.2.2.
Prevention of unauthorised access to emergency exits and technic
X
X
4.2.2.3.
Fire protection requirements for structures
X
4.2.2.4.
Fire safety requirements for build materials
X
4.2.2.5.
Fire detection
X
Collection (before commissioning)
4.2.2.11.
Access to Rescue Services
4.2.2.7.
Emergency tove
X
4.2.2.8.
Emergency illumination of escape routes
X
X
4.2.2.9.
Designated escape routes
X
4.2.2.10.
Emergency communications
X
4.2.2.6.5.
X
4.2.3.4.
Requirements for power cables
X
4.2.3.5.
Electrical installation of reliability
X
4.2.5.1.
Material properties for rolling stock
X
4.2.5.2.
Passenters for Passenger trains
X
4.2.5.3.
Fire protection in goods and
Elecmalities
X
X
4.2.5.10.
X
4.2.5.6.
Inbuilt fire detectors
X
4.2.5.7.
Communications systems in trains
X
4.2.5.8.
emergency braking control
X
X
4.2.5.9.
Emergency lighting equipment on the train
X
-
is in accordance with other rules derived from the Treaty.
The type-approval define/td>
4.7.1.1.
Anger to Self Rescue
X
is set up The purpose of the supervision is to ensure that the contracting entity, if involved, and the main contractor duly fulfil the obligations arising from the approved quality assurance system. colspan="4 " style="width : 663px; ">
as well as if it is not included in this documentation,
ure and inspection and testing of the end product, use an approved approval ; quality assurance system to be subject to supervision as specified in point 6. is set up class="TabelTekst"> 6.1
ANNEX F
MODULER TO EC VERIFICATION OF SUBSYSTEMS
F. 1
List of Modules
Modules for subsystems
-
Module SB : Component type-approval
-
Module SD : System to ensure product quality
-
Module SF : Product Verification
-
Module SG : Entity Verification
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Module SH2 : Full Quality Asstruction System with Construction Survey
Maintenance for Maintenance
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Module for the conformity assessment procedure
F. 2
Modules for interoperability constituents
Not applicable (no interoperability constituents).
F. 3
Modules for EC verification of subsystems
F. 3.1
Module SB : Component type-approval
1.
This module describes the EC verification procedure whereby a notified body, at the request of a contracting entity or his authorized representative established within the Community, shall check and certify that a type of infrastructure subsystem, energy, train control and signalling or rolling stock representative of the production envisaged,
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F. 3.2
Module SD : System for production quality assurance
4.
The notified body must :
4.1
examining the technical documentation
4.2
verify that the sample (s) or subassemblies of the subsystem have been manufactured in accordance with the technical documentation and perform or to perform type-examination in accordance with the provisions of The TSI and the relevant European specifications. The preview must be checked by using an appropriate rating module
4.3
conduct a study of design methods, tools and results to assess whether they can satisfy the conformity requirements to the subsystem when the design process is complete if the TSI requires a design examination ;
4.4
identify the elements designed in accordance with the relevant provisions of the TSI and the European specifications, as well as the elements designed, without the relevant provisions of these European Union ; specifications have been applied
4.5
perform or have performed the appropriate examinations and necessary tests in accordance with points 4.2 and 4.3 in order to establish whether the relevant European specifications, when declared to be selected, have actually been used,
4.6
perform or have performed the appropriate examinations and necessary tests in accordance with points 4.2 and 4.3 in order to establish whether solutions meet the requirements of the TSE when the relevant European specifications are not met ; been used
4.7
agreement with the applicant, where the examinations and necessary tests must be performed.
5.
When the type meets the provisions of the TSIM, the notified body must issue a type-examination certificate to the applicant. The certificate must include the name and address of the adjudicating entity and the manufacturer or producers referred to in the technical documentation and the conclusions of the examination, the conditions for its validity and the necessary data for the identification of the approved ; type.
A summary of the relevant parts of the technical documentation is attached to the certificate and a copy is retained by the notified body.
If the adjudicating entity does not obtain a type-examination certificate, the notified body must provide a detailed statement for such a dissection.
An appeal procedure
6.
Each notified body must inform the other notified bodies of the issuer, revoked or rejected type-examination certificates.
