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Technical Specifications For Interoperability Relating To The Arrangements For The Trans-European Conventional Rail System "subsystem Traffic Operation And Management ''

Original Language Title: Savstarpējas izmantojamības tehniskās specifikācijas piemērošanas kārtība attiecībā uz Eiropas parasto dzelzceļu sistēmas apakšsistēmu "Satiksmes nodrošināšana un vadība’’

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Cabinet of Ministers Regulations No. 172 in Riga 2009 24 February (pr. 14. § 16) technical specifications for interoperability relating to the arrangements for the trans-European conventional rail system "subsystem traffic operation and management '' Issued in accordance with article 43 of the law of the railway's second part 1. these provisions are accepted and approved the technical specifications for interoperability relating to the application of the Ei European conventional rail system, subsystems and va traffic" in recent years, '' according to the European Commission on 11 august 2006 in decision 2006/920/EC concerning the technical specification for interoperability relating to the trans-European conventional rail system subsystem traffic operation and management "." 2. These regulations apply along with the laws and regulations of the European rail system interoperability. Prime Minister i. Godmanis traffic Minister a. shlesers traffic Ministry submitted the accepted and approved by the Cabinet on 24 February 2009. Regulations No 172 technical specification for interoperability subsystem-traffic operation and management

1. Introduction 1.1. technical scope 1.2. Geographic scope of subsystem/scope 2.1 the definition of subsystem 2.2 scope 2.2.1. personnel and trains operating principles 2.2.2 2.2.3. Applicability to current wagons and infrastructure 2.3. link to this TSI with Directive 2004/49/EC (3). the essential requirements 3.1. Compliance with essential requirements essential requirements overview 3.2 3.3. With these requirements related to specific aspects of Safety 3.3.1 3.3.2. Safety and uptime. health 3.3.3 3.3.4. environmental protection 3.3.5. technical compatibility With 3.4 and traffic management subsystems directly related aspects of Security 3.4.1 3.4.2. Safety and uptime 3.4.3. technical compatibility 18 4. characterisation of the Subsystem 4.1 Introduction 4.2. Subsystem and technical specifications 4.2.1. specifications of staff eligible 4.2.1.1 4.2.1.2. General requirements for train drivers in the documentation for the engineer 4.2.1.2.2 4.2.1.2.1. Statements. To use the railway line and the lines next to the description of the existing equipment 4.2.1.2.2.1. Route description preparation. Converted elements 4.2.1.2.2.3 4.2.1.2.2.2. Driver information real time motion graphics in 4.2.1.2.3.4.2.1.2.4. rolling stock 4.2.1.3. rail company personnel that is not required for train drivers, documentation 4.2.1.4. Documentation required by the infrastructure manager, which gives the train movement authorization 4.2.1.5. Train crew, another railway company staff and staff who give permission to train movements, with security related messages between trains subject To 4.2.2 specifications 4.2.2.1. Train 4.2.2.1.1. General visibility requirement 4.2.2.1.2. Bow 4.2.2.1.3. Tail section 4.2.2.2. Train audibility. General requirements 4.2.2.2.1 4.2.2.2.2. Control 4.2.2.3. identification of Vehicle 4.2.2.4. loading of freight wagons 4.2.2.4.1. Weight distribution 4.2.2.4.2. Load on axis 4.2.2.4.3. Securing load kinematic 4.2.2.4.4. envelope 4.2.2.4.5. cargo covering 4.2.2.5 4.2.2.6. Train trainset braking 4.2.2.6.1. Minimum requirements for braking system the braking efficiency 4.2.2.6.2.4.2.2.7. Train maintenance agenda 4.2.2.7.1. General requirement 4.2.2.7.2.4.2.3 data requested To train operation-related specifications 4.2.3.1. Train scheduling 4.2.3.2. Train identification 4.2.3.3. Train departure 4.2.3.3.1. checks before departure 4.2.3.3.2. Infrastructure Managers information on train running position 4.2.3.4. Traffic Control 4.2.3.4.1. General requirements reporting trains 4.2.3.4.2.4.2.3.4.2.1 data. required to report on the location of train 4.2.3.4.2.2. expected transfer time 4.2.3.4.3. dangerous goods 4.2.3.4.4. operating quality 4.2.3.5. Register Data 4.2.3.5.1. Surveillance data tracking outside the train 4.2.3.5.2. Surveillance data logging train 4.2.3.6. Interfered with the operation mode 4.2.3.6.1. Notify others train engineer 4.2.3.6.2. informing 4.2.3.6.3. Emergency measures management 4.2.3.7. emergency assistance 4.2.3.8. train crew accident or serious rolling stock in the event of disruption 4.3 operational and technical Interfaces specification 4.3.1. Interfaces with the infrastructure TSI 4.3.2. Interfaces with the control and command and signalling TSI 4.3.2.1. Monitoring data logging driver alertness 4.3.2.2. device 4.3.2.3. Ertms/ETCs and ERTMS/GSM-R in 4.3.2.4. operating rules signal and trackside signs next to seeing the train braking 4.3.2.5.4.3.2.6. Sanding. The required professional qualifications relevant to the elements driving the data logging and 4.3.2.7. hot-box detection 4.3.3. Interfaces with the rolling stock TSI, 4.3.3.1. the vehicle identification 4.3.3.2. braking 4.3.3.3. requirements for passenger carriages of the train visibility 4.3.3.4.4.3.3.4.1. Train composition the first wagon train in the direction of the movement of the train's tail 4.3.3.4.2. part 4.3.3.5. Train audibility 4.3.3.6. Signal visibility 4.3.3.7. Driver vigilance device 4.3.3.8. Train and Annex B 4.3.3.9. the loading of freight wagons 4.3.3.10. The warranty that train is running order, and dangerous goods, train 4.3.3.11 (H) and (L) Annex 4.3.3.12 rules in times of emergency and emergency management data logging 4.3.3.13.4.3.4. Interfaces with the application of the TSI telematic 4.3.4.1. Train identification 4.3.4.2 trainset 4.3.4.3. Train departure 4.3.4.4. Train movement 4.3.4.5. identification of Vehicle operating rules 4.4 4.5 maintenance rules 4.6. Professional qualifications 4.6.1. Professional competence 4.6.1.1. Professional Knowledge 4.6.1.2. ability to use the knowledge in practice 4.6.2. Language skills. principles 4.6.2.2 4.6.2.1. Language knowledge levels 4.6.3. staff original and constant evaluation 4.6.3.1 4.6.3.2. The basic elements of training. needs analysis 4.6.3.2.1. Training needs analysis training 4.6.3.2.2. needs analysis update 4.6.3.2.3. Special requirements for train crews and support staff to 4.6.3.2.3.1. Route knowledge 4.6.3.2.3.2. Knowledge of rolling stock 4.6.3.2.3.3. Support 4.7. health and safety conditions 4.7.1. introduction 4.6.2 criteria for approved occupational doctors and medical organizations 4.7.3. The criteria approved by the psychologist, to make psychological assessments psychological assessments and develop requirements for 4.7.3.1 4.7.3.2. Counselor Certification. The psychological content of the assessment and interpretation of evaluation resources 4.7.3.3. choice medical examination and 4.7.4. psychological assessment prior to hiring 4.7.4.1.4.7.4.1.1. Medical examinations mandatory content 4.7.4.1.2. Psychological assessment 4.7.4.2.4.7.4.2.1. After taking periodic medical examination frequency 4.7.4.2.2. Required periodic medical examination content 4.7.4.2.3. additional medical examination and/or psychological assessment 4.7.5. medical requirements 4.7.5.1. General requirements for 4.7.5.2. requirements vision 4.7.5.3. requirements for hearing 4.7.5.4. Pregnant 4.7.6. Special requirements for train drivers duties 4.7.6.1. Periodic medical examination frequency 4.7.6.2. Medical examination of additional content see 4.7.6.3. additional requirements for additional 4.7.6.4. requirements for hearing and speech 4.7.6.5.4.7.6.6. help Anthropometry injury case 4.8. Infrastructure and rolling stock registers 4.8.1. Infrastructure 4.8.2. rolling stock 5. Interoperability constituents 5.1. Definition 5.2. Component List component efficiency 5.3 and 6 component specifications and/or suitability for use assessment and verification of the subsystem 6.1. Interoperability constituents 6.2. Traffic operation and management subsystem 6.2.1 6.2.2. principles and procedures documentation 6.2.3. evaluation procedure 6.2.3.1. The decision of the competent authority 6.2.3.2. If you are asked to estimate system performance 6.2.4.7. Introduction 7.1. principles for the implementation of the guidelines 7.2 7.3. Special cases 7.3.1 7.3.2. introduction special occasion list in Annex A1. Annex. ERTMS/ETCS operating conditions 3.1.1. Ertms written order 01 3.1.2. written order of ERTMS 02 3.1.3. Ertms order writing 03 3.1.4. Ertms written order 04 3.1.5. Ertms order writing 05 3.1.6. Ertms written order 06 3.1.7. Ertms text message A2. Annex. The ERTMS/GSM-R operating rules, annex B. Other provisions that allow you to operate in a variety of new harmonised structural subsystems a. General b. Personal security protection (C). The operational interface with signalling and control equipment D. E. Train movements deviations, accidents and incidents in Annex C. With safety-related communications methodology I received, say again (+ speak slowly) correct error (+ I say again) ending the wait for call again a reference procedure ... error (+ prepare new form ...) error + I say again error + repeat again, say again (+ speak slowly) A G H J Alpha Golf Hotel Juliet kilo K M N O P the Mike November Oscar Papa T Tango U Y Z Zulu Yankee Uniform............................. " (number) here................ "signal (name) … … … … … …. (name) here the train … … … … …. (number) to prepare the procedure … …. correct error + I say again received negative, say again (+ speak slowly)...................." (number)

message......................... " (number) Annex d. Information that should be available to the railway company in relation to the line (s) that it intended to use the annex E. Language and communication skills in annex F. Guidance and traffic control subsystem evaluation procedures will be taken in the process of operation (s) further amendments and updating (Note: this does not include the following major changes or new (s) (s) – in this case, these guidelines for new documentation submission), annex G. Informative and optional elements that need to verify each X X A X A subsystem (H) attachment. Minimum requirements for train drivers, the professional qualifications of annex I. Not used J. The minimum requirements for professional qualifications with the train for tasks related to Annex K. Do not use the L. The minimum requirements for professional qualifications to ensure availability of the M train. Annex N has not been used. Guidelines for the implementation of this annex. Annex P is not in use. Vehicle identification annex P. Identification of the vehicle Self-propelled speed refrigerated wagons category letter K-two-axle platform standard wagon refrigerated wagons in Annex Q. Not use R. Train ID S. Visibility of the train-tail part T. The braking performance of the attachment. Open the list in annex V. Statement preparation and documentation of the engineer atjaunināšn glossary of technical interoperability specifications and traffic control subsystem 1. Introduction 1.1. technical scope This technical specification for interoperability (TSI) refers to traffic and management subsystem contained in the Directive 2001/16/EC annex II, point 1, the list in. Details of this subsystem is given in Chapter 2. 1.2. the geographical scope of this TSI is the geographic scope of the trans-European conventional rail system, as described in annex I to Directive 2001/16/EC. The content of this TSI in accordance with the provisions of Directive 2001/16/EC article 5 paragraph 3 of this TSI: (a)), which provided for the traffic and control sub-system – Chapter 2; (b)) specifies the essential requirements for each subsystem concerned and its interfaces with other subsystems — Chapter 3; (c)) shall be determined the operating and technical specifications to be met by the subsystem and its interfaces with other subsystems. If necessary, these specifications may vary according to the use of the subsystem, for example, depending on the provided for in annex I to the directive of the track, node and/or rolling stock category – Chapter 4; d) determine the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system — Chapter 5; e) in each case indicate the conformity or suitability for use assessment procedures; It provides inter alia in decision 93/465/EEC or, where appropriate, the modules, the use of the arrangements, by evaluating the interoperability components the conformity or the suitability for use as well as EC verification of subsystems. If you have documents that you can refer to the implementation of this TSI, they are listed in Chapter 6; f) indicate the strategy for implementing the TSIs. In particular, to clarify the intended intermediate and principles that may be applied, making a gradual transition from the existing situation to the final situation in which compliance with the TSIs shall be the norm — Chapter 7; g) indicate, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of the subsystem, as well as for the implementation of the TSI — Chapter 4. In addition, in accordance with paragraph 5 of article 5, for each SITE may provide specific cases. They are indicated in Chapter 7. Chapter 4 of this TSI also presents operational and maintenance rules specific to the scope indicated in the above paragraphs 1.1 and 1.2. 2. Subsystem definition/scope 2.1 the subsystem traffic operation and management subsystem is defined in Directive 2001/16/EC annex II, point 2.4. It shall in particular include the • "work practices and equipment that provides the structure of the different subsystems coordinated action both normal and degraded mode, including, among others, train driving, traffic planning and management. • the professional qualifications necessary for cross-border transport. " 2.2. scope the scope of this TSI applies to the infrastructure manager and the railway undertaking and traffic control subsystem, which is associated with the operation of conventional trains on the railway system in the trans-European transport network. This TSI on traffic operation and management specifications can be used as a reference document for the operation of the train, even if not covered by the scope of this TSI.
2.2.1. the personnel and trains 4.6 and 4.7. subsection refers to personnel who undertake such tasks as essential for safety driving and escorting when related to border crossing (s) and work in any territory in which the infrastructure manager's network statement is defined as existing outside of the "borders" and is included in the security permissions for this officer. If the work to be carried out before any particular railway network "border", as described above, is not considered that personnel crossing the border. The staff who takes such safety critical tasks as dispatcher service and train traffic management, Member of the professional qualifications and health and safety conditions for mutual recognition. To the personnel who take such safety critical tasks associated with the train's final preparations before it crosses the border (s) and working in any area outside of the "border", as described above, subject to subsection 4.6 on the health and safety conditions for mutual recognition. If all the train cars that cross the national border (s) cross it just before the railway network "border", as described above, is not considered a cross-border train services. This is summarized in tables below. Staff who ensure that the operation of the train, which crosses national borders and continue the movement beyond the boundaries of network rail obliged the professional qualifications of medical requirements driving and escorting 4.6 4.7.