7.
The other notified bodies may, upon request, be sent copies of the type-examination certificates and / or the additions to these copies of the type-examination certificates issued. The annexes to the certificates must be stored in order to be made available to the other notified bodies.
8.
The adjudicating entity must keep together with the technical documentation copies of the type-examination certificates and any additions in the entire subsystem's use. It must be forwarded to any Member State requesting it.
9.
In the production phase, the applicant must inform the notified body which stores the technical documentation for the type-examination certificate, of any change that may affect compliance with the requirements of the TSI or the prescribed conditions of use, for the subsystem. In such cases, the subsystem must have a supplementary approval. In such cases, the notified body must carry out the tests and tests that are appropriate a for maintenance and technical documentation for the maintenance of the subsystem
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any technical requirements to be taken into account in the manufacture, maintenance or operation of the subsystem
-
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the associated techniques, processes, and systematic actions that are used for manufacturing, quality control and quality assurance
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Surveys, Controls, and tests to be carried out beinfrastructure or rolling stock, including all information listed in the TSI
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technical documentation for the production and assembly of the subsystem
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evidence of the conformity of production phase with other rules derived from the Treaty (including certificates and certificates)
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a list of the interoperability constituents to be incorporated into the subsystem subsystem
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copies of EC declarations of conformity or suitability for use, which must be accompanied by the components of the components and all the elements that are defined in the Directives annexes Annex VI
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a list of producers involved in constructing, manufacture, mounting, and installing the subsystem
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the detection of all phases referred to in 5.2 is covered by the quality assurance system of the contracting entity and / or the main contractor's quality assurance system
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an indication of the notified body responsible for the approval and supervision of these quality assurance systems.
4.3
The notified body must first examine the application with respect to the validity of the type-examination and the type-examination certificate.
If the notified body considers that the type-examination certificate is no longer valid or is not appropriate and that a new type-examination is required, it must justify its decision.
Quality Assurance System
5.1
The adjudicating entity and / or main contractor shall submit an application for the assessment of their quality assurance systems to a notified body of his choice.
The application must include :
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all relevant information about the subsystem in question
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documentation concerning the quality assurance system
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the technical documentation of the approved type and a copy of the type-examination certificate issued after the completion of the approval procedure in Module SB.
If a contracting entity / main contractor is included only in part of the subsystem project, information about the relevant part of the subsystem must be provided only on the relevant part.
5.2
A contracting entity or main contractor responsible for the entire subsystem project shall have a quality assurance system to ensure that the entire subsystem complies with the type described in the type-examination certificate and the requirements ; in the TSIM. The quality assurance system of the other contractors must ensure that their contribution to the subsystem is in accordance with the type specified in the type-examination certificate and with the requirements of the TSIm.
All elements, requirements and provisions applied by the applicant / s must be documented in a systematic and orderly manner in the form of written policies, procedures and instructions. The quality assurance system documentation must ensure a common understanding of quality assurance policies and procedures such as quality assurance programmes, plans, manuals, and registers.
For all candidates, the documentation must include an adequate description of the following :
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quality goals and organizational structure
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the technical specifications, including European specifications [ 7 ] applied
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any necessary supporcessary documents in this connection, including implementation plans and technical documentation of the subsystem (to the extent that it is relevant) in the case of applicants ' special contribution to the subsystem), to the notified body referred to in paragraph 5.1. In particular, this is included in :
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the documentation concerning the quality assurance system, including the means used to ensure
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for the adjudicating entity or the main contractor responsible for the entire subsystem project :
the overall responsibilities and powers of the management relating to the compliance of the entire subsystem are adequate and correctly defined
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for each applicant :
the quality assurance system is properly managed in order to achieve integration at subsystem level
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quality documents to be presented according to the manufacturing part of the quality assurance system (including installation and installation), such as visitor reports and test data, calibration data, and information about the relevant personnel's qualifications.
6.3
The notified body must periodically perform audits to ensure that the adjudicating entity, if involved, and the main contractor maintains and applies the quality assurance system, and shall draw up a control report to them. When they are using a certified quality assurance system, the notified body must take into account that when implementation of the SEC.
At least one annual visit shall be made for at least one visit during a period in which the relevant activities (manufacture, asseming or installation) are carried out for the subsystem subject to the EC verification procedure specified in point 8.
6.4
The notified body may also pay unannounced visits to the relevant facilities at the applicant / s. For such visits, the notified body may, if necessary, carry out partial or complete checks and carry out or have tests carried out to verify the functioning of the quality assurance system as intended. The notified body must submit to the applicant / s a visit report and, where appropriate, an audit and / or test report.
6.5
The notified body which was chosen by the contracting entity and which is responsible for the EC verification shall, if it does not supervise all the quality assurance systems concerned, shall coordinate the monitoring activities of any other authorised authority ; body that is responsible for the task for :
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ensure that proper management of the interfaces between the different quality assurance systems for the integration of the subsystem
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in cooperation with the Procuring Entity, in conjunction with the adjudicating entity, the elements necessary for the assessment to guarantee the coherence and overall monitoring of the various quality assurance systems.
This coordination includes the notified body's right to :
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to receive all documentation (approval and supervision) by the other notified body (ies)
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to overstay the oversee inspection visits specified in paragraph 6.3
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to have additional auditing visits as specified in paragraph 6.4, for which it is responsible, in collaboration with the other notified bodies.
7.
The notified body referred to in paragraph 5.1 shall have access to the premises, production premises, assembly and installation areas, storage facilities and, where appropriate, prefabrication and installation, and, where appropriate, premises ; testing facilities and, more generally, all locations that it considers necessary to be able to visit to perform its tasks in accordance with the applicant ' s contribution to the subsystem project.
8.
The adjudicating entity, if involved, and the main contractor for a period of 10 years after the last subsystem has been manufactured, store the following so that it may be made available to the national authorities :
6.2
The adjudicating entity if this is involved and the main contractor shall send (or to send) all ne="width: 23px;">
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is in conformity with this TSI and any other applicable TSI, which means that the essential requirements [ 9 ] of Directive 2001 /16/EC have been met and
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is in accordance with other rules arising from the Treaty,
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and must be used.
2 ..
The adjudicating entity [ 10 ] must submit an application for EC verification (through product verification) of the subsystem to a notified body of his choice.
The application must include :
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the name and address of the adjudicating entity or its representative
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the technical documentation.
3.
During this part of the procedure, the adjudicating entity checks and certifies that the subsystem concerned is in conformity with the type described in the type-examination certificate and meets the requirements of the applicable TSI.
The notified body must implement the procedure on the condition that the type-examination certificate issued prior to the evaluation shall remain valid for the subsystem covered by the application.
4.
The adjudicating entity must take all necessary measures to ensure that the manufacturing process (including the installation and integration of the interoperability constituents at the main contractor [ 11 ], when this is involved) ensures the conformity of the subsystem with the type that is described in the type-examination certificate, and with the requirements of the applicable TSI.
5.
The application shall make it possible to understand the design, manufacture, installation, maintenance and operation of the subsystem, and to ensure that it is consistent with the type that is issued type-examination certificate and with the requirements of the TSI that are subject to the TSI, to be evaluated.
The application must include :
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the technical documentation of the approved type, including the type-examination certificate issued after an approval process as defined in module SB
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a general description of the subsystem and its parent structure and structure
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the register of infrastructure or rolling stock, including all information listed in the TSI
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theoretical design and manufacturing documentation, such as drawings, component views, subassemblies, devices, circuits, etc.
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technical documentation concerning the production and assembly of the subsystem
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the technical specifications, including European specifications [ 12 ], used
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any necessary supporting evidence for the use of the abovementioned specifications, in particular where these European specifications with related provisions have not been applied to full
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proof of the production phase compliance with other rules derived from the Treaty (including certificates and attestations)
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a list of the interoperability constituents to be incorporated into the subsystem subsystem
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copies of EC declarations of conformity or suitability for use as the said components must be accompanied by, and all the elements required by the Directives listed in Annex VI
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1.
This module describes the EC verification procedure whereby a notified body checks and certifies, at the request of a contracting entity or his authorized representative established within the Community, that any infrastructure, energy subsystem, or rolling stock, which has already been given a type-examination certificate by a notified body,
proof of compliance with other rules derived from the Treaty (including certificates and attestations)
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technical documentation concerning the production and assembly of the subsystem
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a list of producers involved in constructing, manufacture, mounting, and installing the subsystem.