Train movement control of mutual recognition mutual recognition train availability assurance 4.6 mutual recognition controller services mutual recognition mutual recognition of staff, which ensure the operation of the train, which does not cross State borders or crosses it just before the railway network boundaries duty Medical professional qualification requirements driving and escorting mutual recognition mutual recognition of control train movements mutual recognition mutual recognition provision train availability mutual recognition mutual recognition controller services mutual recognition mutual recognition when reading these tables It should be noted that Chapter 4 paragraph 2 of section 1 of the communications described in the principles are mandatory.
2.2.2. the operating principle of the design of the current infrastructure and project differences in Europe, at least in part, caused the current differences in the rules and procedures, often can be prevented only with great features. Therefore, the overall objective of this TSI version, which is the first since the Directive 2001/16/EC entered into force, not to develop uniform rules of the trans-European conventional rail traffic operation and management. However, the same situations must be identical to the rules and procedures that allow you to match the new structure of the operation subsystem, which intended to include the trans-European transport network, and in particular those which are directly related to the new control and command and signalling systems. Originally this SITE documents related only to conventional rail "and" traffic control "subsystem elements (as described in Chapter 4) in those operating in areas where mainly exist to interface with the railway undertakings or infrastructure managers in which interoperability has particular advantages. It, to take account of Directive 2004/49/EC (railway safety directive). Further provides that the details of the European rail traffic management system (ERTMS) operating conditions to be specified in the annex to this TSI (ERTMS/ETCS in annex A1, ERTMS/GSMR A2.) when they become available. Currently attached to A1. the attachment is only a warning and is not mandatory, since the rules are not yet fully developed.
2.2.3. the applicability of existing wagons and infrastructure

Although most of the requirements included in this TSI are associated with processes and agendas, their number is known, however, is associated with the natural elements, trains and wagons, which are important for the operation. The design criteria for this element are described in the TSI which apply to other subsystems, such as the rolling stock subsystem. And traffic management in the context of the TSI takes account of operational functions of the elements. In such cases, acknowledges that the currently used rolling stock equipment/infrastructure transformation to meet fully the requirements of this TSI, it would not be cost beneficial. Therefore, the relevant requirements should only apply to new elements or if upgrading or renewing items and need a new permit to be transferred into Directive 2001/16/EC article 14, paragraph 3. 2.3. link to this TSI with Directive 2004/49/EC although this SITE is designed in accordance with the interoperability directive 2001/16/EC, in view of the requirements which are closely linked with the agenda and the processes to be followed by the infrastructure manager or the railway undertaking applying for a security certificate in accordance with the Security Directive 2004/49/EC. 3. the essential requirements 3.1. compliance with the essential requirements in accordance with the provisions of Directive 2001/16/EC article 4 (1) of the trans-European conventional rail system, the subsystems, and the interoperability constituents must satisfy the essential requirements set out in general terms in annex III to the directive. 3.2. Overview of the essential requirements relate to:-safety,-reliability and availability,-health,-environmental protection,-technical compatibility. Pursuant to Directive 2001/16/EC, the essential requirements may be applied to the entire trans-European conventional rail system or separately for each subsystem, the subsystem and component. 3.3. the requirements related to these specific aspects of the General requirements apply to traffic and control subsystem in accordance with the following provisions.
3.3.1. Security in accordance with the provisions of Directive 2001/16/EC annex III safety requirements relating to the traffic enforcement and control subsystem are the following. Directive 2001/16/EC annex III essential requirements 1.1.1. "safety-critical parts of the design, construction or Assembly, maintenance and monitoring, in particular where it concerns the components involved in train movements must be such that, in a specific degraded situation guarantee safety at the level corresponding to the aims of the network." In terms of traffic and control subsystem, see the specifications of this essential requirement in subsection "visibility" of the train (4.2.2.1. and subsection 4.3) and "train audibility" 4.2.2.2. and subsection 4.3. Directive 2001/16/EC annex III, essential requirement 1.1.2. "the parameters involved in the wheel/rail contact must meet the stability requirements needed in order to guarantee safe movement at the maximum authorised speed." this essential requirement does not apply to traffic and control subsystem. Directive 2001/16/EC annex III, essential requirement 1.1.3. "components Used must withstand any normal operation during load or overload. Due to limits of any unexpected failures without direct impact on security. " In terms of traffic and control subsystem, see the specifications of this essential requirement in subsections ' train vision "(4.2.2.1. subsection and 4.3). Directive 2001/16/EC annex III, essential requirement 1.1.4 "the design of fixed installations and rolling stock and the choice of the materials should be provided for in the event of a fire outbreak of fire and smoke, and its consequences." this essential requirement does not apply to traffic and control subsystem. Directive 2001/16/EC annex III, essential requirement 1.1.5. "any devices intended for use by passengers must be so designed as not to impair the safe operation of the devices or the health and safety of passengers, if they use the predicted manner contrary written instructions." this essential requirement does not apply to traffic and control subsystem.
3.3.2. Reliability and uptime of Directive 2001/16/EC annex III essential requirements 1.2 "of fixed or movable components that are involved in train movements, the monitoring and maintenance organized, carried out and the number of such as to maintain their operation under the intended conditions." this essential requirement does not apply to traffic and control subsystem.
3.3.3. the health protection directives 2001/16/EC annex III essential requirements 1.3.1. "in trains and railway infrastructure materials may not be used, to constitute a health hazard to humans who come into contact with such materials." this essential requirement does not apply to traffic and control subsystem. Directive 2001/16/EC annex III, essential requirement 1.3.2. "those materials must be selected, deployed and used in such a way as to restrict the emission of harmful and dangerous fumes or gases, particularly in the event of fire." this essential requirement does not apply to traffic and control subsystem.
3.3.4. environmental protection directive 2001/16/EC annex III, essential requirement 1.4.1. "trans-European conventional rail system, the environmental impact of establishment and operation must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force. ' this essential requirement does not apply to traffic and control subsystem. Directive 2001/16/EC annex III, essential requirement 1.4.2. "materials used in the trains and infrastructure must prevent the which are harmful and dangerous to the environment the emission of fumes or gases, particularly in the event of fire." this essential requirement does not apply to traffic and control subsystem. Directive 2001/16/EC annex III, essential requirement 1.4.3. "in the design and manufacture of rolling stock and energy-supply systems must be electromagnetically compatible with the installations, equipment and public or private networks, which can cause mutual interference." this essential requirement does not apply to traffic and control subsystem. Directive 2001/16/EC annex III essential requirements 1.4.4 "Operation of the trans-European conventional rail system must respect existing regulations on noise pollution." Although this basic requirement is primarily noise regulatory SITE components, some elements and traffic control subsystem TSI specifies the 4.2.2.2. and 4.3 in the subsection "within earshot of the train". Directive 2001/16/EC annex III, essential requirement 1.4.5. "operation of the trans-European conventional rail system in a normal state of maintenance should not give rise to an inadmissible level of ground vibrations for the activities and areas close to the performance." this essential requirement does not apply to traffic and control subsystem.
3.3.5. technical compatibility of Directive 2001/16/EC annex III, essential requirement 1.5. "the technical characteristics of the infrastructure and fixed installations must be compatible, and compatible with the trains to be used on the trans-European conventional rail system parameters. If in certain sections of the network, the following parameter consistency is difficult to achieve, may introduce temporary solutions, which ensure compatibility in the future. "this essential requirement does not apply to traffic and control subsystem. 3.4. With traffic and control subsystem directly related aspects 3.4.1. Security of Directive 2001/16/EC annex III, essential requirement 2.6.1. "alignment of the network operating rules of drivers, on-board staff and skilled staff in the control centres must be such as to ensure safe operation, bearing in mind the different requirements of cross-border and domestic services. The maintenance operations and periods, the maintenance and control centre for the training and qualifications of the staff and the quality assurance system set up by the operators concerned in the control and maintenance centres must be such as to ensure a high level of safety. "this requirement see the following subsections of this specification: vehicle identification (subsection 4.2.2.3) train braking (4.2.2.6. subsection) trainset (subsection 4.2.2.5) loading of freight wagons (subsection 4.2.2.4) train maintenance work order (subsection 4.2.2.7) Train vision (4.2.2.1. and subsection 4.3) train audibility (4.2.2.2. and subsection 4.3) train departs (4.2.3.3. subsection) traffic control (subsection 4.2.3.4) signal recognition and vigilance device (subsection 4.3) communication on security issues (4.2.1.5. and subsection 4.6) train engineer require documentation (subsection 4.2.1.2) railway company personnel other than the train driver, the required documentation (4.2.1.3. subsection) the documentation required by the infrastructure manager, which gives permission to train movements (subsection 4.2.1.4) interfered with the operation mode (subsection 4.2.3.6) emergency measures (subsection 4.2.3.7) ERTMS operating rules (subsection 4.4) professional qualification (subsection 4.6) the health and safety conditions (subsection 4.7) 3.4.2. Reliability and uptime

Directive 2001/16/EC annex III essential requirements for 2.6.2. "the maintenance operations and periods, the maintenance and control centre staff training and qualifications, as well as the quality assurance system set up by the operators concerned in the control and maintenance centres must be such as to ensure a high system reliability and uptime." this essential requirement provided in the following subsections of this specification: train composition (subsection 4.2.2.5) train maintenance work order (subsection 4.2.2.7) traffic control (subsection 4.2.3.4) communication on security issues (subsection 4.2.1.5) interfered with the operation mode (subsection 4.2.3.6) emergency measures situation (subsection 4.2.3.7) professional qualification (subsection 4.6) the health and safety conditions (subsection 4.7) 3.4.3. technical compatibility of Directive 2001/16/EC annex III, essential requirement 2.6.3. "alignment of the network operating rules and the driver, on-board staff and dispatcher qualifications must be such as to ensure the operation of the trans-European conventional rail system, bearing in mind the different requirements of cross-border and raised domestic services." this requirement see the following subsections of this specification : vehicle identification (subsection 4.2.2.3) train braking (4.2.2.6. subsection) trainset (subsection 4.2.2.5) loading of freight wagons (subsection 4.2.2.4) communication on security issues (subsection 4.2.1.5) interfered with the operation mode (subsection 4.2.3.6) emergency measures (subsection 4.2.3.7) 4. Subsystem characteristics 4.1. Introduction to the trans-European conventional rail system (TEN), to which Directive 2001/16/EC and which part is the traffic and control subsystem, is an integrated system that part of cross compliance should be checked. Cross-compliance must be verified, in particular with regard to the specifications of the subsystem and its interfaces with the system, which is integrated into a subsystem, as well as for operational rules. Taking into account all the relevant essential requirements, and traffic management subsystems as described in subsection 2.2 only refer to the elements defined in the next section. In accordance with Directive 2001/14/EC, the infrastructure manager's overall responsibility is to develop all the requirements to be satisfied by these trains, which travel in this infrastructure is allowed, taking into account the individual characteristics of the track the following geographical and operational and technical specifications. 4.2. Subsystem and technical specifications and traffic control subsystem and comprise: technical specifications on staff-related specifications; to train related specifications; on the train operation-related specifications.

4.2.1. The staff-related specifications 4.2.1.1. General requirements This chapter refers to the personnel participating in the operation of the subsystem, the performance security essential duties, which the railway undertaking is the direct interface with the infrastructure managers.
The railway company personnel that perform the train driver-obligations (hereinafter "train engineer") and is part of the "train crew"-performs its duties on the train (other duties than driving), and is part of the "train crew",-draw up a train.
The infrastructure manager's personnel responsible for traffic management.
The requirements apply to the following areas: documentation, communication, and on those areas specified in section 2.2 of this TSI: qualifications (see subsection 4.6 and H, J and L), health and security conditions (see subsection 4.7).
4.2.1.2. Train drivers in the documentation to the railway company that operates the train, the train driver must be provided all the necessary information it needs to carry out its duties. Providing information, account must be taken of the action to be taken in the normal, degraded and emergency operation on routes where on the train, as well as the rolling stock used on these routes. driver for All statements 4.2.1.2.1. work procedures to be followed, you must include the driver of the train in the document or in an electronic format under the name "statements the engineer" (the Driver's rule Book). The engineer must determine the statements of claim and interfered with normal operating circumstances, as well as in emergency situations, which may come into contact with the train engineer, all trades and all kinds of used rolling stock. The engineer must contain statements of two different aspects: one that describes a common set of rules and procedures, which are valid throughout the trans-European conventional rail network (taking into account (A), (B) and (C) the contents of the annex), the other that defines all the rules and procedures that each infrastructure manager is different from the others.
They shall be included in the agenda, relating at least to the following questions: staff security and protection, control and signalling, train operation, including degraded mode, the traction and rolling stock incidents and accidents.
For the preparation of this document answer railway company. The railway undertaking shall draw up a statement of the same format all the infrastructure running the train engineer. The statement has two additions.
Appendix 1. Communication procedures manual. Appendix 2. The form book.
The railway undertaking shall draw up a statement of either the engineer of one of the Member States, or "working" in a language that uses one of the infrastructure managers, which will be subject to these statements. This does not apply to the reports and forms that must be the infrastructure manager (s) "working" language. Statements of the engineer developing and refining the process through the following stages: the infrastructure manager (or the organization that is responsible for the preparation of operating rules) give railway undertakings the appropriate information infrastructure "working" language; the railway undertaking shall draw up the original document or the specified; If the railway undertaking is not the selected language rules so that prepared the information provided initially, the railway company is responsible for the translation, if one is required.
In accordance with the provisions of Directive 2004/49/EC annex III, paragraph 2 of the infrastructure manager's safety management system should include a validation process to ensure that the railway undertaking (s) passed in the dossier is complete and accurate. In accordance with the provisions of Directive 2004/49/EC annex III (2) of the railway company's safety management system should include a validation process to ensure that the statement is complete and accurate. Annex v shows the process chart and provides an overview over process. 4.2.1.2.2. Used on the railway line and the lines next to the description of the existing equipment the engineer must provide and be used with driving-related railway line and the lines next to the description of the existing equipment. This information should be set out in a single document called the "route description" (which can be in the form of documents and electronic format). The following are the particulars which must be given: the General operating characteristics, rises and falls, a detailed diagram of the railway line.
4.2.1.2.2.1. Description of the preparation of the Route the route description to prepare either a railway company of the Member State of his choice, or the infrastructure manager "working" language. It must provide the following information (this list is not exhaustive): General characteristics of the service-type of signalling and corresponding operating mode (double path, movement backward, turning left or right, etc.),-power supply network way-"Earth" and train radio equipment type, the rises and falls of the references-rises and falls in value and their exact location, a detailed diagram of the railway line, to the existing railway line station names, main areas and their location -tunnels, giving the location, name, length, specific information, such as transition and safe disembarkation, as well as the existence of a safe point location, where you can to evacuate passengers,-the most important places, such as the neutral and the phase-the maximum speed for each track, including, where appropriate, indication of the different speeds in relation to the specific type of trains-for traffic management control responsible for the name of the organisation and management of movement control zone name (s) -movement control center and control areas, such as alarm devices-radio stations used for identification.

The railway undertaking shall draw up a route description of a single format, all the infrastructure that runs the railway company train. The railway company is responsible for the preparation of the route description using the infrastructure manager (s) of the information provided. In accordance with the provisions of Directive 2004/49/EC annex III, paragraph 2 of the infrastructure manager's safety management system should include a validation process to ensure that the railway undertaking (s) passed in the dossier is complete and accurate. In accordance with the provisions of Directive 2004/49/EC annex III (2) of the railway company's safety management system should include a validation process to ensure that the route description is complete and accurate. 4.2.1.2.2.2. modified elements of all permanently or temporarily transform elements, the infrastructure manager shall notify the railway undertaking. These changes to the railway company collects specific document or stored in electronic form in a single format, all the infrastructure that runs the railway company train. In accordance with the provisions of Directive 2004/49/EC annex III, paragraph 2 of the infrastructure manager's safety management system should include a validation process to ensure that the railway undertaking (s) passed in the dossier is complete and accurate. In accordance with the provisions of Directive 2004/49/EC annex III (2) of the railway company's safety management system should include a validation process to ensure that the document on the converted elements are complete and accurate. 4.2.1.2.2.3. provision of information to Drivers in real time in the order in which the engineer shall be informed in real time about all the safety rules changes in the route, necessary to define the relevant infrastructure managers (order should be the same when used in ERTMS/ETCS). 4.2.1.2.3. Motion Graphics provides information on train timetables, is promoted accurate movement and improved service. The engineer of the railway undertaking shall provide the information required for driving and which includes at least the following information: identification of the train, the train working days (if necessary), staging and related activities, other times working timetable, arrival/departure/passage in time in each of these places.
The following information on the movement, which is based on information supplied by the infrastructure managers may make electronic or print format. Driver for introducing the graphic must be consistent across all the lines that ply the railway company train. 4.2.1.2.4. rolling stock railway company provides the driver all information relevant to the work of the degraded mode (for example, on trains, in need of assistance). The following documentation in these cases focus on the specific interface with the infrastructure manager's staff. 4.2.1.3. Railway Company personnel other than the train driver, the required documentation by the railway undertaking of their staff (on the train or elsewhere) that perform safety critical duties, which is a direct interface with the infrastructure manager's personnel, equipment or systems, provides the following to exercise at their discretion the necessary information on the regulations, procedures, rolling stock and route. This information is used by both the normal and smooth operation. Train staff meant the structure, format, and content development and updating process must be based on this subsection 4.2.1.2 of the TSI specification. 4.2.1.4. Documentation required infrastructure manager's staff, which gives permission to train movements, all information necessary to ensure the security of the communication between staff, who give permission to train movements, and the train crew, must be: documents that describe the communication principles (annex C), a document named "forms".
The infrastructure manager shall prepare the documents in your "work". 4.2.1.5. Train crew, another railway company staff and staff who give permission to train movements, with security related messages between the train crew, another railway company personnel (as defined in Annex L) and staff who give permission to train movements, security reports between the language used in the routing infrastructure "working" language. Principles of safety-related communication between the train crew and the personnel responsible for train movement authorization set out in Annex C. In accordance with Directive 2001/14/EC, the infrastructure manager is responsible for the daily work of their staff in the use of "working languages". However, if the local practice requires the use of the second language, the infrastructure manager must define the geographic boundaries where the language can be used.
4.2.2. To apply specifications 4.2.2.1. Train 4.2.2.1.1. General visibility requirement for railway undertakings to ensure that trains should be equipped with indications by which to recognize it in the front end and tail section. 4.2.2.1.2. Bow railway company must ensure that the train is approaching, clearly visible and recognizable after turned on white headlights and their placement. They should allow you to distinguish the approaching train from nearby vehicles and other moving objects. Complete specification can be found in subsection 4.3.3.4.1. 4.2.2.1.3. The tail part of these requirements are specified in the annex of the S. 4.2.2.2. Train audibility 4.2.2.2.1. General requirements by the railway undertaking to ensure that the train should be equipped with an audible warning device that indicates the train was approaching. 4.2.2.2.2. Control it must be possible to turn the audible warning device from any driver positions. 4.2.2.3. identification of the vehicle, each vehicle must be a number to distinguish it from any other railway vehicles. This number must be visible in the display at least on each side of the vehicle longitudinal edges. It must also be possible to recognize a vehicle subject to operating restrictions. These requirements are detailed in annex P. 4.2.2.4. the loading of freight wagons, the railway undertaking must ensure that the wagons are loaded in a safe and secure throughout the journey, taking into account the following subsections set out. 4.2.2.4.1. Weight distribution must be loaded so that the Wagon load weight divided equally on all axes. In cases where this is not possible in any size or shape of the goods, the railway undertaking to ensure all flights for special cargo transport conditions. 4.2.2.4.2. Load on axis rail companies should ensure that the loaded wagon load does not exceed the permissible load on the axle. They must also provide to load per axle does not exceed the legal limit in any stage of the route (except where the relevant infrastructure manager (s) is allowed (exporting) movement). 4.2.2.4.3. Cargo Securing rail companies must ensure that all cargo and not used in the cargo securing devices are secure to prevent unnecessary move during the flight. 4.2.2.4.4. Kinematic envelope each train car (including any goods) the kinematic gauge must not be wider than the route stage the maximum allowed dimensions. 4.2.2.4.5. cargo covering rail companies must ensure that any material that is used to load the wagon covered, should be firmly attached to the vehicle or to goods. These covers should be of a material that is appropriate for covering of the consignment in question, taking into account the forces that impact could be felt during the voyage. 4.2.2.5. the composition of the train railway company should establish rules and procedures to be followed to ensure compliance of the train path. Requirements for the composition of the trains to take into consideration the following elements.
Cars-all train carriages comply with requirements which apply on routes where train movements will take place; -all train carriages must be prepared for travel with the maximum speed at which the train intended movement; -all train carriages and at that particular moment in time all the flight and distance must be those prescribed maintenance interval.
Train-train composition must comply with the technical conditions of the route and its length must not exceed the sending station and final station the maximum length; -the railway undertaking is responsible for ensuring that the train would be technically prepared for flight and technical training to all of your saved trip.
Weight and the load on the axle-train should not exceed their weight, the weight limit allows for route stages, clutching the strength, the power of the traction unit and other relevant parameters of the train. To comply with the limits for the load on the axle.
Maximum train speed-determining the maximum speed of the train, any restrictions must be taken into account in the appropriate (s) route (s), braking efficiency, the load on the axle and the vehicle type.
Kinematic envelope-each train car (including any goods) the kinematic gauge must not be wider than the route stage the maximum allowed dimensions.

May require or impose additional limits on individual train braking or thrust type. Train composition to describe the agreed document on train composition (see annex s) 4.2.2.6. Train braking 4.2.2.6.1. Minimum requirements for braking systems all train carriages must be connected to the automatic continuous operation of the braking system, as defined in the TSI of the braking system. Any train for the first and last car (including any traction units) must be automatic brake switch. If the train accident is divided into two parts, the two breakaway wagon lines stop brake for maximum use. 4.2.2.6.2. Braking efficiency of the infrastructure manager must take the decision on whether to give railway undertakings the information required for the route concerned braking efficiency required for calculation, including information about the acceptable braking systems and how to use them, or otherwise provide requested actual effectiveness.
The railway company is responsible for ensuring that the train would be sufficient braking efficiency when developing rules to company personnel must be followed. The railway undertakings by requesting information for calculation of braking effectiveness, to try to stop the train and hold in place, account must be taken of all the geographical features of the route, path, and assigned to the ERTMS/ETCS. These requirements are detailed in annex T. 4.2.2.7. Train maintenance agenda 4.2.2.7.1. General requirements by the railway undertaking must define a process to ensure that all safety equipment is the train in full working order and that the train may safely ride. The railway company must report to the infrastructure manager, for any train characteristics change affecting it or of any changes affecting the ability to deploy the trains in its assigned route. Infrastructure managers and railway undertakings to define and update the conditions and procedures relating to the operation of the train traucēto. 4.2.2.7.2. Required information the data required for the safe and effective operation, and this process of transmission include: identification of the train, the railway company responsible for the train, the train's actual length, or a train carry passengers or animals, if it wasn't for motion graphics, any operating restrictions, with an indication of the (above-mentioned) vehicle (s) (gauge, speed limits, etc.), the information infrastructure required for the transport of dangerous goods.
The railway company must define a process to ensure that these data are available to the infrastructure manager (s) before the train's departure. The railway company must define a process to inform the infrastructure manager (s) if the train does not occupy the assigned path or is canceled.
4.2.3. To apply for train operation specifications 4.2.3.1. Train planning infrastructure manager must specify what data is required when requesting a train path. This element is detailed in Directive 2001/14/EC. 4.2.3.2. Train identification all trains must be unambiguous identification. These requirements are specified in Annex R. 4.2.3.3. Train departure 4.2.3.3.1. checks before departure under subsection 4.1 of this TSI in the third paragraph, the requirements specified by the railway undertaking to define tests (especially with regard to braking), to be carried out before departure. 4.2.3.3.2. Infrastructure Managers information on train running position railway company before departure and during the voyage must inform the infrastructure manager of any deviation, in train or it operations and which may not directly affect the train ride. 4.2.3.4 traffic control 4.2.3.4.1 General requirements for traffic management to guarantee safe, efficient and punctual rail action, including effective traffic disturbance effects. The infrastructure manager to lay down the procedures and tools which make: real time control, operational measures in order to maintain the best possible infrastructure, if the delay or incident occurs or if any are provided, and the railway undertaking (s) information in such cases.
If the railway company needs any extra processes that affect the interface with the infrastructure, you can implement them in agreement with the infrastructure manager. 4.2.3.4.2. reporting on the trains. 4.2.3.4.2.1 data needed to report on the location of the train, the infrastructure manager shall: ensure that the network applied in predefined reporting points in real time is recorded on the train arrival or departure, time of passage and deviation from motion graphics; provide specific data required in connection with the reporting of train location. This information should include:-identification of train-reporting point name,-line,-train timetables for the time when a train must be at the point of reporting – the actual time when the train arrives at the point of reporting (and this, or starpziņošan points, which arrives in a train, reported only a departure or arrival time or departure and arrival time, skipping a passage in time),-the number of minutes for a train ahead of the timetable or short of it reporting point -the original explanation for each absence that lasts more than 10 minutes, or if otherwise required to monitor mode,-an indication that the message about a train delay, and the number of minutes for which it delayed,-prior (s) train identification (s), if any,-information on the entire trip or any trip period cancelled train. 4.2.3.4.2.2 the estimated transfer time infrastructure must be developed in a process that allows you to determine the approximate time deviation, minutes from the working timetable for the period when one infrastructure manager must pass the train to another infrastructure manager. It should include information on malfunctions (problems description and location). 4.2.3.4.3. Dangerous goods, the railway undertaking must define the order in which to monitor the transport of dangerous goods. This procedure should include: the current European standards, as specified in the EC Directive 96/49 on the indication that a train carrying dangerous goods information for drivers of dangerous goods the existence and location of the information infrastructure required on the transport of dangerous goods loop and special events planning in connection with infrastructure managers, these cargoes coming into an emergency situation.
4.2.3.4.4. the quality of Service to the infrastructure manager and the railway undertaking is designed to process all relevant monitoring the efficient operation of the service. Monitoring processes developed to analyze the data and determine the underlying trends both for human errors and system errors. The results of this analysis are used to make the improvements that are designed to prevent events that could compromise the European conventional rail network. If such improvements would benefit the entire network, including other infrastructure managers and railway undertakings, it is appropriate to communicate, within the commercial secret. The infrastructure manager as soon as possible analysing events that significantly disrupted operations. If necessary and in particular if any of the personnel are involved, the infrastructure manager shall invite the relevant event (s) involved in the railway undertaking (s) to participate in the analysis. If the results of such analysis has developed recommendations for improvements in the network that are designed to prevent or minimize the causes of accidents/incidents, these improvements are communicated to all relevant stakeholders managed infrastructure and railway undertakings. These processes documented and subjected to an internal audit. 4.2.3.5. register data, Data relating to the movement of the train, must be recorded and maintained in order to support the systematic monitoring of security as the prevention of marine casualties and incidents, identify the driver of the train, and the efficiency of the infrastructure in the period up to the accident or incident and (if appropriate) immediately after them, thus allowing to identify with driving or train equipment causes, and support new measures or changes in existing measures, which help prevent recurrence recorded information about the locomotives/traction units, both on the engineer's work, including working time.
To be able to examine the recorded data match the recording date and time of the event, the exact geographical position (distance in kilometers from the recognizable places), the train engineer's personal identification data.
Requirements relating to the storage of data, periodic assessment and access are specified by the legislation of the Member State concerned:

the Member State issuing the licence for railway undertakings (for the train register data), or the Member State in which the infrastructure (in relation to the outside of the train register data).
4.2.3.5.1. Monitoring data tracking outside the train infrastructure manager must keep records for at least the following events: by train movements linked to the track next to the existing equipment failure (signalling, checkpoints, etc.), the overheated axle bearing, communication between train drivers and staff of the infrastructure manager, which gives permission to train movements.
4.2.3.5.2. Surveillance data logging train railway company must register the following particulars at least: without permission to continue movement after the distress signal or signal "the end of a movement permit", the emergency brake, the train speed, any on-board control (signalling) system insulation or stop, turn the sound signal (horn), door control operation (open, close), a heat-detection scores, if the train is equipped with the identification of the carrier in respect of which the record data check data to determine the time.
4.2.3.6. Interfered with the operation mode 4.2.3.6.1. Notify others in connection with the infrastructure manager, the railway undertaking (s) to be defined as immediately to inform each other about any situation, which is detrimental to the rail network or rolling stock safety, efficiency and/or capacity. 4.2.3.6.2. information of train engineer in any affected operating mode in the event associated with the responsibilities of the infrastructure managers, the infrastructure manager shall give the engineer of formal instructions on what to do to overcome the disorder. 4.2.3.6.3. Emergency measures in the infrastructure manager with all railway undertakings that operate on the infrastructure concerned, and with the adjacent infrastructure managers as needed down, publish and make available to appropriate emergency measures, as well as the distribution of responsibility, based on the requirement to reduce any smooth operation the negative impact. Requirements planning and response to such events must be proportional to the nature of the disturbance and according to the possible danger of interference. These measures, which should at least include plans to restore the network "normal" condition, may also apply to: rolling stock (such as those that might cause significant obstruction, damaged a train hauling), infrastructure damage (such as disruption of electricity supply or the circumstances in which trains can depart from the reserved route), extreme weather conditions.
The infrastructure manager shall establish and maintain up-to-date contact information about the infrastructure manager and the railway undertaking of the responsible staff with whom to contact in the event of disruption of work, if it results in a failure mode of operation. This contact information must include both during and outside business hours. The railway company must submit this information to the infrastructure manager and to report on any changes in contact information. Infrastructure managed to notify the railway undertaking (s) of any changes in your contact information. 4.2.3.7. Emergency Management infrastructure manager, in consultation with: all railway undertakings that operate on the infrastructure concerned, or, where appropriate, with representatives of the railway company that operates the infrastructure concerned and adjacent infrastructure managers as needed, as well as local authorities and emergency services, including fire and rescue services, as appropriate, at the local or national level, and in accordance with Directive 2004/49/EC of the , publish and make available appropriate measures for the resolution of emergency situation and reach the line return to a normal operating condition. Such measures generally relate to: collisions, fires, train, trains, evacuation, accidents in tunnels, incidents with dangerous goods, leaving from the Rails.
The railway undertakings to the infrastructure manager to be provided any information which relates to these conditions, in particular as regards the train pulling or positioning on the track. (See also the conventional rail TSI freight wagons 4.2.7.1. subsection "emergency measures"). In addition, the railway undertaking must provide for a procedure to inform the passengers of a State of emergency on the train and appropriate safety measures. 4.2.3.8. train crew help accident or serious malfunction of the rolling stock of the railway undertaking in case you need to define the appropriate arrangements to help the train crew traucēto working conditions, in order to avoid technical delays, or other failures of the rolling stock or reduce such delays (such as communication lines, train evacuation measures). 4.3 operational and technical Interfaces specification in the light of the essential requirements laid down in Chapter 3 of the operational interfaces and technical specifications are as follows.
4.3.1. Interfaces with the infrastructure TSI reserved 4.3.2. Interfaces with the control and command and signalling TSI 4.3.2.1. Monitoring data logging and traffic control subsystem determines the operational requirements for the recording of surveillance data (see 4.2.3.5. subsection of this TSI), which must comply with the control and command and signalling subsystem (see control and command and signalling TSI 4.2.15. subsection). 4.3.2.2. Driver vigilance device the device driver for the observation of the reaction that works in places where the infrastructure permits the operation of such devices, and intervene to stop a train if the engineer does not respond within a certain period, to be specified, and the alarm will automatically notify the controlling Centre. Is the interface between the operational requirements and associated with ERTMS control and command and signalling TSI 4.2.2. subsection. 4.3.2.3. The ERTMS/ETCS and ERTMS/GSM-R operating rules of this specification Annex A (A1 and A2 annex.) is the interface to the ERTMS/ETCS functional requirement specifications and system requirements, specifications, as well as the ERTMS/GSM-R functional requirement specifications and system requirements specifications as specified in the control and command and signalling in Annex A of the TSI. Is the interface well with ETCs driver machine interface (Driver machine interface (DMI)) specifications (control and command and signalling TSI 4.2.13. subsection) and the European integrated railway radio enhanced network (EIREN) driver and machine interface (DMI) specifications (control and command and signalling TSI 4.2.14. subsection). Is the interface between the A1 to this TSI. and the control and command and signalling TSI 4.2.2. subsection relating to the ETCs on-board module functionality in isolation. 4.3.2.4. Signal and trackside signs next to the recognition Engine must see signals and the track next to the characters, and they must be visible, he is in the normal driving position. The same applies to other types of track next to the marks, if they are related to security. The track next to the signs, and scoreboards to be consistently designed to encourage their recognition. Consider the following questions: do they have been positioned to engineer the headlights of a train, you can read information, lighting, utility and intensity, if information required to illuminate, or reflective materials used are in accordance with the relevant specifications and signs are made so that the information the driver of the train, the front headlights are easily readable when use the reflecting signs.

Interface with the control and command and signalling TSI 4.2.16. subsection relating to driver external visual field. The control and command and signalling TSI Annex A, the next version will include a new paragraph in relation to the track next to the signs with the ETCs equipped lines. 4.3.2.5. Train braking is the interface between these TSIs 4.2.2.6.2. subsection and the control and command and signalling TSI 4.3.1.5. subsection (the guaranteed Train braking performance and characteristics). 4.3.2.6. Sanding. The required professional qualifications relevant to the elements driving for sanding is the interface between the annex H to this TSI (and Annex B (C1)), on the one hand, and the control and command and signalling 4.2.11 involving subsection TSI (compatibility with track train stationary detector system) and Annex A, Appendix 1, paragraph 4, subparagraph 1 (as mentioned in subsection 4.3.1.10.), on the other hand. 4.3.2.7. data recording and hot-box detection there is the interface between these TSIs 4.2.3.5. subsection, on the one hand, and the control and command and signalling TSI 4.2.2. subsection (ETCs on-board module functionality), annex A, 5, 7 and 55. indicators and 4.2.10. subsection (hot axle box detectors of the axis), on the other hand. The future will interface with traffic and management Annex B of the TSI when the answer to the control and command and signalling of detected points of the TSI.
4.3.3. Interfaces with the rolling stock TSI, 4.3.3.1. the vehicle identification is the interface between these TSIs 4.2.2.3. subsection and the rolling stock TSI freight wagons B. This interface also exist with other rolling stock TSI following their development. 4.3.3.2. Braking is the interface between the subsection of this TSI 4.2.2.6.1., the rolling stock TSI freight wagons 4.2.4. subsection and B. This interface also exist with other rolling stock TSI following their development. 4.3.3.3. the requirements for passenger cars, it should be noted that in relation to the mentioned below will exist to interface with other rolling stock TSI following their development.
Motion graphic for passenger embarkation and disembarkation should be sufficient for passenger cars and platform compatibility to ensure safe boarding and disembarkation. Passengers may not be able to open them for the side door while the train is stopped and the door is not opened by the train crew. The door must be opened in each side of the train alone. Door closing and locking the unity of passenger trains should be indicated. To prevent the application of traction force able to open the door. All wagons carrying passengers shall be equipped with emergency exits. Carriages for passengers must be equipped with an alarm or emergency brakes, which can turn on the passenger. If you are on one of these devices, the driver must immediately receive signals, but must retain control over train.
4.3.3.4. visibility of the train and traffic control subsystem determines that vision of the essential requirements which are to be defined by the rolling stock subsystem, the conditions are set out below. 4.3.3.4.1. Train the first wagon train in the direction of the movement of the train's first car bows must be equipped with three lamps isosceles triangular shape, as shown below. These lamps must always be turned on, if the train is travelling at this end.
Front lamps make the train as easy recognizable (for example, the track workers and people who use the crossing), at night and in low light conditions to ensure adequate visibility of the train driver (illuminating the track forward, track adjacent to the information signs/table, etc.), and they may not dazzle oncoming drivers of trains. The spaces between the headlamps, the distance between the Rails, the diameter and intensity, as well as in the light beam emitted by the size and shape both day and night must be standardized. Between the rolling stock TSI for future versions as they will apply to the engineer's cabs, and subsection of this TSI 4.2.2.1.2 will interface. 4.3.3.4.2. Train the tail part Between these TSIs 4.2.2.1.3. subsection and the rolling stock TSI 4.2.7.4. subsection and BB (wagons) will exist if the interface will be entered into the open point and traffic management in the annex to the TSI's, setting a tone of part of the tail that requires a clamp. 4.3.3.5. Train audibility and traffic control subsystem determines that the essential requirement for train audibility must comply with the rolling stock subsystem, determines that the train should be able give acoustic warning signal of their presence. The sound of this signalling device issued, its frequency and intensity, as well as the way that he turns it on, should be standardized. Between the rolling stock TSI for future versions as they will apply to the engineer's cabs, and subsection of this TSI 4.2.2.2 will interface. 4.3.3.6. Signal visibility Engineer must be able to see signals and signals must be visible to the driver. The same applies to signs, which is next to the track, if they relate to security. The engineer's cabs must always be designed so the driver information display easily visible, he is in the normal driving position. Between the rolling stock TSI for future versions as they will apply to the engineer's cabs, and 4.3.2.4. subsection of this TSI will interface. 4.3.3.7. Driver vigilance device feature for the observation of drivers who work in places where the infrastructure permits the operation of such devices, and intervene to stop a train if the engineer does not respond within a certain period, to be specified, and automatically report their activities to the alarm control centre. Will interface with the rolling stock TSI for future versions as they will apply to driving cabs. 4.3.3.8. and Annex B of the train in relation to the maximum allowable weight of the trains is the interface between the present TSI 4.2.2.5. subsection and the rolling stock TSI (freight wagons) in subsection 4.2.2.1.2.2 (coupling). The future for the manoeuvring speed could be the interface between the Annex B of the TSI and the rolling stock TSI (freight wagons) in subsection 4.2.2.1.2.1 (buffer). 4.3.3.9. the loading of the freight wagon TSI 4.2.2.4. between this subsection and the rolling stock TSI (freight wagons) in subsection 4.2.2.3.5 (securing load) and annex YY is the interface. 4.3.3.10. the guarantee that the train is running order, and dangerous goods between the 4.2.3.4.3 of this TSI 4.2.2.7. and subsection and the rolling stock TSI (freight wagons) 4.2.2.6. subsection (dangerous goods) is the interface. 4.3.3.11. The train, Between (H) and (L) Annex subsection of this TSI 4.2.2.5 and H and L, and the rolling stock TSI (freight wagons) 4.2.3.5. subsection (longitudinal compression strength) is the interface for driving, maintenance of the train and the train car. With future rolling stock TSI versions will interface that views the traction units and passenger wagons. 4.3.3.12 rules in times of emergency and emergency management Between this subsection and 4.2.3.6.3 TSI rolling stock TSI (freight wagons) in subsection 4.2.6.1.2 (the operating and technical specifications relating to environmental conditions) is the interface for exceptional climatic conditions. It is also the interface between 4.2.3.6 4.2.3.7 this TSI and subsection and the rolling stock TSI (freight wagons) 4.2.7.1. subsection (emergency measures) and subsection 4.2.7.2 (fire protection). With future rolling stock TSI versions will interface that views the traction units and passenger wagons. data logging between 4.3.3.13. Tsi 4.2.3.5.2 of this subsection (surveillance data recording train) and the rolling stock TSI for future versions will interface that views the traction units and wagons, that is the engineer's cab. Between 4.2.3.5.1 to this TSI. subsection (monitoring data tracking outside the train) and the rolling stock TSI freight wagons 4.2.3.3.2. subsection (hot-box detection) is the interface. On the hot-box detection with the track adjacent to the existing equipment will interface between this SITE and the rolling stock TSI for future versions that views the traction units and wagons.