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conditions for the use of the subsystem (restrictions on driving time or distance, slime boundaries, etc)
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maintenance and technical documentation for maintenance and technical documentation for the maintenance of the subsystem
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any technical requirements to be taken into account in the manufacture, maintenance or operation of the subsystem
F. 3.4
Module SG : Entity Verification
1.
This module describes the EC verification procedure whereby a notified body checks and certifies, at the request of a contracting entity or his authorized representative established within the Community, that a infrastructure subsystem, energy, train control and signalling or rolling stock,
-
is in conformity with this TSI and any other applicable TSI, which means that the essential requirements [ 14 ] of Directive 2001 /16/EC have been met and
-
is in accordance with other rules arising from the Treaty,
and must be used.
2.
The adjudicating entity [ 15 ] must submit an application for EC verification (through unit verification) of the subsystem for a notified body of his choice.
The application must include :
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the name and address of the adjudicating entity or its representative
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the technical documentation.
3.
The technical documentation must enable the design, manufacture, installation and operation of the subsystem to be understood, and to assess whether the subsystem meets the requirements of the TSIm.
The technical documentation must include :
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a general description of the subsystem and its parent structure and structure
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the register of infrastructure or rolling stock, including all information listed in the TSI
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theoretical design and manufacturing documentation, such as drawings, component views, subassemblies, devices, circuits, etc.
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descriptions and explanations necessary to understand the design and manufacturing documentation, maintenance and operation of the subsystem subsystem
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the technical specifications, including European specifications [ 16 ], used
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any necessary supporting evidence for the use of the abovementioned specifications, in particular where the European specifications of related provisions have not been applied to full
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a list of the interoperability constituents to be incorporated into the subsystem subsystem
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copies of EC declarations of conformity or suitability for use as the said components must be accompanied by, and all the elements required by the Directives listed in Annex VI
-
-
all relevant information on service oversight, constant or regular monitoring, customization and maintenance
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the type-examination certificate for the subsystem and the resulting technical documentation as defined in module SB
If the adjudicating entity is responsible for the entire subsystem project (including in particular for the integration of the subsystem), or the contracting entity is directly involved in the design and / or production (including installation and installation), the adjudicating entity EC declaration of conformity and, where appropriate, the EC declarations of suitability for use, which are to be issued for the components under Article 13 of the Directive, together with, where appropriate, the corresponding documents ; (Certificates, certificates, quality assurance systems and inspection reports) issued by the notified bodies
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all relevant information on maintenance, conditions, and restrictions for the use of the subsystem
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all relevant information on service oversight, constant or regular monitoring, customization and maintenance
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the certificate of conformity of the notified body referred to in paragraph 7 shall be assisted by the corresponding verification documents and / or calcials and with the signature of the notified body, stating that the project is in accordance with the Directive ; and the TSE, and, where necessary, the reservations that have been taken during the execution of the activities and not withdrawn. If applicable, the certificate must also be accompanied by visitation and inspection reports drawn up in connection with approval
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proof of compliance with other rules derived from the Treaty (including certificates and attestations)
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the register of infrastructure or rolling stock, including all the information listed in the TSIM.
9.
The documentation that settlements the certificate of compliance must be stored in the adjudicating entity.
The adjudicating entity must keep a copy of the technical documentation through the duration of the subsystem and for a further period of three years ; it must be sent to any other Member State which may request it.
F. 3.5
Module SH2 : Full Quality Asstruction System with Construction Survey
1.
This module describes the EC verification procedure whereby a notified body checks and certifies, at the request of a contracting entity or his authorized representative established within the Community, that a infrastructure subsystem, energy, train control and signalling or rolling stock,
-
is in conformity with this TSI and any other applicable TSI, which means that the essential requirements [ 19 ] of Directive 2001 /16/EC have been met and
-
is in accordance with other rules resulting from the Treaty and may be used in use.
2.
The notified body must carry out the procedure, including a design examination of the subsystem, on condition that the adjudicating entity [ 20 ] and the main contractor are meeting the commitments set out in point 3.