4.3.4. Interfaces with the application of the TSI telematic

4.3.4.1. Train identification still needs to determine how to allocate the unambiguous identification of all trains that run to the trans-European conventional rail network (see 4.2.3.2. subsection and R). In this regard, subsection 4.2.2 is the interface with the freight TSI telematic applications. Will interface well with passenger transport telematics TSI application when it is developed. 4.3.4.2. composition of the trains of this TSI 4.2.2.5 and subsection 4.2.2.7.2 to interface with the freight TSI of telematics applications for subsection 4.2.3.2. train the collation data. Will interface well with passenger transport telematics TSI application when it is developed. 4.3.4.3. Train departure to this TSI 4.2.3.3. Subpart is the interface with the freight TSI of telematics applications of subsection 4.2.3 for information on train timetables. Will interface well with passenger transport telematics TSI application when it is developed. 4.3.4.4. Trains of this TSI 4.2.3.4. Subpart is the interface with the freight TSI of telematics applications 4.2.4 4.2.5 4.2.6., and subsection for data on train movement. Will interface well with passenger transport telematics application SITE, once they are developed. 4.3.4.5 vehicle identification is the interface between these TSIs 4.2.2.3. subsection and telematic applications for freight transport in the subsection "4.2.11.3 the TSI rolling stock reference databases" and Annex A, index 1 (the "data definitions and messages" paragraph "local 1.18 element: WagonIden"). Will interface well with passenger transport telematics application SITE, once they are developed. 4.4. Operating conditions Identical situations must be identical to the rules and procedures that allow you to operate in a coherent new and different structural subsystems, which are intended for use in the trans-European conventional rail network, and in particular those which are directly linked to the new control and command and signalling systems. For this purpose the A1. Annex European conventional rail network traffic management system (ERTMS/ETCS). A2. Annex ERTMS/GSM-R radio system operating conditions. Other operating rules of the trans-European conventional rail network, you can standardize, established in Annex B. Whereas these provisions are designed for application throughout the trans-European conventional rail network, it is important to ensure complete uniformity. The only organization that can make amendments to those rules, is the body responsible for (A), (B) and (C) maintenance of order. 4.5. Maintenance rules do not apply to 4.6. Professional qualifications in accordance with subsection 2.2.1 of this TSI, this chapter describes professional competence and language proficiency, as well as the evaluation process that it takes to get this staff expertise.
4.6.1. The professional competence of the railway undertaking and infrastructure manager's staff (including contract staff) must obtain appropriate professional competence to perform the necessary security-related tasks in the normal, and emergency situations. Such skills include professional knowledge and ability to use this knowledge in practice. On professional qualifications relevant mandatory elements can be found in Annex H, J and L. 4.6.1.1. Professional knowledge in the light of these attachments, and depending on the employee's tasks, the necessary knowledge includes: knowledge of General railway operation, paying special attention to security-relevant activities:-Organization of the safety management system principles-key interoperability activities and responsibilities of the parties, the proper assessment-threats, in particular in relation to the risks related to railway operation and the traction power supply, adequate knowledge of safety-relevant tasks for activities and interfaces with the :-track and the track adjacent to the equipment,-rolling stock-environment. Ability to practically 4.6.1.2. use the knowledge to be able to apply this knowledge in the ordinary, and extraordinary condition, staff must be fully familiar with these rules and procedures: the application of the principles, actions, using the track adjacent to the equipment and rolling stock, as well as any special security-related equipment, safety management system principles, to avoid any unnecessary risk to people and process as well as the general ability to adapt to different conditions in which people can come. Directive 2004/49/EC, paragraph 2 of annex III to the railway undertakings and infrastructure managers are asked to create a competency management system, to ensure that the individual competencies of staff are valued and maintained. In addition, the training must be taken, as necessary, to ensure that knowledge and skills are updated, in particular with regard to weaknesses or flaws in the system or individual performance.
4.6.2. Linguistic knowledge 4.6.2.1. principles for the infrastructure managers and railway undertakings are required to provide their respective competences of employees specified in this TSI document communication protocol and framework. Where the infrastructure manager's "working" language different from the language that is commonly used in railway company personnel, such language and communication training must be important for the overall railway company competency management system. The railway company personnel whose job responsibilities require to communicate with the infrastructure manager in relation to the staff of the security-relevant questions in a normal, impaired, or in an emergency, a level sufficient to know IM's "working" language. 4.6.2.2. the level of knowledge of the languages of the railway company personnel should have sufficient infrastructure manager's language level for security purposes.
The train driver to at least be able to:-send and understand all those specified in Annex C of the TSI messages-to communicate effectively, to disturb the normal and emergency situations-fill forms related to the use of forms. Other train crew members whose duties require them to communicate with the infrastructure manager on critical safety things, be able to at least send and understand information that describes the train and its technical condition.
Instructions for the appropriate language skills levels are defined in Annex E. The train engineer in the relevant language skills must be at least level 3. Train attendants appropriate language skills must be at least level 2.
4.6.3. the staff of the original and permanent evaluation 4.6.3.1. Key elements in accordance with the provisions of Directive 2004/49/EC annex III, paragraph 2, railway undertakings and infrastructure managers must define its own staff appraisal process. Recommends that you take into account the following elements. A. recruiting individual experience and competency assessment, individual required the use of a foreign language skills or learning ability.
B. initial vocational training training needs analysis, training, necessary resources, teacher training.
C. preliminary assessment framework conditions (train driver minimum age, ...), program evaluation, including practical tests, teachers ' qualifications, the certificate is issued certifying the competence.
D. maintenance of competency competency maintenance principles, in particular the staff serving the train engineer's duties re assessment of competence shall be carried out at least once a year, the methods to be followed for the maintenance of the competence of the formalization of the process, the assessment process.
E. training training permanent training (including language training).
4.6.3.2. Training needs analysis 4.6.3.2.1. Training needs analysis by the railway undertaking and the infrastructure manager must take its appropriate staff training needs analysis. The analysis should determine both the scope and the complexity and risk associated with train operation of the trans-European conventional rail network, in particular in relation to human abilities and their boundaries (human factors), that can cause: various different infrastructure managers to operational practices and the risks associated with nomainīšano, task managers, operations and communication protocol, the infrastructure manager's staff "working" language differences, local operating instructions that can be designed for specific activities or special equipment to be used in specific cases, such as a particular tunnel.

Guidance on the elements to be taken into account, found in subsection above 4.6.1. annexes. Should be applied as appropriate staff training elements that contain these instructions are taken into account. Possible that the intended operation of the railway undertaking or the infrastructure manager, the network type, some of the elements contained in these annexes will not be applied. Training needs analysis documented those elements which were found to be inadequate, and the reasons for the decision. 4.6.3.2.2. Training needs analysis update by the railway undertaking and the infrastructure manager to define a process in which revise and update their staff training needs, taking into account such factors as previous audits, System feedback, and certain changes in the rules and procedures, infrastructure and technology. 4.6.3.2.3. Special requirements for train crews and support staff to 4.6.3.2.3.1. Route knowledge railway company must define a process in which the train crew acquire and maintain knowledge of the route, which runs trains. This process must be based on information provided on the route provided by the infrastructure manager, and in accordance with the TSI 4.2.1. the process described in the subsection.
The train driver must learn these routes through both theoretical and practical elements. 4.6.3.2.3.2. Knowledge of rolling stock of railway undertakings should define the process, as staff acquire and maintain knowledge of traction and rolling stock. 4.6.3.2.3.3. Auxiliary staff, the railway undertaking shall ensure that the support staff (such as catering and cleaning staff), which is not part of the train crew, in addition to the basic training for trained to respect fully trained members of the train crew instructions. 4.7. health and safety conditions in 4.7.1. introduction staff 4.2.1. subsection defined as personnel who perform safety critical duties, in accordance with subsection 2.2 of this TSI shall be appropriate physical training to ensure compliance with the General operating and safety standards. In accordance with Directive 2004/49/EC, railway undertakings and infrastructure managers to prepare and document the process, applied to staff meet the medical, psychological and health requirements of the safety management system. Medical examination as specified in the subsection, 4.7.4. and all related decisions on individual employee fitness to adopt recognised occupational physician. Staff must not perform safety critical work, if it reduces alertness such substances as alcohol, drugs or psychotropic substances. Therefore, the railway undertaking and the infrastructure manager must implement procedures to monitor the risks posed by the work of the staff on the impact of such materials, or use of such substances in the workplace. For certain substances, the restrictions mentioned above apply to the rules of the Member State in which the railway.
4.7.2. The criteria approved by the occupational physicians and medical organizācijas1 railway undertakings and infrastructure managers to choose the occupational physicians and organizations carrying out medical examinations in accordance with the national regulations in force and implemented in practice, in which the railway undertaking or the infrastructure manager shall have a license or in which it is registered. Occupational physicians who make medical examinations as set out in the subsection are: 4.7.4. experience working with occupational diseases, knowledge of the hazards and the relevant work in the railway environment, understanding of how lack of medical fitness may influence the measures designed to prevent or mitigate these threats.
Occupational physician who meets these criteria, you can ask for other medical or paramedical staff, for example, ophthalmologist, to support its medical advice and assessment.
4.7.3. The criteria approved by the psychologist, to make psychological assessments psychological assessments and develop requirements for 4.7.3.1. certification of Psychologists Psychologists must be the University education, it must be certified and recognised as competent under the law of the State in which the licensed or registered by the railway undertaking or infrastructure manager. 4.7.3.2. Psychological evaluation and interpretation of the psychological assessment and interpretation of the procedures to be determined by the person who is certified in accordance with subsection 4.7.3.1, taking into account the work of the railway and the railway environment 4.7.3.3. evaluation products. the choice of evaluation should include only the features that are based on scientific principles of psychology.
4.7.4. Medical examination and a psychological evaluation Before taking 4.7.4.1.4.7.4.1.1. Medical examination medical investigation minimum content includes: general medical investigation of sensory functions (vision, hearing, colour reception), urine or blood tests, diabetes and other illnesses, as specified in the determination of the clinical investigation, screening for addictive substances presence.
4.7.4.1.2. assessment of the psychological assessment psychological aims to help the rail company to hire and manage staff, who have the cognitive, psihomotor, behavior and personal qualities that allows you to safely fulfil its obligations. Determining the psychological assessment content, psychologists must take into account at least the following for each security function requirement important criteria: the cognitive properties-attention and concentration, memory-perception-ability-judgment-access capabilities, characteristics of psihomotor-response speed,-coordination, behaviour and personality-emotional self-control, behavioural-stability, autonomy/independence-,-conscientiousness.
If the psychologist omits any of the above criteria, the decision must be substantiated and documented. 4.7.4.2.4.7.4.2.1. After taking periodic medical examination frequency of systematic medical examinations of staff must take: at least every 5 years if an employee aged 40 years, at least once every 3 years, if the employee's age is between 41 to 62 years, every year when the employee's age more than 62 years.
Occupational physician determines the common investigation, if so requested by the employee's State of health. 4.7.4.2.2. Minimum periodic medical examination content if the employee meets the criteria, the examination carried out before hiring them, periodic specialized investigation must include at least: a general medical examination of sensory functions (vision, hearing, colour range) investigations, urine or blood tests, diabetes and other illnesses, as specified in the determination of the clinical investigation, screening for addictive substances presence if it is clinically indicated.
4.7.4.2.3. additional medical examination and/or psychological assessment in addition to the periodic medical examination shall be carried out specific medical examination and/or psychological assessment, if there are reasonable grounds to doubt the employee's medical or psychological compliance or reasonable suspicion about addictive substances or alcohol use. In particular, it should be done after the accident or incident caused by the employee's personal failure. The employer must request a medical examination at any of the diseases, which the employee has been absent for more than 30 days. Where appropriate, this inquiry may be enough with the occupational physician assessment carried out on the basis of the available clinical information that shows that the employee's readiness for operation is not affected. The railway undertaking and the infrastructure manager must be a system for ensuring that the following additional investigation and assessment is carried out properly.
4.7.5. Medical requirements 4.7.5.1. General requirements staff may not be disease and it may not use medicines that may cause: the sudden loss of consciousness, consciousness or concentration disorders, sudden incapacitation, balance and coordination capacity of the disruption, important movement restrictions.
See and hear of employees must meet the following requirements. 4.7.5.2. requirements for the sight distance Visual acuity with or without AIDS: 0.8 (right eye left eye – set + for each), and at least 0.3 eye with weaker eyesight, corrective lenses maximum: hipermetropij + 5, myopia-8. Recognised occupational physician (as defined in subsection 4.7.2) in exceptional circumstances and following consultation with the vision specialist may allow values outside this interval, the vision in the distance in the medium or close enough with or without AIDS , allowed to use contact lenses, normal colour vision, determined by use of a recognised test, such as Ishihara test, supplemented by other recognized test, if it is required, the field of view-normal (there are no deviations from the norm, which would affect the exercise of responsibilities), vision, both eyes – a must have binocular vision – to be the sensitivity, contrast-good, no progressive eye diseases, lens implants, keratotomij and keratectomies are allowed only on condition that they checked each year or occupational disease the doctor prescribed frequency.