The "Main contractor" refers to companies that, through their activities, contribute to meeting the essential requirements of the TSI :
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the company that is responsible for the entire subsystem project (including in particular for the integration of the subsystem)
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other companies that are included only in part of the subsystem project (e.g. in construction, installation, or installation of the subsystem).
Thus there are no subcontractors of interoperability constituents and other components.
3.
The adjudicating entity or its main contractor shall, for the part of the part, subject to the EC verification procedure, in the design, manufacture and testing of the final product, the quality assurance system as referred to in point 5, which must be subject to the supervision as specified in point 6.
The main contractor responsible for the entire subsystem project (including, in particular, for the integration of the subsystem) must, in all events of the design, manufact50px;">
8.
The notified body must be responsible for assemfying the technical documentation to be attached to the EC declaration of verification. The technical documentation must contain at least the information provided for in Article 18 (2) of the Directive. 3, and in particular :
-
-
techniques, processes, and systematic actions for the control and verification of the design that will be used for the design of the subsystem
If the adjudicating entity does not obtain a design-examination certificate, the notified body must provide a detailed statement for such a dissection.
An appeal procedure
4.5
In the production phase, the applicant must inform the notified body which stores the technical documentation for the design examination certificate, of any change that may affect compliance with the requirements of the TSI or the prescribed requirements ; terms of use of the subsystem. In such cases, the subsystem must have a supplementary approval. In such cases, the notified body must carry out the examinations and tests that are appropriate and necessary for the changes. The supplementary approval may be granted either in the form of an addition to the original design-examination certificate or of a new certificate issued after revocation of the old certificate.
5.
Quality Assurance System
5.1
The adjudicating entity and / or main contractor shall submit an application for the assessment of their quality assurance systems to a notified body of his choice.
The application must include :
-
all relevant information about the subsystem in question
-
documentation concerning the quality assurance system.
-
If a contracting entity / main contractor is included only in part of the subsystem project, information about the relevant part of the subsystem must be provided only on the relevant part.
5.2
A contracting entity or main contractor responsible for the entire subsystem project shall have a quality assurance system that ensures that the entire subsystem complies with the requirements of the TSIm.
The quality assurance system of other developers must ensure consistency between their contribution to the subsystem and the requirements of the TSIm.
All elements, requirements and provisions applied by applicants must be documented in a systematic and orderly manner in the form of written policies, procedures and instructions. The quality assurance system documentation must ensure a common understanding of quality assurance policies and procedures such as quality assurance programmes, plans, manuals, and registers.
In particular, the system must contain an adequate description of the following :
-
for all candidates :
-
quality goals and organizational structure
-
the associated techniques, processes, and systematic actions that are used for manufacturing, quality control and quality assurance
-
Surveys, Inspections, and tests to be carried out before, during and after design, manufacture, installation and installation, and the frequency of this
-
the quality records, such as visitation reports and test data, calibration data, information on the qualifications of the relevant staff, and so on.
-
in the case of the main contractor, to the extent that it is relevant for his contribution to the subsystem ' s design :
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the technical specifications, including European specifications, which will b -
Indication of the notified body (s) responsible for the approval and supervision of such quality assurance systems.
4.3
The adjudicating entity shall submit to the results of the examinations, checks and tests [ 22 ], includin
8.
The adjudicating entity, if involved, and the main contractor for a period of 10 years after the last subsystem has been manufactured, store the following so that it may be made available to the national authorities :
-
the documentation concerning the quality assurance system, including the means used to ensure
-
for the adjudicating entity or the main contractor responsible for the entire subsystem project :
the overall responsibilities and powers of the management relating to the compliance of the entire subsystem are adequate and correctly defined
-
for each applicant :
the quality assurance system is properly managed in order to achieve integration at subsystem level
-
quality documents to be presented in accordance with the design part of the quality assurance system, such as analysis results, calculars, tests and so on.
-
quality documents to be presented in accordance with the manufacturing part of the quality assurance system (including installation, installation, and integration), such as visitor reports and test data, calibration data, and information about the relevant personnel's qualifications.
6.3
The notified body must periodically perform audits to ensure that the adjudicating entity, if involved, and the main contractor maintains and applies the quality assurance system, and shall draw up a control report to them. When they are using a certified quality assurance system, the notified body must take into account that when implementation of the SEC.
At least one annual visit shall be made for at least one visit during a period in which the design, manufacture, assembly or installation of relevant activities (s) of the subsystem subject to the EC verification procedure shall be carried out ; specified in point 4.
6.4
The notified body may also pay unannounced visits to the applicant / ers ' plant as referred to in point 5.2. For such visits, the notified body may, if necessary, carry out partial or complete checks and carry out or have tests carried out to verify the functioning of the quality assurance system as intended. The notified body must submit to the applicant / s a visit report and, where appropriate, an audit and / or test report.
6.5
The notified body which was chosen by the contracting entity and which is responsible for the EC verification shall, if it does not supervise all the quality assurance systems in question referred to in point 5, shall coordinate the supervisory activities at the same time ; any other notified body that is responsible for the task for :
-
ensure that proper management of the interfaces between the different quality assurance systems for the integration of the subsystem
-
in cooperation with the Procuring Entity, in conjunction with the adjudicating entity, the elements necessary for the assessment to guarantee the coherence and overall monitoring of the various quality assurance systems.
This coordination includes the notified body's right to :
-
to receive all documentation (approval and supervision), drawn up by the other notified body (s)
-
to oversee the oversee monitoring visits as specified in 5.4
-
to have additional inspection visits as specified in item 5.5, which it is responsible for, in cooperation with the other notified body (s) of the notified body
7.
The notified body referred to in paragraph 5.1 shall have access to design facilities, premises, production premises, assembly facilities and installation areas, storage facilities and, where appropriate, of the notified body ; prefabrication and testing facilities and, more generally, to all locations which it considers necessary to be able to visit to perform its tasks in accordance with the applicant ' s contribution to the subsystem project.
The purpose of the supervision is to ensure that the contracting entity, if involved, and the main contractor duly fulfil the obligations arising from the approved quality assurance system.
6.2
The ad26px;">
a contingency plan is a plan drawn up in accordance with the instructions of the infrastructure manager and, where appropriate, in cooperation with railway undertakings, the rescue services and the authorities responsible for the individual tunnels of the contingency plan ; be prepared in the interest of the facilities for self-rescue, evacuation, and assisted rescue available
fire-proof power cable [ 5 ] The essential requirements are reflected in the technical parameters, interfaces and benefits requirements, as specified in this TSI's Chapter 4.
[ 6 ] In this module, the "procuring entity" means the subsystem's contracting entity as defined in the Directive or its authorised representative established within the European Union '.
[ 7 ] The definition of a European specification is laid down in Directive 96 /48/EC and 2001 /16/EC. The application guide to the TSIs for the high-speed line explains how to use European specifications.
[ 8 ] As far as the rolling stock TSI is concerned, the notified body may participate in the final operational test of locomotives or train sets under the conditions specified in the applicable TSI.
[ 9 ] The essential requirements are reflected in the technical parameters, interfaces and benefits requirements, as specified in this TSI's Chapter 4.
[ 10 ] In this module, "the Procuring Entity" means "the adjudicating entity" as defined in the Directive or its authorised representative established within the European Union '.
[ 11 ] "The main contractor" refers to companies which, through their activities, contribute to meeting the essential requirements of the TSI ; it concerns the company that may be responsible for the entire subsystem project or other companies which are exclusively limited to : participate in part of the subsystem project (e.g. installation or installation).
[ 12 ] The definition of a European specification is laid down in Directive 96 /48/EC and 2001 /16/EC. The application guide to the TSIs for the high-speed line explains how to use European specifications.
[ 13 ] The notified body must participate in the final operational test of rolling stock or train sets at the time of the rolling stock TSI, in particular of rolling stock TSI. It will be set forth in the relevant chapter of the TSIM.
[ 14 ] The essential requirements are reflected in the technical parameters, interfaces and benefits requirements, as specified in this TSI's Chapter 4.
[ 15 ] In this module, the "Procuring Entity" means "the adjudicating entity" as defined in the Directive or its authorised representative established within the European Union '.