4.7.5.3. requirements for hearing With the tone of the audiogramm approved hearing good enough, that is, hearing good enough to hold a phone conversation and hear the alarm and radio messages, the following values that give information to follow as a guideline: hearing weakness must not be higher than 40 dB at 500 and 1 000 Hz, hearing the weakness may not be higher than 45 dB at 2 000 Hz for the ear with the worst air sounds manageable.
4.7.5.4. Pregnancy pregnancy must be regarded as a reason for the temporary suspension from work for train drivers for failed tolerance or a pathological condition. The employer must ensure that the application of legislation that protects the worker's pregnant.
4.7.6. Special requirements for train drivers duties 4.7.6.1. Periodic medical examination frequency of staff serving the train engineer, subsection 4.7.4.2.1 of this TSI is transformed as follows. Systematic medical examinations must be carried out: every 3 years, if the employee's age is 60 years, once a year, if the employee's age is more than 60 years.
4.7.6.2. Medical examination of additional content for driving duties of the medical investigation prior to employment, as well as each of the periodic medical examination for employees aged 40 years or more, in addition to the ECG should be included in the rest of the State. 4.7.6.3. Additional requirements for the sight distance Visual acuity with or without AIDS must be 1.0 (binocular vision); at least 0.5 to the weaker eye vision. Not allowed to wear colored contact lenses and Photochromatic lenses. Lenses with UV filter is allowed to use.
4.7.6.4. Additional requirements for hearing and speech must not be vestibulār deviation of the system. Must not be a chronic speech disorder (given the need to exchange messages loudly and clearly). 4.7.5.3. the requirements set out in subsection hearing must meet, without the use of hearing aids. In special cases, the medical opinion of the use of hearing aids.
4.7.6.5. Anthropometry staff must be suitable for antropometrij so that you can safely use rolling stock. The engineer may not require or permit the use of certain types of rolling stock, where their height, weight and other physical characteristics make it unsafe. 4.7.6.6. in the case of injury to help the employer properly care for employees who are driving a train, caught up in the accident, as traumatizējoš result in death, or it is badly hurt. 4.8. Infrastructure and rolling stock registers in accordance with the provisions of Directive 2001/16/EC article 24, paragraph 1 "Member States shall ensure that each year the registers of infrastructure and of rolling stock are published and updated. Each of these registers contains a subsystem or part subsystem key (e.g. the basic parameters) and their concordance with the characteristics prescribed by the applicable TSIS. To that end, each TSI shall indicate precisely which information must be included in the infrastructure and rolling stock registers. "the annual update and publish unfit for traffic and control subsystem, the specific requirements. Therefore this TSI in respect of those records determine nothing. However, there are operational requirements for some of the infrastructure-related data units to be made available to the railway company, and vice versa, some with rolling stock related data units to be made available to the infrastructure managers. In both cases, the data must be complete and accurate.
4.8.1. Infrastructure requirements data units, linked to the normal rail infrastructure for traffic and control subsystem, which should be made available to railway undertakings are set out in Annex D. The infrastructure manager is responsible for the correctness of the data.
4.8.2. rolling stock infrastructure managers should be available for the following data units associated with rolling stock. Holder (the owner) is responsible for the correctness of the data.
Information on whether the vehicle is built from materials that might be threatening emergency or in the event of fire (such as asbestos), length above the bumper.
5. Interoperability constituents 5.1. Definition in accordance with the provisions of Directive 2001/16/EC, article 2 (d)): interoperability constituents ' means any single item, a group of components, equipment or an Assembly node, which included or intended for inclusion in the subsystem, which directly or indirectly dependent on the trans-European conventional rail system interoperability; the term "constituent" covers both tangible and intangible things such as software ". Interoperability constituents are: item that can be placed on the market before it integrates and uses the subsystem; in this respect, it must be possible to check the conformity of the subsystem regardless of where it will, or material object, such as a software or processes, organisation, procedure, etc., which is a function of subsystems and compliance must be checked to ensure the enforcement of the essential requirements.
5.2. components list for interoperability constituents are the subject of Directive 2001/16/EC, the relevant provisions. In terms of traffic and control subsystem is not currently an interoperability constituent. 5.3. specification of components efficiency and we will found a solution how to label the parts of the tail of the train, there is a chance that it will become a component of interoperability. In such a case it is possible to have the additional annex, which define the requirements for the strength of light, reflection and attachment. With the further rolling stock TSI version has additional interfaces are possible. 6. component conformity and/or suitability for use assessment and verification of the subsystem 6.1. Interoperability constituents as defined in this TSI not yet any interoperability constituents, does not discuss any requirements for the assessment. If interoperability constituents but later will define and notificēt authority to be able to appreciate, therefore the assessment (s), procedure (s) may be included in the revised version. 6.2. Traffic operation and management subsystem 6.2.1. principles in accordance with the provisions of Directive 2001/16/EC annex II and traffic control subsystem is a structural subsystem. However, individual elements are closely aligned with the policies and processes that require the infrastructure manager or the railway undertaking to deliver security permissions/certificate in accordance with the provisions of Directive 2004/49/EC. Railway undertakings and infrastructure managers must comply with the requirements of this TSI. It can provide, through the safety management system as described in Directive 2004/49/EC. It should be noted that none of the elements contained in this SITE does not require a separate assessment authority notificēt. The competent authority shall assess before implementation of any new or amended operational procedures or processes prior to the granting of a new or revised authorisation/certificate. This evaluation is part of the process in which the granting of safety certificates/permissions. As far as the scope of the safety management system will affect other (s) (s), the Member States should ensure cooperation with the Member States in relation to the evaluation. The following assessment successful completion of the process, the competent authority permits the infrastructure manager or Railway Enterprise to implement the traffic and control elements of the subsystem for security to grant a permit or certificate, as required by Directive 2004/49/EC in article 10 and 11. Each time, when the infrastructure manager or the railway company introduces new (s)/uzlabotu (s)/atjaunotu (s) work (s) (or substantially change the current (-s)) (s) subject to the requirements of this TSI, it develops the commitment that States that this/these processes (s) corresponds to the provision and management of traffic SITE (or part of the transition period – see Chapter 7).
6.2.2. documentation of rules and procedures with regard to this TSI 4.2.1. subsection describes evaluation of the dossier, the competent authority is responsible for ensuring that the infrastructure manager and the railway undertaking of the documentation provided by the preparation process is well respected for completeness and accuracy.
6.2.3. evaluation procedure

6.2.3.1. The decision of the competent authority in connection with Annex G to the infrastructure manager and the railway undertaking must submit any proposed new work (s) or work (s). For positions that are specified in the security certificate/permit A as defined in Directive 2004/49/EC, they are presented to the competent authority of the Member State in which the undertaking is established. For positions that are specified in the security certificate/permit B, as defined in Directive 2004/49/EC, they are presented to each participating Member State competent authority. This information shall be provided in sufficient detail to the competent authority (s) (s) might make a decision on whether to require a formal assessment. 6.2.3.2. If an assessment is required if a competent authority (s) (s) Decides to require such an assessment, it must be carried out as part of the assessment, the result of which grant/renew security certificate/authorisation in accordance with Directive 2004/49/EC. Assessment procedures must meet common security method to be established in Directive 2004/49/EC in article 10 and 11 of the safety management system required for the evaluation and certification/authorisation. Some guidelines on how to make this assessment, are included in annex F.
6.2.4. the effectiveness of the system of Directive 2001/16/EC article 14 paragraph 2 requires the Member States at regular intervals check the interoperability of subsystems operate and maintain according to the essential requirements. In terms of traffic and control subsystem, such checks shall be carried out in accordance with Directive 2004/49/EC. 7. introducing the principle of this TSI 7.1. implementation and compliance with the relevant chapter of this TSI shall be determined in accordance with the implementation plan, drawn up by each Member State in respect of those lines for which they are responsible. This plan must take into account: special human factors, associated with the operation of any of the lines, the lines of each participating individual operating and security features, and whether this (s) element (s) must be implemented:-all trains on the line or not concerned,-only the particular lines-all European conventional rail network,-all trains on the trans-European conventional rail network, connection with other subsystems (control and command and signalling rolling stock, telematic applications for freight transport, …) implementation.
This time must be taken into account and should be documented as part of the plan, any particular exceptions that may apply. Implementation plans should take into account the different levels of potential in all cases: the railway undertaking or infrastructure manager shall initiate an action or implement upgrades or improvements to the railway undertaking or infrastructure manager's current operating system, or the putting into service of new or improved infrastructure, energy, rolling stock, or the control and command and signalling subsystems that require appropriate operating procedures.
If the current operating system improvements affect both the infrastructure manager (s) and the railway undertaking (s), the Member State is responsible for the following projects evaluated and put into service in a coherent way. It is understood that all these SITE elements cannot be fully implemented until the hardware used (infrastructure, control and management, etc.) is not harmonised. Therefore, the guidelines set out in this chapter should be seen only as a temporary phase that helps the transition to the target system. In accordance with the provisions of Directive 2004/49/EC article 10 and 11 of the certificate/licence required to restore every 5 years. After this TSI enters into force, the railway undertaking and infrastructure manager shall review the process leading to the renewed certificate/permission to demonstrate, that account is taken of this TSI and justification must be given for all the elements of the TSIs, in respect of which there is not yet match. Although the full compliance with the objectives described in this TSI system is definitely the definitive position can make the transition gradually, through national or international bilateral or multilateral agreements. Such agreements, which may draw up and conclude the infrastructure manager with the infrastructure manager or the railway undertaking, the railway undertaking or railway undertakings, should always be the relevant security authorities contribution. If the agreements currently in force include requirements relating to the provision and management of traffic, the Member States shall within six months after the entry into force of this TSI shall inform the Commission about such agreements: (a) the permanent or temporary) national, bilateral or multilateral agreements between Member States and the railway undertaking (s) or the infrastructure manager (s), concluded in the train carriage for the very specific or local nature; b) bilateral or multilateral agreements between railway undertaking (s), the infrastructure manager (s) or Member State (s) that provide significant local or regional interoperability; c) international agreements between one or more Member States and at least one third country, or between (a) the railway undertaking (s) or the infrastructure manager (s) and at least one third of the national railway undertaking or infrastructure manager, which provides a significant local or regional level of interoperability. Compatibility of these agreements with EU legislation including their non-discriminatory character and, in particular, the compatibility with this TSI will be judged, and the Commission will take the necessary measures, such as the review of this TSI to include possible specific cases or transitional measures. About RIVA, RIC and PPW and COTIF instruments shall report to the Commission, because they are already known. The renewal of such agreements is possible, but only in the long-term interests of the measures and actions only if there are no other options. Any current or future amendments of the agreements the agreements take into account EU legislation and, in particular, this TSI. Member States of any such amendment or new agreement notified to the Commission. In such a case, you must apply the same procedure as described above. 7.2. for the implementation of the guidelines in Annex N, which is shown in the table information is optional, and is ready to show what can be determined by the Member State, to promote the elements referred to in Chapter 4. The introduction includes three distinct elements: the confirmation that any currently existing systems and processes comply with the requirements of this TSI, of any of the current system and customize the process according to the requirements of this TSI, new systems and processes, caused by the introduction of other subsystems,-new/improved conventional lines (infrastructure/energy subsystem),-new or improved ETCs signalling equipment, GSM-R radio equipment, hot-box detection, ...
(control and command and signalling subsystem),-new rolling stock (the rolling stock subsystem)-traffic control used in telematics applications (freight telematics subsystem of the application).
7.3. Specific cases are allowed to Enter 7.3.1. Special rules for particular cases listed below. These specific cases are divided into two categories: the provisions apply either permanently ("P" cases), or temporarily ("T" cases), where the provisions apply to time, recommended that Member States concerned comply with the relevant subsystem either by 2010, which is the European Parliament and of the Council of 23 July 1996 of the decision No 1692/96/EC on Community guidelines for the development of the trans-European transport network the target set ("T1" case) , or by 2020 (cases "T2").

7.3.2. the specific case of temporary special event list (T2) Ireland annex P to this TSI for the implementation in the Republic of Ireland the vehicles, which are used only in domestic voyages may be exempted from the requirement to give them a standard 12-digit number. It can also be applied to cross-border traffic between Northern Ireland and the Irish Republic. Temporary specific case (T2) the United Kingdom annex P to this TSI in the United Kingdom the introduction of passenger cars and locomotives, used only in domestic voyages may be exempted from the requirement to give them a standard 12-digit number. It can also be applied to cross-border traffic between Northern Ireland and the Irish Republic. _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ 1 section 4.6.2 recommendations attachments

A1. Annex. ERTMS/ETCS operating rules contained in this annex, the ERTMS/ETCS operating rules. This project is included to provide the structure and scope of the provisions a broad outline. After the practical examinations consolidates the provisions, in particular those relating to the ETCS Level 2. The complete set of rules will have to be adapted to conventional rail control and command and signalling the TSI contained functional requirements specification (FRS) and the system requirement specification (SRS) updated guidelines, which intended to introduce by the end of 2005. 1. introduction this document is deployment a set of rules for the operation of the line, equipped with level 1 ERTMS or equipped with a level 2 ERTMS system without basic. 2. Glossary reserved 3. documents 3.1. written orders and text messages are indicated below, different written instructions for use in accordance with these rules. These written orders information is mandatory, but their design is comprehensive in nature. 3.1.1. the written order of the ERTMS 01 3.1.2. written rīkojums02 of ERTMS deployment 3.1.7. fixed text messages flashing message message reference and x: Ack SR 4.6.3., 4.7.2, 5.4.3.7.3.

ACK OS x SR: 4.6.3.,.,., 5.9.1.2 4.7.2 5.9.2.3.,.,., 5.9.3.4 5.9.3.2 5.9.2.4., 5.9.3.5., 5.9.3.6.

ACK SH x SR: 4.4.8.1.9.,.,., 5.7.2.3 4.6.3 5.7.1.4.,.,., 5.7.2.4 5.7.3.2 5.7.3.3.,., 5.7.3.5 5.7.3.4.

ACK x SR SR: 4.7.2.

ACK RV x SR: 5.13.1.4.

Ack STM ...
x SR: 4.4.16., 4.4.17.

ACK train centralized emergency off (Ack train trips) x SR: 3.14.1., 4.4.13.1.4., 4.4.14.1.1., 4.6.3, 4.7.2, 5.11.1.1.

ACK and the transition to a level (the level transition _ Ack) x SR: 4.7.2.,.,., 5.10.4.4 5.10.4.1 5.10.4.3.

Communication interrupted (Communications session terminated) SR: 3.5.5.5.15.4.

No radio communications with RBC (radio connection with RBC) SR: 3.5.3.7.

Not suitable for route (route unsuitabl), SRS 3.12.2.4.

SF due to x (SF because of x) SR: 4.4.5.

SH rejected (SH refused) SRS 5.6.3., 4.7.2.

SHU received permission (granted not received the SH) SRS 5.6.4.1.1.

The transition to ___ (Transition to level ___) SR: 4.7.2.,.,., 5.10.4.4 5.10.4.1 5.10.4.3.

SH waiting (Waiting for SH) SR: 5.6.3., 4.7.2.

Text messages to be approved: fixed a flashing message message reference LTM failure: the failure of Euroradi SR SR: 3.2. Situation-Free rules page. 4. the ERTMS train category 4.1. Scope and purpose in this document are defined in the ERTMS train category. 4.2. definition of ERTMS train category depends on the type of rolling stock and environmental conditions. It refers to the legend that has 2 letters. Labels: BT (basic train) train, AT regular (active tilting train) train, active tilt PT (passive tilting trains) passive tilt train, CW (cross wind sensitive train) to main sensitive train.
ERTMS train defines: a single symbol, which only apply to rolling stock, with symbols, one of which concerns the rolling stock, and the other describes the environmental conditions.
5. Preparation of the driving of the train in tandem 5.1 page Free of the situation. 5.2. rules Free page. 6. WARMING UP in the driveway of the 6.1 situations he was about to start the task, and the traction unit is SB mode. 6.2. provisions At the request of the Board, the system engineer: enter, re-enter or reaffirms the driver ID and the serial number, choose the ERTMS/ETCS level according to national rules.
6.2.1. The traction unit to drive as the train Driver: enter the train data (rule "data entry"), select "start".
6.2.1.1.0 level the system is requesting you to confirm and report on mode. DMI the following message appears: "Ack" and "react according to DMI indications listed (rule" response to DM/signalling system instructions "). 6.2.1.2. level 1, the system asks you to confirm the message of SRI. DMI the following message appears: "Ack" SR responds according to the DMI indications listed (rule "response to DM/signalling system instructions"). 6.2.1.3. level 2 Free page. 6.2.1.4. STM level system requires to approve the report of the STM.
DMI the following message appears: "Ack STM..." The engineer shall comply with the provisions of the country concerned. 6.2.2. The traction unit to move SHU mode he prepare for manoeuvring (rule "taxi SHOT mode"). 6.2.3. The traction unit to move to the NL mode he prepared to ride the tandem (rule "preparation of the driving of the train in tandem"). 7. DRIVING in tandem suspension 7.1. situations Free page. 7.2. the provisions on the free page. 8. MANVERĒŠAN-SHOT mode 8.1. SITUATION of the rolling stock shall manoeuvre at a SHOT. 8.2 8.2.1. manual SH rules enter mode before allowing the driver to choose the SHOT, pārmijniek: checks whether all conditions have been met for manoeuvring in accordance with the national rules in force, provide all the necessary information to the driver about the movement to be performed.
The engineer chooses SH mode only after the authorization from pārmijniek. The engineer selects a SHOT only when the train is stopped. Level 2 DMI the message to: "SH" waiting "8.2.1.1. Granted permission to maneuver the system switches to the train SHOT mode. He reacts to the DM in the visible cues (rule "response to DM/signalling system instructions") and to comply with applicable national provisions. 8.2.1.2. Permission is not granted to maneuver or level 2 does not receive a reply to a request for permission if the DMI the message to: "rejected" or "SH SH permission not received", or "terminated", Communication engineer contact pārmijniek. The Stoker and pārmijniek comply with the national provisions in force. 8.2.2. Switch automatically to the SHU Engineer certifies mode message: "SH" Ack is responding to the DM in the visible cues (rule "response to DM/signalling system instructions") and comply with the national provisions in force. 8.2.3. Exit SHOT mode When manoeuvring is stopped and all the manoeuvring operations SHOT mode, the Stoker exit SH mode and inform pārmijniek. 9. Entering data 9.1. Entering data of the situation is needed to prepare the train job:-the train-warmed up after each time you want to change the data. These changes can be caused, for example, the conversion of the train in accordance with the Organization of transport documents, failures, influencing the characteristics of the rolling stock, train to provide assistance.
9.2. the provisions before the train departs from the station of the train of the early drafts of the inspection, or train meet its assigned category, and the engineer of the ERTMS checks if data are available on the train. Before departure from the starting station the train engineer to verify that the data are available on the train, and they remember it or write it down. Also, nomainot should also be treated to the driver. 9.2.1. Data entry A-general case to run the task, the train enters the establishment and/or approved by the following data: data on train, additional data.
Data on train refers to the characteristics of the rolling stock, and include the following information: the serial train/flight number, maximum train speed train ERTMS category, train length, reducing the speed of data, data on energy supply, loading gauge, the load on the axle, information on whether the train is equipped with an airtight system, list of available STM.
Additional data on other parameters that may be required for the task, and include the following information: identification of the driver, the ERTMS/ETCS level RBC ID/phone number, factor of adhesion and, if necessary, activate the voyage, STM, including additional data on STM.
B-Riding a tandem (to be supplemented) 9.2.1.1 trainset before to confirm the basic data for the trainset train preparer whether rolling stock technical conditions allow you to use the stored data. Train preparer should verify the rolling stock equipment condition, which may have an impact on the data of the train, and the train station, the beginning of preparation after each change in train composition (station or elsewhere), after a technical problem that results in a change of data.
If there are no specific restrictions, the train preparer approve all DMI data displayed. If you have special restrictions, train draftsman: determine new data in accordance with the technical document, correct the current data, confirm the new data.
9.2.1.2. other trains to enter data on a train, the train used to train the preparer data form. 9.2.2. Changes to the data If the flight time required for the changes to the data, the engineer will take into account new data. If you need to change the factor of adhesion, observe the national rules. 9.2.2.1. the composition of the train the train driver: Specifies the new data in accordance with the technical documents, verify conformity of the ERTMS train category, fixes the current data, confirm the new data.
If necessary, do it with all the data that you want to change. 9.2.2.2. other trains train preparer changes data on a train or prepare new data each time you modify the parameters of the train. If not, the engineer of the train preparer updates the data in the form of a train. When you enter new data, the engineer will: use a new train data form, correct the data, confirm the new data.

10. Train departs the 10.1. situations immediately started driving a train starting station or after a scheduled stop in. 10.2. the provisions allowed Drivers start driving after you have received permission to train movements, in accordance with the national regulations are met in the train of employment conditions.
The engineer will respond according to the DMI visible indications (rule "response to DM/signalling system instructions"). The engineer shall notify the pārmijniek, if the train departure time provided is not received permission to train movements.
11. the response to DM/signalling system instructions 11.1 DM instructions delivery way different situations are referred to in section 2 points each, depending on the DMI information. 11.1.1. Visual instructions (this is an example of Visual guidance). 11.1.2. audio instructions sound information considered as additional information. Sound information going to draw the attention of drivers for new information that appears in Pamatskaņ: Short DM., low o long, high # 11.2. instructions/DMA 11.2.1. the written order of the engineer followed benefits DMI instructions. These instructions are an advantage over all the existing next to the track, except all the indications of danger, as provided for in the national rules. Of written orders of an advantage against all DMI instructions, except as noted below the allowed speed or lower speed. 11.2.2. DM instructions when this icon/name for this text message sound alert situation Stoker 0 level o o comply with national rules level 1 o o respect the level 1 level 2 rules o o respect the level 2 rules for the transition to ___ (Transition to level ___) o o respect the level of provisions _ _ _ starting with the transition point Ack transition to ___ (Ack transition to level ___) (flashing) o o approved a text message , the level 0 and level followed a national STM rules Ack STM (flashing) o o approved a text message, a respected national rules and Ack (flashing) o o approved a text message and o o observed by the national rules (light grey) FS does not exceed the allowable speed of the specified target speed distances Ack OS (flashing) o o approved a text message, start or continue guided by the visible (light grey) OS o o start or continue guided by invisible While visible to the OS, not exceeding the maximum allowed speed in OS mode, the level 1 check next to the track to continue the existing tone, movement, if allowed to continue, and further guided by invisible Ack SR (flashing) o o: 1. first level receives permission to train movements, level 2 from: pārmijniek receives permission to launch a motion tween-mode or SR go low KABA with the written order of the ERTMS 01 or permission to continue after the train centralized emergency off-horse with a written order of the ERTMS 02 , check the lower speed limit: schedule/route description, the written order, the maximum speed of the SR mode, then declares the text message, prepared for departure (rule "train departs") (light gray) SR. drove by visible unless the written order does not say that there is no need to drive, according to visible (SR), does not exceed the lowest speed limit specified in the schedule/route description: in the written order, maximum speed mode, the SR level 1 check beside the track to the existing signal : stops the train at a stop signal; continue to drive at a permissive signal and continue to drive, according to visible, level 2 stops at the next table, contact the pārmijniek and follow the instructions in this paragraph if the train reaches SR mode (flashing) Ack SH o o make sure that the first familiar with the maneuver, then declares the text message.


(light grey)
SH to comply with national rules on the movement of the train trip (flashing) Ack o o take measures in response to the train centralized emergency shutdown (rule "after the train centralized emergency shutdown") Ack o o certifying the RV text message RV emergency actuated engine does not exceed the maximum speed of the RV mode, take into account the objective distance (orange) to lower the pantographs o o lands pantographs (yellow) picking up pantographs o o respect that is allowed to raise the pantograph (yellow) + indication of the power system in the form of a text message, such as "1500 V =" raise the pantograph with the indication of the voltage o o that is allowed to raise the pantograph, after you have selected the power system (gray) neutral phase o o turn off the main power supply switch (yellow) neutral phase o o left off the main power supply switch (yellow) Bezapstāj control o o do not stop motion 11.2.3. Brake speed limit exceeded 11.2.3.1. situation of the ETCs brake because the train exceeds the speed limit. If the brake can be released, the corresponding symbol flashes at the moment when the braking can safely stop. 11.2.3.2. the rules If the following picture sound engineer can train over the speed limit in this example: the actual speed: 140 km/h, the authorized speed: 110 km/h. exposed working brakes o # (interrupted) actual speed is equal to or less than the allowed speed in this example: the actual speed: 104 km/h allowed speed: 105 km/h braking starts blinking icon, release the brake when the train speed is lower than the allowed speed 11.2.4. Speed 11.2.4.1. situation of the train approaching the end of the motion the permissions (EOA By the End of Authority), and DM show execution speed. 11.2.4.2. provisions If the following picture sound engineer in this example: the actual speed: 20 km/h, speed: 50 km/h, speed: 30 km/h o o does not exceed the allowable speed, reduce speed, subject to DMI, level 1, check the next track to the existing signal: stop the train at a stop sign; continue to drive up to the speed indicated in the following example:-actual speed: 25 km/h, speed: 23-authorised km/h, braking curve up to the target location: 9 km/h, speed: 30 km/h, level 2 may go under the CABLE and stop at the scoreboard or buferpietur 12. General principles to the level 1 scope and purpose 12.1. This document refers to the General principles and rules to be followed in all situations and level 1 set that level (not shared with other nodes). 12.2. in PRINCIPLE, the engineer knows: which side next to the tracks to accommodate signals that must be followed, next to the track to the existing signal stop sign, which is not allowed to pass, next to the track to signal the continuation of existing traffic signs, which are allowed to pass. The continuation of the movement in the list of marks to distinguish between characters who are allowed to pass without restrictions, and signs, which are allowed to pass with special restrictions according to national rules.
13. driving for visible situations the driver to 13.1 guided by visible whatever the technical regime. 13.2. rules If the engineer must travel from the visible, the requirements are the following: to drive carefully, controlling speed, taking into account the front line so that you can stop briefly before any train, KABA, a stop signal or an obstacle, not to exceed the maximum speed of driving by see.
14. measures onboard system failover in case the situation is found 14.1 failure affecting the onboard system. 14.2 14.2.1. Failure provisions affecting loop transmission module (LTM) he observes the DMI a text message: "LTM failure" contact pārmijniek. The Stoker and pārmijniek applied the provisions laid down in the country. 14.2.2. Balises transmission module (BTM) failure he isolates the onboard system and inform pārmijniek. The Stoker and pārmijniek applied the provisions laid down in the country. 14.2.3. Euroradi failure followed the Stoker DMI a text message: "the failure of the Euroradi ' a) in preparing the traction unit on level 2 requires drivers to replace the traction unit.
If the traction unit to be moved, pārmijniek allows the driver go low KABA (rule "Passing under the CAB with permission"). If the traction unit is not to be moved, he disconnects the on-board system.