[ 16 ] The definition of a European specification is set out in Directive 96 /48/EC and 2001 /16/EC. The application guide to the TSIs for the high-speed line explains how to use European specifications.
[ 17 ] The conditions governing the delegation of controls and tests must correspond to those who apply to a notified body of subcontracting (see. section 6.5 of the blue guide for the new method, Blue Guide to the New Approach (a).
[ 18 ] The notified body must examine the various parts of the work subsystem, and before, during and after completion of the work :
the various risk and safety implications of the subsystem and its various parts of the system
-the use of existing equipment and systems :
-used in the same way used before used before, but adapted to use in the new work
-the use of existing constructions, technologies, materials and production techniques
-construction, production, testing and commissioning activities
-operational and service tasks
-previous approvals from other competent bodies
-accreditations from other affected bodies :
-the notified body may take into account a valid accreditation according to EN 45004, provided that there is no conflict of interest that the accreditation covers the test to be carried out and that the accreditation is debit year there, if no formal accreditation is available, the notified body must confirm the supervision of the systems for the control of competence, independence, testing and material handling processes, facilities and equipment, and other processes of ; relevance to the contribution to the part-system-notified body must in any event be appropriate, consider whether the arrangements are appropriate and decide which inspection is required
-the use of homogeneous lots and systems in accordance with Module.
[ 19 ] The essential requirements are reflected in the technical parameters, interfaces and benefits requirements, as specified in this TSI's Chapter 4.
[ 20 ] In this module, "the Procuring Entity" means the "adjudicating entity" as defined in the Directive or its authorised representative established within the European Union '.
[ 21 ] The definition of a European specification is laid down in Directive 96 /48/EC and 2001 /16/EC. The application guide to the TSIs for the high-speed line explains how to use European specifications.
[ 22 ] The test results may be submitted at the same time as the application or at a later date.
[ 23 ] The notified body must participate in the final operational test of rolling stock or train sets at the time of the rolling stock TSI, in particular of rolling stock TSI. It will be set forth in the relevant chapter of the TSIm.
ANNEX G
ORDLIST
contingency
Rating of maintenance arrangements : conformity assessment procedure
This is an outstanding item.
[ 1 ] The essential requirements are reflected in the technical pding-left: 0.101cm; padding-right: 0cm; padding-top: 0cm; padding-bottom: 0cm; border-left: 0.018cm solid #000000; border-bottom: 0.018cm solid #000000; width: 526px;">
a fireproof cable is a protected cable that is protected so that it does not release combustion substances into the environment in the event of a fire
operating categories
safety category for vehicles used on various networks
tunnels that are in extending each other
two or more tunnels, which are not separated by more than 500 m in free air and not have access to a secure area in the open section, these tunnels are considered as one tunnel and the relevant specifications ; must be observed. 500 m corresponds to the maximum length of the train with extra distance on both sides (poor braking, etc.)
IF
Infrastructure Career
JV
railway undertaking,
Grounders
measure, thereby running the overhead or power rail connects directly to the ground to avoid the high contact voltage while working on electrified lines
emergency communication
1)
the communication between the staff of the railway undertaking and the infrastructure manager of an emergency
2)
Rail-dependent communication system used by rescue services and governmental authorities
Rescue Area
region where the rescue services are installing different equipment (priority of casualties, command centre, on-site, pumpestation, etc.), may also be used as a means of use as a means of order ; starting point for evacuation
rescue services
include fire brigade, medical organizations (e.g. the Red Cross), technical organisations (e.g. THW in Germany), special military or police units (e.g. the engineering troops and search and rescue services)
secure area
definition in point 4.2.2.6.1 : a safe area is a safe area within or outside the tunnel, where all of the following criteria have been met
-
it is possible to survive in the area
-
to reach the range with and without help
-
you can save yourself if it is possible or wait to be saved by the emergency services by using the procedures specified in the contingency plan
It is possible to communicate with the Infrastructure Manager control center by means of a mobile phone or a landline
Engineering
rooms with technical equipment for railway use (e.g., signal equipment, energy supply and driving power)
temperature / time-curves
design and assessment specifications, in this case : Specification of Design Fire showing the temperature of temperatures as a function of time
train staff