At all other levels he informs pārmijniek. The Stoker and pārmijniek applied the provisions laid down in the country. (b)) driving level 1 with the infill of the engineer informs the function pārmijniek on the radio. The Stoker and pārmijniek applied the provisions laid down in the country. 2. level the engineer shall take the necessary measures in the absence of radio contact (rule "radio communications, measures in case of lack"). 14.2.4. Dmi failure) when preparing a traction unit engineer requires a change of traction unit. If the traction unit to be moved, the engineer shall notify the pārmijniek. The Stoker and pārmijniek applied the provisions laid down in the country. If the traction unit is not to be moved, he turned off the onboard system. (b)) driving If DMI data can not be displayed, he stops the train and inform pārmijniek. The Stoker and pārmijniek applied the provisions laid down in the country. 14.2.5. the failure of Other Drivers respect the DMI a text message: "SF because x ' a) in preparing the traction unit engineer requires a change of traction unit. If the traction unit to be moved, he isolated the on-board system and inform pārmijniek. The Stoker and pārmijniek applied the provisions laid down in the country. If the traction unit is not to be moved, he turned off the onboard system. (b)) coming after stopping the driver for isolated onboard systems and inform pārmijniek. The Stoker and pārmijniek applied the provisions laid down in the country.
15. WARMING UP outside driveway 15.1. situations he warmed up the train and a traction unit is SB mode. 15.2. the provisions when the system requests, Stoker: enter, re-enter or reaffirms the driver ID and task, choose the train ERTMS/ETCS level according to the rules laid down in the country, enter, re-enter or reaffirms the RBC-ID and/or phone number according to the rules laid down in the country.
15.2.1. Traction unit must come as a train engineer: enter data on train (rule "data entry"), select "start".
15.2.1.1.0 level, the system asks you to confirm the receipt of the message and the mode. DMI the following message appears: "Ack" and "react according to DMI indications listed (rule" response to DM/signalling system instructions "). 15.2.1.2. level 1, the system asks you to confirm the message of SRI. DMI the following message appears: "Ack" SR responds according to the DMI indications listed (rule "response to DM/signalling system instructions"). 15.2.1.3. level 2 If the DMI the following message appears: "no radio communications with RBC", the engineer shall check the RBC ID and phone number and correct them if necessary. a) radio communications system is established in a1) movement permit issued by the engineer responds according to the DM in the visible indications (rule "response to DM/signaling system"). A2) system requires to assure SRI DMI the following message appears: "Ack" SR "Confirm Before message, Stoker: from pārmijniek receives permission to start the SR mode with ERTMS order 01, writing checks, or written order apply to his train and its location in a given moment.
Before allowing the driver to start the SR mode, pārmijniek for track running from landmarks to be passed until the next landmark to make sure that, in conformity with national provisions, the conditions have been met, or the route is the speed limits, which determine the speed is lower than the maximum speed of the SR, and they should be included in the written order of the ERTMS 01, or the other restrictions and/or guidelines, and they should be included in the written order of the ERTMS 01. Pārmijniek extract of a written order of the ERTMS 01. Driver reacts according to the DMI indications (see rule "response to DM/ signaling system instructions "). If the train is near the first landmark that it will achieve, the driver to stop at these landmarks, to ensure that the written order apply to this landmark. (b) radio communication is not established) if not can establish communication with RBC and the train is moved, pārmijniek allows the driver go low KABA (rule "Passing under the CAB with permission"). In this case, the pārmijniek of the SR mode must not exempt the driver from driving, according to see. 15.2.1.4. STM level the system asks you to confirm the STM ...
DMI the following message appears: "Ack STM..." The engineer shall follow the rules laid down in the country. 15.2.2. Traction unit must maneuver in SH mode Driver is going to maneuver (rule "taxi SHOT mode"). 15.2.3. Traction unit to drive the engineer mode preparatory to the NL for driving in tandem (rule "preparation of the driving of the train in tandem").
16. preparation of driving TRAINS in tandem, dragging another situation of train 16.1. Secondary engine and train has joined with the onboard ERTMS-ETCS equipment and minor engine is ready to switch over to SB. 16.2. the provisions on the free page.
17. termination by the TANDEM of trains hauling 17.1. situations disconnect the traction unit from the towed the train. 17.2. the provisions on the free page.
18. the transition POINT in the passage from the IMPAIRED the level 1 and level 2 from level 2 to level 1 18.1. Situation it is not possible to establish radio communications into level 2. Train crossing the transition point without changing. 18.2. It is not possible to establish 18.2.1. radio communications if the DMI the following message appears: "no radio communications with RBC", the engineer shall check the RBC identification and phone number and, if necessary, correct it. If does not initiate communications with RBC and the train is moved, pārmijniek allows the driver go low KABA (rule "Passing under the CAB with permission"). 11 compartments with corridor side or the equivalent open space with the center aisle reserved reserved two or three axis carriages with a class 2 seats 2 10 bins on the side with Hall or the equivalent open space with the center aisle 11 partitions with the Hall on the side or the equivalent open space with the center aisle > 12 bins with the corridor side or the equivalent open space with the center hole of the three axles, two axles wagons with 1 or 1./2.3 10 compartment class seats with side corridor or equivalent open space with the center aisle 11 partitions with the Hall on the side or the equivalent open space with the center aisle > 12 reserved for the two axes or rice or 1 1/2 compartment 4 10 1 class/2nd class compartments reserved reserved reserved reserved reserved 12 compartments reserved reserved reserved reserved 6-reserved reserved Sleeper compartments, 7 10 11 12 partitions partition reserved reserved designed cars and luggage carriage 8 control piekabvagon with all classes of seats with or without luggage compartment, with the engineer's cabs driving in both directions with a wagon or 1.1/2 class seating with luggage or mail compartment carriages with a class 2 seating with luggage or mail partition reserved for cars with all classes of seating, with specially equipped areas, such as the location of the children's playground 9 mail cars luggage cars with luggage bins of mail cars luggage cars and two or three sharp 2nd class carriages with seating mail, baggage or luggage bin wagons with side corridor, with or without the partition with the Customs stamp Added. Parts bins are not taken into account. The equivalent in open wagon with salontip the center aisle is obtained by dividing the number of available seats with 6, 8 or 10 depending on the construction of the wagon. P10. Annex (continued) codes drawn passenger carriages of the technical characteristics (Figure 5-6) Figure 6 figure 5 5 6 7 8 9 0 Reserved reserved reserved reserved reserved reserved carriages with a class 1 1 Reserved seats double deck coaches > 7 compartments with corridor side or the equivalent open space with the center aisle 8 compartments with corridor side or the equivalent open space with the center aisle 9 compartments with corridor side or the equivalent open space with the center aisle vans with 2nd class seats 2 Only OSJD, double-decker passenger cars double-deck passenger cars reserved > 8 compartments with corridor side or the equivalent open space with the center aisle 9 compartments with corridor side or the equivalent open space with the center aisle vans with 1 or 1./2. class seats reserved 3 double-deck passenger cars reserved > bins with Hall 8 on side or the equivalent open space with the center aisle 9 compartments with corridor side or the equivalent open space with the center aisle 1. or 1./2. class compartment 4 reserved reserved reserved
Reserved for 160 km/h All voltage 9 2 All voltage all voltage 1000 V Tvaiks1 + ~ + ~ V ~ 1500 g 1000 g 1000 ~ 1500 ~ V + reserved 1500 V = V = 3000 A1 G2


1 Only inland transport in wagons. 2 Only applied to international transport wagons. 3 Only with 1520 mm gauge wagons. All voltage 1000 V for single-phase AC voltage with 51 to 15 Hz, single-phase AC voltage 50 Hz, 1500 V DC 1500 V DC voltage, voltage 3000 V. * some vehicles with 1000 V single-phase AC voltage is allowed to only one frequency, either 16 2/3, or 50 Hz. (A) the autonomous heating, without using the train power supply line. G wagons by train power supply line voltage for all who need a generator for air conditioning. Steam heating only with steam. If there is voltage, the code written is also available for wagons used in steam heating systems. P10. Annex (continued) codes drawn passenger carriages of General characteristics (7-8 digits) power supply maximum speed 8. digit 7. number 120 km/h 0 0 1 2 3 4 5 6 7 8 9 < All voltage 3000 V ~ * reserved + 3000 V = 1000 V ~ * ~ 1500 g except reserved, 1000, 1500, 3000 V V V voltage V + V = 1500 1500 ~ 3000 V = Reserved 1 All voltages + Tvaiks1 + 1000 g 1000 g ~ Tvaiks1 ~ + Tvaiks1 ~ + Tvaiks1 V 1000 V ~ 1000 + 1000 + Tvaiks1 Tvaiks1 V ~ reserved 1500 ~ V + V = 1500 + 3000 Tvaiks1 3000 Tvaiks1 = V + V = + Tvaiks1 + V ~ 2 Tvaiks1 3000 Tvaiks1 3000 Tvaiks1 3000 Tvaiks1 V V = + ~ + 3000 Tvaiks1 3000 Tvaiks1 V V = + ~ + ~ + 3000 = 1500 V V V ~ 1500 + Tvaiks1 Tvaiks1 V ~ 1500 + Tvaiks1 121 to 140 km/h A1 3 voltage 1000 V All reserved ~ + 3000 V = 1000 V ~ * ~ * ~ 1 1000 V V V + 1 1000 1000 ~ 1500 V ~ + ~ V + V = 1500 1500 1500 V = V = 3000 3000 V = voltage * + 4 all Tvaiks1 All voltages + Tvaiks1 voltage 1000 V All + Tvaiks1 ~ + Tvaiks1 ~ 1500 V 1 + V = 1000 V ~ 1500 + 3000 + Tvaiks1 V ~ ~ V + V = 3000 1500 1500 V = + Tvaiks1 + V = 3000 Tvaiks1 reserved All voltages + 5 Tvaiks1 All Tvaiks1 All voltages voltages + Tvaiks1 + Tvaiks1 + 1000 V ~ V ~ 1500 + Tvaiks1 are reserved except 1000 V, 1500 V, 1500 V ~ 3000 V voltage + V = 1500 + Tvaiks1 reserved reserved reserved Tvaiks1 ~ V 6 3000 + 3000 = V + V ~ 3000 3000 reserved V = reserved reserved reserved Tvaiks1 A1 141 to 160 km/h All voltage 7 voltages all 1500 + 3000 g ~ 1 V = 1 All V V spriegumi2 ~ * ~ 1000 1500 + 1500 1500 1000 V V V = ~ ~ ~ V + V = 1500 1500 g 3000 3000 = V = 8 All voltages + All + Tvaiks1 3000 Tvaiks1 voltage ~ V + V = 3000 reserved All voltage 1000 V * + Tvaiks1 ~ + Tvaiks1 ~ V + V = 3000 3000 1000 V, 1500 V exception, all voltages the voltage V 3000 + A1 > Tvaiks1 G2 160 km/h All voltage 9 2 All all voltage voltage at + Tvaiks1
1000 V ~ + ~ V ~ 1500 g 1000 g 1000 ~ 1500 ~ V + reserved 1500 V = V = 3000 A1 G2 1 Only inland transport used in the carriages. 2 Only supported international transport wagons. All voltage in single-phase alternating current with voltage up to 1000 V and 51 15 Hz, single phase AC current with a voltage of 1500 V and 50 Hz, 1500 V for direct current, DC 3000 V. Can also include single phase alternating current with a voltage of 50 V and 3000 Hz. * Some of the wagons with 1000 V single-phase AC voltage is allowed to only one frequency, either 16 2/3, or 50 Hz. (A) the autonomous heating, without using the train power supply line. G wagons by train power supply line voltage for all who need a generator for air conditioning. Steam heating only with steam. If there is voltage, the code written is also available for wagons used in steam heating systems.
P11. Annex Code of special technical characteristics of the vehicle (6 to 8 digits) the special vehicles allowed speed (Figure 6) classification of Self-propelled speed 100 km/h in > < 0 100 km/h km/h can be inserted in the V train > 100 km/h self-propelled self-propelled 3 V 1 2 Not 100 km/h and/< or restrictions (a) self-propelled 4 are not self-propelled 5 can not be put on the train is not powered 6 self-propelled 7 self-propelled rail/auto vehicle that can be inserted vilcienāb 8 self-propelled railway vehicle/auto You can not insert 9 rail/auto vilcienāb vehicle that is not a limitation of pašgājējsb 0. As for a specific location on the train (for example, part of the tail), optional protective wagon etc. b. special conditions to be complied with in respect of the inclusion of the train.


P11. Annex (continued) specific vehicle types and variations (7-8 digits) 7.8. number of vehicles/machines 1 infrastructure and superstructure 1 train track tagging and renewal 2 equipment switch and transition to lay 3 train track repair of ballast cleaning machine 4 5 6 7 8 9 the ground work of the machine gantry (except for repeat track tagging) 0 Other or generic 2 track 1 heavy duty normal track tamping machine 2 other ordinary track tamping machines 3 Tamping machine with 4 Points and the stabilization of the transition of the ballast tamping machine 5 nolīdzinātāj 6 Slīpētāj 7 stabilisation machine and welder 8 multifunction machine 9 track inspection car was 0 for 3 Other overhead contact line multifunction machine 1 2 3 Leaf machine mounting the mast 4 cord reel Machine for transporting 5 overhead line tension machine machine with a lifting job 6 platform and machine with scaffolding 7 cleaner train 8 Oiler train 9 overhead line inspection wagon 4 1 0 other construction machine apjumšan 2 for bridge of wagons the test platform 3 tunnel tests platform 4 car gas treatment 5 ventilation machine to machine with a lifting of the 6 work platform or scaffold tunnel enlightenment 8 9 0 7 5 Other loading, unloading and transport of all kinds of rail Car loading 1/unloading and transporting the machine 2 ballast, gravel, etc. loading/unloading and transportation machinery 3 4 5 sleepers for loading/unloading and transport of the machine elektrosadalietaiš 6 7 8 etc. loading/unloading and transportation.

9 machine other materials for loading/unloading and transport of other measurements 1 0 6 wagon ground work registering 2 wagon track recording 3 car overhead contact lines for registration 4 gauge registering 5 wagon wagon signaling for registration 6 wagon communications recording Other 7 7 8 9 0 1 Emergency emergency crane 2 emergency traction wagon 3 emergency train tunnels 4 emergency fire-fighting wagon wagon 5 6 7 sanitary vehicle Equipment wagon 8 9 0 8 Other traction transport, energy, etc.
1 2 3 Transport traction unit wagon (except 59) 4 power wagon wagon track 5/6 7 Betonētājvilcien the power wagon in 1 8 9 0 9 Other medium self-propelled snow šķūr snow šķūr 2 towed 3 snow Rod 4 Atledotāj 5 miglotāj 6 weeds track cleaner 7 8 9 0 other 0 1 1 train/road/rail vehicle category car category 2 3 2 rail/road machine 4 5 3 rail/road transport of category machine category 6 7 4 rail/road transport 8 9 0 machinery other P12. Annex to the letter of the label except the ischium wagons wagons and wagon coupling Category definition and the index letters 1. Important notes Attached tables:-metres reported information refers to the internal length of the wagon (lu)-the information presented in tonnes (tu) refers to the highest load limit shown in the table of loading a wagon; This limit shall be determined in accordance with the established procedure. 2. common to all categories in the index letters with international value q electric heating tube, which can deliver all types of acceptable power electric heating tube qq and installation, which can deliver all types of acceptable power s wagon, which allowed to drive with a "s" conditions (see rolling stock TSI Annex B) ss cars, which allowed to drive "ss" conditions (see rolling stock TSI Annex B) 3. Index letters that is the value of the individual countries, t, u, v, w, x, y, z that letter value is defined by each Member State. P12. Annex (continued) categories – open letter E in the wagon with high side standard car, with a folding side-to side and end, and a flat floor with 2 axes: 7.70 m; 25 t lu >